Agenda packet — Sierra Madre City Council, May 13, 2025

MEETING MINUTES

REGULAR MEETING

SIERRA MADRE CITY COUNCIL
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Sue Spears, City Treasurer
Tuesday, April 22, 2025
5:30 pm
City of Sierra Madre
City Council Chambers
232 W. Sierra Madre Boulevard
Sierra Madre, California 91024
The Brown Act provides the public with an opportunity to make public comments at any public meeting; As an alternative, public comment may be made by e-mail to [email protected] by 3:00PM on the day of the meeting. Emails will be acknowledged at the Council meeting, filed into public record, and scanned onto the City website for public review.

The meeting will be streamed live on the City’s website at www.cityofsierramadre.com, on Foothills Media website at http://www.foothillsmedia.org/sierramadre and broadcast on Government Access Channel 3 (Spectrum)

CODE OF CONDUCT
The purpose of a City Council meeting is to conduct City business. Members of the public that behave in a manner that interrupts or obstructs the Council’s ability to conduct City business may be asked to leave the meeting. Any and all demonstrations which disrupt, interrupt, or obstruct the Council’s ability to conduct City business are prohibited. No signs, posters or other large objects shall be brought into the Council Chambers or other meeting place if doing so would disrupt, disturb or otherwise impede the orderly course of the meeting.

CALL TO ORDER/ROLL CALL MEMBERS OF THE CITY COUNCIL
Mayor Parkhurst called the meeting to order at 5:35 p.m. City Clerk Aguilar called the roll.

Present: Mayor Robert Parkhurst, Mayor Pro Tem Kristine Lowe, Council Member Edward Garcia, Council Member Gene Goss, and Council Member Kelly Kriebs

Absent: None.

Also Present: Aleks Giragosian, City Attorney (remote)
Jose Reynoso, City Manager
Miguel Hernandez, Assistant City Manager
Laura Aguilar, Deputy City Manager/City Clerk
Brent Bartlett, Fire Chief
Leila Regan, City Librarian
James Carlson, Senior Management Analyst
Clare Lin, Director of Planning and Community Preservation

PLEDGE OF ALLEGIANCE AND INSPIRATION
Council Member Goss led the audience in the Pledge of Allegiance, then read a poem written by Edgar Albert Guest.

APPROVAL OF MEETING AGENDA
Vote of the City Council to proceed with City business.

Mayor Parkhurst asked to have Consent C: LETTER OF SUPPORT FOR THE

RESTORATION OF FUNDING AND STAFFING FOR THE INSTITUTE OF MUSEUM AND LIBRARY SERVICES pulled for discussion and to be presented immediately after the Consent calendar, before Public Hearings.

Council Member Kriebs made a motion to approve the agenda as amended.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion to move to approve the agenda as amended was approved by a unanimous voice vote by all Members present.

COUNCIL REPORT OUT FROM CLOSED SESSION
City Attorney Giragosian reported out on the Closed Session held on April 22, 2025 to discuss:

PUBLIC EMPLOYEE APPOINTMENT
Government Code Section 54957
Title: City Manager
City Attorney Giragosian advised that the Council met and no reportable action was taken.

APPROVAL FOR READING RESOLUTIONS AND ORDINANCES
Vote of the City Council to read all ordinances and resolutions by title only and waive the reading in full.

Mayor Parkhurst asked for a motion.

Council Member Goss made a motion to read all ordinances and resolutions by title only and waive the reading in full.

Council Member Kriebs seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

APPROVAL OF MEETING MINUTES
Approval of April 8, 2025, Regular City Council meeting minutes.

Mayor Parkhurst asked for suggestions to amend the minutes and asked City Clerk Aguilar if any edits had been submitted by the City Council.

City Clerk Aguilar advised the Council that she had received an e-mail from Mayor Parkhurst correcting the spelling to Paralymics from Para-Olympics.

Mayor Pro Tem Lowe made a motion to approve the April 8, 2025 City Council meeting minutes as amended.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion to approve the April 8, 2025 City Council meeting minutes, as amended, was approved by a unanimous voice vote by all Members present.

MAYOR AND CITY COUNCIL REPORTS
Reporting of Council Members' activities related to City business.

Council Member Garcia: reported that he attended the Wistaria Festival on April 12 and the April 17 meeting of the San Gabriel Valley Council of Governments.

Council Member Goss: Attended the Planning Commission meeting and attended the Wistaria Festival.

Council Member Kriebs: reported that she attended the Wistaria Festival and was impressed by the display for Earth Day. She also reported having participated in the new City Manager recruitment with Council Member Goss.

Mayor Pro Tem Lowe:

On April 10 attended a meeting with Los Angeles County Sherif Luna and saw a presentation on Proposition 36, new fentanyl laws, and Smash and Grab laws.

On April 12 she attended the Wistaria Festival and car show On April 14 she attended a Special meeting of the Library Board.

Mayor Parkhurst:

Attended the April 12 Wistaria Festival. The Mayor also reported that he attended a meeting of the Los Angeles City Selection Committee
Mayor Parkhurst then opened the meeting for public comment on items not on the agenda.

PUBLIC PARTICIPATION CODE OF CONDUCT
The Council requests that participants refrain from making personal, slanderous, profane, or disruptive remarks. A person who continues to disrupt the orderly conduct of the meeting after being warned by the Mayor or designee to cease the disruption may be precluded from further participation in the meeting. No signs, posters, or other large objects shall be brought into official meeting places if doing so would disrupt, disturb, or otherwise impede the orderly course of the meeting.

PUBLIC COMMENT
The Council will listen to the public on any item on the agenda. In addition, the Council will devote time for public comment on items not on the agenda. Addressing the City Council from the audience is not permitted; all comments addressing the Council must be made from the podium. Only public comment made from the podium will be recognized by the City Council and entered into public record.

Providing Public Comment For Items on the Meeting Agenda Persons wishing to speak on any item on the agenda will be called during the comment period at the time the agenda item is brought forward. Persons wishing to speak on closed session items have a choice of doing so either immediately prior to the closed session or at the time for comments on items at the open session.

Provide Public Comment for Topics not on the Meeting Agenda Time shall be devoted to provide public comments for items not on the agenda. Under the Brown Act, Council is prohibited from taking action on items not on the agenda.

Providing Public Comment

1. Any person wishing to provide public comment is asked to complete a comment card. Each speaker will be limited to up to three continuous minutes, which may not be delegated or deferred.

2. Comments addressed to the Council shall occur during the appropriate time on the agenda and should not be construed as an opportunity for dialogue.

City Clerk Aguilar noted that no e-mails had been received prior to the Council meeting:

Carol Parker, Mariposa – Spoke about contaminated soil in the Eaton Fire burn areas and asked Council to consider holding off on development at the Meadows until the area is deemed safe.

Brandon Stansell, Athens Waste Services – Announced the upcoming compost event on Aprl 26 at Sierra Vista Park.

Seeing no one else come forward, Mayor Parkhurst closed public comment and moved on to Presentations.

PRESENTATIONS

1. PROCLAMATION TO ONE LEGACY IN RECOGNITION OF ORGAN DONOR MONTH Presented to Susan Lesniak, Ambassador for One Legacy

2. ANNUAL PRESENTATION BY YMCA
Presented by YMCA Executive Director Kurt Knop

3. PROCLAMATION IN RECOGNITION OF YMCA FOR EATON FIRE DISASTER RELIEF Presented to YMCA Executive Director Kurt Knop and his staff

4. PRESENTATION BY PUBLIC WORKS ON THE LIBRARY MEANINGFUL IMPROVEMENT

PROJECT
Presented by Senior Management Analyst Carlson, and representatives from Vertex, TSK, and AMG Contractors

ACTION ITEMS
Regardless of staff recommendation on any agenda item, the City Council will consider such matters, including action to approve, conditionally approve, reject, or continue such item.

CONSENT
Presented by City Clerk Aguilar
a) CONSIDERATION OF RESOLUTION 25-24 APPROVING CERTAIN DEMANDS It is recommended that the City Council approve Resolution 25-24 approving payment of City Warrants in the aggregate amount of $559,914.22, Sierra Madre Library Warrants in the aggregate amount of $516,135.34, and Payroll Transfer in the aggregate amount of $568,014.52; for the Fiscal Year ending June 30, 2025. b) CONSIDERATION OF YMCA LEASE RENEWAL AGREEMENT
It is recommended that the City Council approve the lease renewal agreement between the City of Sierra Madre and the YMCA for the use of the Aquatic Center and Recreation Center.
c) LETTER OF SUPPORT FOR THE RESTORATION OF FUNDING AND STAFFING

FOR THE INSTITUTE OF MUSEUM AND LIBRARY SERVICES (IMLS) It is recommended that the City Council approve and sign the proposed letter of support for the restoration of funding and staffing for the Institute of Museum and Library Services (IMLS). It is also recommended that the City Council review and approve the Library Board of Trustee letter, which has already been read, modified, and approved
Consent C was pulled for Discussion by Council action.
d) CONSIDERATION OF RESOLUTIONS 25-26 AND 25-27 PROCLAIMING THE

CONTINUATION OF LOCAL EMERGENCIES CAUSED BY THE EATON FIRE AND CAUSED BY THE 2025 MID-FEBRUARY WINTER STORM
It is recommended that the City Council adopt Resolutions 25-26 proclaiming the continuation of a local emergency caused by the Eaton Fire; and adopt Resolution 25- 27 proclaiming the continuation of a local emergency caused by the 2025 midFebruary winter storm. e) CONSIDERATION OF UPDATED PUBLIC HEALTH SERVICES CONTRACT WITH THE

COUNTY OF LOS ANGELES
It is recommended that the City Council approve the Public Health Services Contract with the County of Los Angeles
Mayor Parkhurst asked the Council if they had any questions on any of the Consent items then opened public comment. Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Council Member Goss made a motion to approve Consent items A, B, D, and E.

Council Member Garcia seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

Formerly Consent Item C was pulled for Discussion by Council action.

LETTER OF SUPPORT FOR THE RESTORATION OF FUNDING AND STAFFING FOR

THE INSTITUTE OF MUSEUM AND LIBRARY SERVICES (IMLS)
It is recommended that the City Council approve and sign the proposed letter of support for the restoration of funding and staffing for the Institute of Museum and Library Services (IMLS). It is also recommended that the City Council review and approve the Library Board of Trustee letter, which has already been read, modified, and approved This report was presented by City Librarian Regan.

Mayor Parkhurst asked the Council if they had any questions then opened public comment.

Diane Sands – asked the Council to approve sending letters of support restoring funding to the Lirbary.

Seeing no one else come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Council Member Goss made a motion to approve sending letters to legislators.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

PUBLIC HEARING

1. CONSIDERATION OF AN ORDINANCE NO. 1482 AMENDING SECTION 5.04.110 (PAYMENT OF FEES) OF CHAPTER 5.04 (BUSINESS LICENSES GENERALLY) OF TITLE 5 (BUSINESS LICENSES AND REGULATIONS)
It is recommended that the City Council conduct a Public Hearing, receive testimony, and consider adopting Ordinance No. 1482 to amend the business license requirements.

This report was presented by Director Lin.

Mayor Parkhurst asked the Council if they had any questions then opened the public hearing for comment. Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Mayor Pro Tem Lowe made a motion to approve the first reading of Ordinance 1482.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

2. TENTATIVE PARCEL MAP 24-01, INCLUDING MAP NO. 84653, FOR THE

SUBDIVISION OF AN EXISTING PARCEL TO CREATE A NEW RESTRICTED OPEN SPACE PARCEL IN PERPETUITY AT 700 NORTH SUNNYSIDE AVENUE It is recommended that the City Council hold a public hearing, consider all pertinent testimony, and adopt City Council Resolution 25-23, approving Tentative Parcel Map application 24-01, Map No. 84653. The subdivision is categorically exempt from CEQA pursuant to sections 15301(h) Class 1, Existing Facilities, and 15317 Class 17, Open Space Contracts or Easements, and 15061(b)(3) of the CEQA Guidelines.

This report was presented by Director Lin then asked for Ex Parte disclosures. Seeing none, Mayor Parkhurst asked the Council if they had any questions then opened the public hearing for comment.

Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Council Member Goss made a motion to adopt City Council Resolution 25-23, approving Tentative Parcel Map application 24-01, Map No. 84653.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

DISCUSSION

1. CONSIDERATION OF RESOLUTION 25-25 AUTHORIZING AN AMENDMENT TO THE

CLASSIFICATION PLAN AND SALARY MATRIX
It is recommended that the City Council adopt Resolution 25-25, which would establish position authority for a new sworn position of Deputy Fire Chief – Community Risk Reduction Officer within the Fire Department.

This report was presented by Assistant City Manager Hernandez and Fire Chief Bartlett.

Mayor Parkhurst asked the Council if they had any questions then opened public comment. Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for further discussion.

Council Member Garcia made a motion to approve Resolution 25-25, establishing a new sworn position of Deputy Fire Chief – Community Risk Reduction Officer within the Sierra Madr Fire Department.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present. 8:16 Mayor Parkhurst asked for a brief break.
8:22 The City Council reconvened their meeting.

2. YOUTH MEMBERS ON BOARDS AND COMMISSIONS
It is recommended that the City Council receive and file this informative report.

This report was presented by Deputy City Manager Aguilar Mayor Parkhurst asked the Council if they had any questions then opened public comment. Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for further discussion.

Direction was provided to staff. No action was taken.

FUTURE ITEMS
Mayor Parkhurst asked if the Council had any suggestions for future agenda items.

Lowe – asked for a report on the impacts of closing the Men’s Central Jail.

Lowe – letters of support for Supervisor Barger regarding Prop 36 Hearing no other requests from Council, Mayor Parkhurst adjourned the meeting at 8:40 pm to the next Regular meeting on May 13, 2025 at this same location.

Minutes taken and typed by: Approved by Council Action:
_____________________ _______________________________
Laura M. Aguilar Robert Parkhurst
City Clerk Mayor

AVAILABILITY OF AGENDA MATERIALS
Materials related to items on this agenda are available for public inspection on the City’s website at www.cityofsierramadre.com.

LIVE BROADCASTS
Regular City Council meetings are broadcast live on Cable Channel 3 and rebroadcast on Wednesday and Saturday at 5:30 p.m.

MEETING ASSISTANCE
If you require special assistance to participate in this meeting, please call the City Clerk’s office at (626) 355-7135 at least 48 hours prior to the meeting.

ADJOURNMENT
The City Council will adjourn to a meeting to take place on May 13, 2025. `
AGENDA

REGULAR MEETING

CALL TO ORDER/ROLL CALL MEMBERS OF THE CITY COUNCIL
Mayor Parkhurst called the meeting to order at 5:35 p.m. City Clerk Aguilar called the roll.

Present: Mayor Robert Parkhurst, Mayor Pro Tem Kristine Lowe, Council Member Edward Garcia, Council Member Gene Goss, and Council Member Kelly Kriebs

Absent: None.

PLEDGE OF ALLEGIANCE AND INSPIRATION
Council Member Goss led the audience in the Pledge of Allegiance, then read a poem written by Edgar Albert Guest.

APPROVAL OF MEETING AGENDA
Vote of the City Council to proceed with City business.

Mayor Parkhurst asked to have Consent C: LETTER OF SUPPORT FOR THE

RESTORATION OF FUNDING AND STAFFING FOR THE INSTITUTE OF MUSEUM AND LIBRARY SERVICES pulled for discussion and to be presented immediately after the Consent calendar, before Public Hearings.

Council Member Kriebs made a motion to approve the agenda as amended.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion to move to approve the agenda as amended was approved by a unanimous voice vote by all Members present.

COUNCIL REPORT OUT FROM CLOSED SESSION
City Attorney Giragosian reported out on the Closed Session held on April 22, 2025 to discuss:

PUBLIC EMPLOYEE APPOINTMENT
Government Code Section 54957
Title: City Manager
City Attorney Giragosian advised that the Council met and no reportable action was taken.

APPROVAL FOR READING RESOLUTIONS AND ORDINANCES
Vote of the City Council to read all ordinances and resolutions by title only and waive the reading in full.

Mayor Parkhurst asked for a motion.

Council Member Goss made a motion to read all ordinances and resolutions by title only and waive the reading in full.

Council Member Kriebs seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

APPROVAL OF MEETING MINUTES
Approval of April 8, 2025, Regular City Council meeting minutes.

Mayor Parkhurst asked for suggestions to amend the minutes and asked City Clerk Aguilar if any edits had been submitted by the City Council.

City Clerk Aguilar advised the Council that she had received an e-mail from Mayor Parkhurst correcting the spelling to Paralymics from Para-Olympics.

Mayor Pro Tem Lowe made a motion to approve the April 8, 2025 City Council meeting minutes as amended.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion to approve the April 8, 2025 City Council meeting minutes, as amended, was approved by a unanimous voice vote by all Members present.

MAYOR AND CITY COUNCIL REPORTS
Reporting of Council Members' activities related to City business.

Council Member Garcia: reported that he attended the Wistaria Festival on April 12 and the April 17 meeting of the San Gabriel Valley Council of Governments.

Council Member Goss: Attended the Planning Commission meeting and attended the Wistaria Festival.

Mayor Pro Tem Lowe:

On April 10 attended a meeting with Los Angeles County Sherif Luna and saw a presentation on Proposition 36, new fentanyl laws, and Smash and Grab laws.

On April 12 she attended the Wistaria Festival and car show On April 14 she attended a Special meeting of the Library Board.

Mayor Parkhurst:

Providing Public Comment

1. Any person wishing to provide public comment is asked to complete a comment card. Each speaker will be limited to up to three continuous minutes, which may not be delegated or deferred.

2. Comments addressed to the Council shall occur during the appropriate time on the agenda and should not be construed as an opportunity for dialogue.

City Clerk Aguilar noted that no e-mails had been received prior to the Council meeting:

Carol Parker, Mariposa – Spoke about contaminated soil in the Eaton Fire burn areas and asked Council to consider holding off on development at the Meadows until the area is deemed safe.

Brandon Stansell, Athens Waste Services – Announced the upcoming compost event on Aprl 26 at Sierra Vista Park.

Seeing no one else come forward, Mayor Parkhurst closed public comment and moved on to Presentations.

PRESENTATIONS

1. PROCLAMATION TO ONE LEGACY IN RECOGNITION OF ORGAN DONOR MONTH Presented to Susan Lesniak, Ambassador for One Legacy

2. ANNUAL PRESENTATION BY YMCA
Presented by YMCA Executive Director Kurt Knop

3. PROCLAMATION IN RECOGNITION OF YMCA FOR EATON FIRE DISASTER RELIEF Presented to YMCA Executive Director Kurt Knop and his staff

4. PRESENTATION BY PUBLIC WORKS ON THE LIBRARY MEANINGFUL IMPROVEMENT

PROJECT
Presented by Senior Management Analyst Carlson, and representatives from Vertex, TSK, and AMG Contractors

ACTION ITEMS
Regardless of staff recommendation on any agenda item, the City Council will consider such matters, including action to approve, conditionally approve, reject, or continue such item.

Council Member Goss made a motion to approve Consent items A, B, D, and E.

Council Member Garcia seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

Formerly Consent Item C was pulled for Discussion by Council action.

LETTER OF SUPPORT FOR THE RESTORATION OF FUNDING AND STAFFING FOR

Mayor Parkhurst asked the Council if they had any questions then opened public comment.

Diane Sands – asked the Council to approve sending letters of support restoring funding to the Lirbary.

Seeing no one else come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Council Member Goss made a motion to approve sending letters to legislators.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

PUBLIC HEARING

This report was presented by Director Lin.

Mayor Pro Tem Lowe made a motion to approve the first reading of Ordinance 1482.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

2. TENTATIVE PARCEL MAP 24-01, INCLUDING MAP NO. 84653, FOR THE

This report was presented by Director Lin then asked for Ex Parte disclosures. Seeing none, Mayor Parkhurst asked the Council if they had any questions then opened the public hearing for comment.

Seeing no one come forward, the Mayor closed public comment and brought the matter back to Council for a discussion or a motion.

Council Member Goss made a motion to adopt City Council Resolution 25-23, approving Tentative Parcel Map application 24-01, Map No. 84653.

Mayor Pro Tem Lowe seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present.

DISCUSSION

1. CONSIDERATION OF RESOLUTION 25-25 AUTHORIZING AN AMENDMENT TO THE

This report was presented by Assistant City Manager Hernandez and Fire Chief Bartlett.

Council Member Garcia made a motion to approve Resolution 25-25, establishing a new sworn position of Deputy Fire Chief – Community Risk Reduction Officer within the Sierra Madr Fire Department.

Council Member Goss seconded the motion.

Mayor Parkhurst called for a vote of the Council:

Ayes: Mayor Parkhurst, Mayor Pro Tem Lowe, Council Members Garcia, Goss, and Kriebs Noes: None.

Absent: None.

Abstain: None.

The motion was approved by a unanimous voice vote by all Members present. 8:16 Mayor Parkhurst asked for a brief break.
8:22 The City Council reconvened their meeting.

2. YOUTH MEMBERS ON BOARDS AND COMMISSIONS
It is recommended that the City Council receive and file this informative report.

Direction was provided to staff. No action was taken.

FUTURE ITEMS
Mayor Parkhurst asked if the Council had any suggestions for future agenda items.

Lowe – asked for a report on the impacts of closing the Men’s Central Jail.

Minutes taken and typed by: Approved by Council Action:
_____________________ _______________________________
Laura M. Aguilar Robert Parkhurst
City Clerk Mayor

AVAILABILITY OF AGENDA MATERIALS
Materials related to items on this agenda are available for public inspection on the City’s website at www.cityofsierramadre.com.

LIVE BROADCASTS
Regular City Council meetings are broadcast live on Cable Channel 3 and rebroadcast on Wednesday and Saturday at 5:30 p.m.

MEETING ASSISTANCE
If you require special assistance to participate in this meeting, please call the City Clerk’s office at (626) 355-7135 at least 48 hours prior to the meeting.

ADJOURNMENT
The City Council will adjourn to a meeting to take place on May 13, 2025.

City of Sierra Madre
Agenda Report
TO: Mayor and City Council
FROM: Anthony Rainey, Finance Director
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: APPROVAL OF WARRANTS FOR PAYMENT

STAFF RECOMMENDATION
It is recommended that the City Council approve payment of the following:
• Outstanding Obligated City Warrants: $320,962.25
• Outstanding Obligated Sierra Madre Library Warrants: $3,547.37 • Payroll Transfer: $540,305.48

ALTERNATIVES

1. Approve the requested ratifications.

2. Direct staff to return with additional information.

SUMMARY
To ratify means to formally approve or confirm a decision or action, making it officially valid. In this context, it ensures that the City Council affirms the payment of public funds after a thorough review process. The City Council is requested to ratify warrants and approve checks issued for payment, as certified by the Director of Finance. These payments have been reviewed for compliance with the City’s approved budget, financial policies, and authorized spending limits.

Ratification by the City Council formally authorizes the disbursement of public funds, ensuring transparency, accountability, and adherence to sound fiscal management practices.

Attachment 1A – Warrant Register Post Date 5/13/25 - provides an aggregated breakdown of the warrants, including descriptions (e.g. categories of payments), amounts, and corresponding fiscal year allocations. Note that the last page It serves as a reference document to support the warrant approvals requested in this report, ensuring transparency and accountability in financial transactions. The attachment includes details on general warrants, utility bills, library warrants, and payroll transfers.

Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Sue Spears, City Treasurer

Page 2 of 4 ends

Following Attachment 1A, the Check Approval Register provides a comprehensive record of financial disbursements by the City of Sierra Madre, detailing payment transactions, vendor information, and check dates to ensure transparency and accountability. Additionally, the Payroll Summary Register outlines payroll disbursements, including total earnings, employer expenses, and overall payroll costs for each pay period. The total payroll expenditure for the most recent pay period (PR #9) for Date 4/24/25:

Total Earnings (Salaries) @ $386,704.07 plus Employer Benefits1 @$153,601.41 = Total @ $540,305.48, This aligns with the payroll transfer amount listed in Attachment 1A. These records collectively support the accuracy and legitimacy of the financial transactions presented for approval.

ANALYSIS
State and City Requirements: The approval of warrants for payment by the City Council is a procedural requirement established under the California Government Code (§ 37208) and the Sierra Madre Municipal Code (§ 3.04.010). The City utilizes resolutions to approve warrants in accordance with Chapter 3.04 - Administration of Fiscal Matters under Title 3 - Finance of the Sierra Madre Municipal Code. These provisions outline the procedures and regulations governing the issuance and management of payment warrants, ensuring transparency, accountability, and compliance in financial transactions involving public funds.

Warrant: A "warrant" is a written authorization directing the payment of money to vendors, contractors, or service providers for goods or services rendered to City departments. These measures ensure that public funds are used appropriately and in alignment with City policies and legal requirements.

Purpose of the Process: The primary purpose of this process is to confirm that all payments align with the City’s budgetary allocations, procurement policies, and service agreements.

Approval by the City Council serves as a critical management control, ensuring that expenditures are lawful, necessary, and consistent with City priorities. Department Heads review and verify invoices, while City staff maintain robust internal controls through proper documentation, authorization workflows, and reconciliation procedures.

Warrant for Payment Report: This attached report, commonly referred to as the Check Approval Register, provides a detailed account of payees, payment amounts, and purposes.

This tool allows the City Council and staff to actively monitor expenditures, ensuring financial oversight, fostering public trust, and reinforcing fiscal responsibility. Failure to adhere to these practices could expose the City to financial risks, compliance issues, and diminished public confidence.

Check Approval Register Overview: The Check Approval Register is generated using the City's Enterprise Resource Planning (ERP) system, Tyler Technologies Pro 10. This report offers a comprehensive overview of financial disbursements, including payee names, payment amounts, dates, and purposes. By providing a clear and detailed record of financial transactions, the register promotes transparency and ensures public funds are utilized effectively. This level of detail allows City Council members and residents to track municipal expenditures and reinforces accountability in financial management. The following are key fields from the Check Approval Register and their definitions:

Page 3 of 4 ends

1. Packet: Refers to a batch of payment transactions processed together, often linked to a specific date or approval cycle.

2. Vendor Set: Identifies the category or group of vendors (e.g., utilities, general, or project-specific).

3. Vendor Number: A unique identifier assigned to each vendor for tracking and referencing purposes.

4. Vendor Name: The name of the individual or organization receiving the payment.

5. Bank Code: A code representing the bank account from which the payment is drawn.

6. Payment Type: Specifies the method of payment, such as check, electronic funds transfer (EFT), or wire transfer.

7. Invoice #: The unique number associated with the vendor's invoice, serving as a reference for the payment.

8. Invoice Description: A brief summary of the goods or services rendered, as described on the invoice.

9. Account Number: The City’s general ledger account charged for the payment, structured as follows:
a. Fund Code: (e.g., 10000) Identifies the fund, such as the General Fund. b. Department Code: (e.g., 81200) Indicates the responsible department, such as Public Works.
c. Object Code: (e.g., 52200) Specifies the type of expenditure, such as contractual services.

10. Distribution Amount: The amount allocated to a specific account, showing how the payment is distributed across budget line items.

These fields ensure accuracy, transparency, and accountability in financial reporting and expenditure tracking, aligning with the City’s commitment to sound fiscal management practices. This process not only fulfills legal and procedural requirements but also underscores the City's dedication to effective governance and responsible stewardship of public funds.

CONSISTENCY WITH GENERAL PLAN
Not applicable.

FINANCIAL REVIEW/SOURCE OF FUNDING
The payments presented for ratification have been made in accordance with the City’s approved budget for the fiscal year. All expenditures are charged to their respective funds and accounts as outlined in the City’s financial plan. The warrants, library payments, and payroll transfers were funded from the General Fund, Special Revenue Funds, and other designated

Page 4 of 4 ends

funding sources, ensuring compliance with budgetary allocations and authorized spending limits. No unbudgeted or unauthorized expenses are included in this report.

ENVIRONMENTAL (CEQA)
Not applicable.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

Attachments
Resolution 25-28
1 These typically include: Payroll Taxes – Employer-paid portions of Social Security, Medicare (FICA), and state/federal unemployment taxes (FUTA/SUTA). Retirement Contributions – Employer contributions to pension plans or retirement accounts, such as CalPERS (California Public Employees' Retirement System). Health and Benefits Costs – Employer-provided health insurance, dental, vision, life insurance, or other employee benefits. Workers’ Compensation Insurance – Employer-paid premiums for workers' compensation coverage. Other Employer Liabilities – Any additional costs required by employment agreements, union contracts, or city policies.

RESOLUTION NUMBER 25-28

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SIERRA MADRE

APPROVING CERTAIN DEMANDS
WHEREAS, Government Code sections 37208-37209 authorize the City Council to ratify and approve warrants or checks drawn in payment of demands certified or approved by the Director of Finance as conforming to the budget; and, WHEREAS, the following demands have been reviewed and approved by the Finance Director; and,
WHEREAS, the Finance Director has verified that appropriated funds are available for payment thereof; and,
WHEREAS, the register of audited demands has been submitted to the City Council for approval; and
WHEREAS, City Warrants are the payment of bills, invoices and contractual obligations incurred by the City of Sierra Madre during the period enumerated therein, based on the approved fiscal year budget and existing budgetary authority, Municipal Code authority, or prior policy direction by the City Council; and WHEREAS, Payroll Transfer is the transfer of funds to cover the payroll costs for all City employees for the period enumerated therein.

NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Sierra Madre does hereby approve payment of City Warrants in the aggregate amount of $320,962.25; Sierra Madre Library Warrants in the aggregate amount of $3,547.37; and Payroll Transfer in the aggregate amount of $540,305.48 for the fiscal year ending June 30, 2025
APPROVED AND ADOPTED this 13th day of May 2025.
_____________________________________
Mayor, City of Sierra Madre, California
I hereby certify that the foregoing Resolution Number 25-28 was adopted by the City Council of the City of Sierra Madre at a regular meeting held on the13th day of May 2025.

AYES:

NOES:

ABSTAIN:

ABSENT:
_____________________________________
City Clerk, City of Sierra Madre, California
City of Sierra Madre
Department of Finance
Warrant Register Recap
City Council Meeting of May 13, 2025

CITY OF SIERRA MADRE AND SIERRA MADRE LIBRARY
City of Sierra Madre Warrants …..……….………….…….……..……….……..$320,962.25 Sierra Madre Library Warrants……...…..……..…………...…………….………...$3,547.37 Payroll Transfer……..…..............………..……………………………………….$540,305.48

City of Sierra Madre
Agenda Report
TO: Honorable Mayor and Members of the City Council
FROM: Sue Spears, City Treasurer
Selena Yang, Senior Accountant
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF TREASURER’S REPORT – QUARTER
ENDED March 31, 2025

STAFF RECOMMENDATION
It is recommended that the City Council receive and file the Treasurer’s Report for the cash and investment portfolio for quarter ended March 31, 2025.

SUMMARY
Attached is the 3
rd quarter of the Treasurer’s Report for the 2024-25 fiscal year.

ANALYSIS
The fiscal officer is presenting to the City Council a quarterly treasurer’s report along with a statement that the City has sufficient investment liquidity and revenues to be able to meet the City’s expenditure requirements for the next three months. In addition, the statement verifies that the investments are in compliance with the City’s Statement of Investment Policy.

Cash held in demand deposit accounts are kept at a level to ensure that all city outstanding warrants are covered, to maximize interest income and to minimize bank fees. Idle cash is invested in LAIF and other investments in compliance with the City’s Investment Policy.

FINANCIAL REVIEW/SOURCE OF FUNDING
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Sue Spears, City Treasurer
Treasurer’s Report – Quarter ended March 31, 2025
May 13, 2025

Page 2 of 2 ends

No fiscal impact from this action.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

ATTACHMENTS
Treasurer’s Report for January – March 2025

City of Sierra Madre
Treasurer's Report
Cash Balances by Fund
For the Quarter Ended March 31,2025
Fund Balance Balance
No. Fund 1/1/2025 Receipts Disbursements 3/31/2025
10000 General 13,394,979.39 5,133,781.14 4,477,790.34 14,050,970.19 26002 Misc Grants 305,442.77 3,070.60 1,177.48 307,335.89 28009 2025 Eaton Fire - 318,153.15 531,732.65 (213,579.50) 29007 Targeted State Grants-Library 8,479,015.11 1,289,676.05 3,337,447.41 6,431,243.75 32XXX Assessment Districts 1,299,551.59 40,497.28 28,001.50 1,312,047.37 34002 Development Impact Fees 1,074,287.27 10,207.34 - 1,084,494.61 34003 Art In Public Places 27,459.78 260.91 - 27,720.69 35001 DUI Enforcement Grant 1,269.15 12.06 - 1,281.21
35003 Police Donations 52,125.28 972.46 2,941.76 50,155.98 35004 PSAF 160,500.63 45,533.67 31,682.24 174,352.06
35005 State COPS Grant 127,047.93 18,864.86 17,657.54 128,255.25 35008 Officer Wellness and Mental Health 15,976.84 151.80 - 16,128.64 36002 Fire Department Donations 21,892.74 9,883.83 - 31,776.57 37001 Community Arts Commission 6,257.26 59.45 - 6,316.71 37003 Recreation Donations 11,595.10 110.17 - 11,705.27 37004 Prop A 944,978.72 80,809.03 123.84 1,025,663.91
37005 Open Space Fund 225,396.46 10,440.85 - 235,837.31 37006 Senior Center 218,757.94 15,660.48 3,175.03 231,243.39 37007 SM Community Foundation 56,130.60 533.32 - 56,663.92 37008 Youth Activity Center 67,799.21 644.19 - 68,443.40 37009 Prop C 136,115.87 60,598.72 - 196,714.59
38001 CA Beverage Container 13,309.87 115.38 5,000.00 8,425.25 38002 CDBG (7,016.50) - 1,980.50 (8,997.00)
38003 AQMD 34,043.50 3,784.79 - 37,828.29
38004 Environmental Fund 276,331.56 45,294.76 5,760.00 315,866.32 38005 Gas Tax 269,757.04 77,671.24 56,957.73 290,470.55 38007 Measure R 105,518.86 45,456.39 - 150,975.25
38012 Measure M 383,030.65 53,987.95 - 437,018.60
38013 RMRA 329,964.68 79,330.81 - 409,295.49
38015 Measure W 60,805.13 577.74 - 61,382.87
38018 Cal Energy commission Grant 16,795.00 - 16,795.00 - 39002 Library Gift & Memorial 216,116.08 2,496.17 - 218,612.25 39006 Friends of the Library (7,311.22) 7,469.99 3,846.62 (3,687.85) 39009 Robert Day Trust 754,713.85 7,170.91 - 761,884.76 39010 American Rescue Plan Act 492,855.84 4,855.67 894.49 496,817.02 40000 Capital Projects Fund 439,449.20 4,014.23 24,385.61 419,077.82 47000 Low & Mod Housing 354,886.12 3,371.95 - 358,258.07 50001 Debt Service 13,337.63 - - 13,337.63
60000 Internal Svcs - Fleet 830,416.51 20,484.49 77,494.63 773,406.37 60001 Internal Svcs - Facilities 1,025,586.71 9,793.01 137,576.71 897,803.01 60002 Internal Svcs - Admin 964,867.83 8,213.82 260,180.59 712,901.06 60003 Internal Svcs - Technology 839,074.25 12,988.67 306,311.10 545,751.82 60007 IS-Personnel & Risk Mgmt 730,730.59 1,942,611.57 1,653,948.78 1,019,393.38 60008 General Plan Update 148,197.94 1,408.10 - 149,606.04 71000 Water 11,244,060.69 1,640,499.90 754,609.64 12,129,950.95 72000 Sewer 2,589,551.62 295,775.84 170,555.23 2,714,772.23 76000 Special Services Strike team 81,874.30 - - 81,874.30 TOTALS 11,307,294.74 48,827,527.37 11,908,026.42 48,226,795.69 General Ledger Beginning Balance $ 1,648,196.30
+Deposits 4,257,596.86
‐Withdrawals/Debits/Checks (2,434,812.11)
General Ledger Ending Balance: 3,470,981.05 $
Bank Statement Ending Balance: $ 4,394,164.20
+Deposits in Transit 67,581.40
‐Outstanding Checks/Withdrawals (990,764.55)
General Ledger Ending Balance: 3,470,981.05 $
‐
City of Sierra Madre
Bank Reconciliation
General Account‐ BMO
Period Ending 3/31/25
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State of California
Pooled Money Investment Account
Market Valuation as of 03/31/2025
Fiscal Year 24‐25
Cost 38,911,305.21
FMV Factor 1.000849191
FMV 38,944,348.34
FMV Appr 33,043.13
99999‐00000‐12001‐LAIF 38,911,305.21
10000‐00000‐12006‐Allow for FMV LAIF 33,043.13
TOTAL 38,944,348.34
CHECK ‐
Local Agency Investment Fund
P.O. Box 942809
Sacramento, CA 94209-0001
(916) 653-3001
April 24, 2025
LAIF Home
PMIA Average
Monthly Yields

CITY OF SIERRA MADRE

FINANCE DIRECTOR
232 W. SIERRA MADRE BLVD
SIERRA MADRE, CA 91024
Account Number: 98-19-870
January 2025 Statement
Tran Type Definitions
Effective
Date
Transaction
Date
Tran
Type
Confirm
Number
Web
Confirm
Number Authorized Caller Amount
1/13/2025 1/9/2025 RW 1765239 1725785 SELENA YANG -1,200,000.00 1/15/2025 1/14/2025 QRD 1767289 N/A SYSTEM 425,935.21
1/22/2025 1/21/2025 RD 1767897 1728439 SELENA YANG 1,500,000.00 Account
Summary
Total Deposit: 1,925,935.21 Beginning Balance: 40,185,370.00 Total Withdrawal: -1,200,000.00 Ending Balance: 40,911,305.21 Local Agency Investment Fund
P.O. Box 942809
Sacramento, CA 94209-0001
(916) 653-3001
April 24, 2025
LAIF Home
PMIA Average
Monthly Yields

CITY OF SIERRA MADRE

FINANCE DIRECTOR
232 W. SIERRA MADRE BLVD
SIERRA MADRE, CA 91024
Account Number: 98-19-870
February 2025 Statement
Tran Type Definitions
Account
Summary
Total Deposit: 0.00 Beginning Balance: 40,911,305.21
Total Withdrawal: 0.00 Ending Balance: 40,911,305.21
Local Agency Investment Fund
P.O. Box 942809
Sacramento, CA 94209-0001
(916) 653-3001
April 24, 2025
LAIF Home
PMIA Average
Monthly Yields

CITY OF SIERRA MADRE

FINANCE DIRECTOR
232 W. SIERRA MADRE BLVD
SIERRA MADRE, CA 91024
Account Number: 98-19-870
March 2025 Statement
Tran Type Definitions
Effective
Date
Transaction
Date
Tran
Type
Confirm
Number
Web
Confirm
Number Authorized Caller Amount
3/11/2025 3/11/2025 RW 1769441 1730001 SELENA YANG -2,000,000.00 Account
Summary
Total Deposit: 0.00 Beginning Balance: 40,911,305.21
Total Withdrawal: -2,000,000.00 Ending Balance: 38,911,305.21 Securities Safekeeping
As of close of business March 31, 2025
Statement of Securities Held
Account 1053048172 CITY OF SIERRA MADRE
Account 1053048172 CITY OF SIERRA MADRE
Holdings - Available Positions
Asset Type US Treasury Bills
CUSIP / ISIN Par Value ($/unit) Market Value ($) Current Face Value Security Description Holding Location 912797LN5 UNITED STATES OF AMERICA TREASURY BILLS M
06/12/25 D 06/13/24
1,090,804.00 1,100,000.00 FRB
912797MH7 UNITED STATES OF AMERICA TREASURY BILLS M
09/04/25 D 09/05/24
491,160.00 500,000.00 FRB
912797MS3 UNITED STATES OF AMERICA TREASURY BILLS M
10/02/25 D 10/03/24
489,620.00 500,000.00 FRB
912797NL7 UNITED STATES OF AMERICA TREASURY BILLS M
11/28/25 D 11/29/24
355,517.30 365,000.00 FRB
2,427,101.30 2,465,000.00 US Treasury Bills Totals
Asset Type US Treasury Bonds
CUSIP / ISIN Par Value ($/unit) Market Value ($) Current Face Value Security Description Holding Location 912828ZT0 UNITED STATES OF AMERICA US TREASURY
BONDS M 05/31/25 0.250% D 05/31/20
993,380.00 1,000,000.00 FRB
91282CCJ8 UNITED STATES OF AMERICA US TREASURY
BONDS M 06/30/26 0.875% D 06/30/21
1,058,706.00 1,100,000.00 FRB
91282CJL6 UNITED STATES OF AMERICA US TREASURY
BONDS M 11/30/25 4.875% D 11/30/23
452,061.00 450,000.00 FRB
91282CLH2 UNITED STATES OF AMERICA US TREASURY
BONDS M 08/31/26 4.000% D 08/31/24
498,590.00 500,000.00 FRB
91282CLP4 UNITED STATES OF AMERICA US TREASURY
BONDS M 09/30/26 3.500% D 09/30/24
496,815.00 500,000.00 FRB
* BMO Bank is not responsible for validating market value. Market value for MBS/ABS/CMOs reflects previous factor if current factor is unavailable.

Page 2 of 3 ends

Securities Safekeeping
As of close of business March 31, 2025
Statement of Securities Held
Account 1053048172 CITY OF SIERRA MADRE
Account 1053048172 CITY OF SIERRA MADRE ...continued
3,499,552.00 3,550,000.00 US Treasury Bonds Totals
5,926,653.30 6,015,000.00 Holdings - Available Positions Totals End of account details

END OF ADVICE
* BMO Bank is not responsible for validating market value. Market value for MBS/ABS/CMOs reflects previous factor if current factor is unavailable.

Page 3 of 3 ends

279687.v2
373079.1
TO: Honorable Mayor and Members of the City Council
FROM: Arnulfo Yanez, Director of Public Works
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION TO DECLARE CITY-OWNED VEHICLES AND

EQUIPMENT AS SURPLUS

STAFF RECOMMENDATION
It is recommended that the City Council declare the vehicles and equipment in Attachment A as surplus.

ALTERNATIVES

1. The City Council may declare the City-owned vehicles and equipment listed in Attachment A to be surplus.

2. The City Council may choose not to declare the City-owned vehicles and equipment to be surplus.

The City Council can provide further direction to staff on this item.

EXECUTIVE SUMMARY
City policy requires the City Council to declare unused property surplus before it is disposed of.

Staff recommends the City Council declare the vehicles and equipment listed in this report to be surplus and approve the disposal of the items as described herein.

ANALYSIS
The City has accumulated several vehicles and equipment which are no longer being used.

City staff has prepared a list of out-of-service vehicles and equipment to designate as surplus.

There are nine vehicles, including three Police vehicles and four Public Works vehicles, and two transit buses that have been identified as surplus (Attachment A), and staff is requesting authorization to dispose of these identified assets.

City of Sierra Madre

AGENDA REPORT
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Sue Spears, City Treasurer
279687.v2
373079.1
The vehicles to be designated as surplus has reached the end of their useful life due to high mileage, hours, age, and frequent repairs and maintenance costs. The estimated cost to repair the vehicles listed in Attachment A exceeds the value of the vehicles. The vehicles will be sold for the best value per the requirements of SMMC §3.08.100(C).

ENVIRONMENTAL(CEQA)
There is no environmental impact to this action.

STRATEGIC PLAN CORRELATION
The surplus of out-of-service vehicles aligns with Goal 1 of Organizational Sustainability, and Objective OS 5 to Ensure Financial Stability and Sustainability of the City’s Strategic Plan.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

FISCAL IMPACT
The proceeds from the sale of City vehicles and equipment are recorded as revenue in the Fleet Internal Services Fund. Due to the age, condition, and lack of use of the vehicles being recommended for surplus, it is not possible to estimate the amount of revenue that will be realized.

PUBLIC NOTICE
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

ATTACHMENTS:

Attachment A: 2025 Surplus Vehicle List
ATTACHMENT A – 2025 VEHICLE SURPLUS LIST
Police Department Vehicles:

1. Unit 2055, 2008 Dodge Charger, 90,000 miles

2. Unit 2092, 2015 Ford Explorer, 150,000 miles

3. Unit 2095, 2017 Ford Explorer, 145,000 miles
Public Works Vehicles:

1. Unit 5108, 1997 GMC Sonoma 128,000 miles

2. Unit 5112, 1990 GMC boom truck, 30,000 miles (Diesel)

3. Unit 5105, 2017 Ford Transit van, 120,000 miles

4. Unit 5110, 2009 Ford F-250, 80,000 miles
Transit Buses:

1. Unit 3388, 2008 Ford E-450 van, 115,000 miles

2. Unit 3389, 2008 Ford E-450 van, 120,000 miles
397400.1
TO: Honorable Mayor Parkhurst and Members of the City Council FROM: Aleks Giragosian, City Attorney
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF RESOLUTIONS 25-26 AND
25-27 PROCLAIMING TERMINATION OF LOCAL

EMERGENCIES CAUSED BY THE EATON FIRE
AND CAUSED BY THE 2025 MID-FEBRUARY

WINTER STORM

STAFF RECOMMENDATION
It is recommended that the City Council consider the adoption of Resolution No. 25-26 proclaiming the termination of a local emergency caused by the Eaton Fire and the adoption of Resolution No. 25-27 proclaiming the termination of a local emergency caused by the 2025 Mid-February Winter Storm.

ALTERNATIVES
1) Adopt the Resolutions as amended by the City Council; 2) Do not adopt the Resolutions;
3) Continue the item and provide further direction to staff.

SUMMARY
The City of Sierra Madre has been in a state of local emergency since January 9, 2025, due to the Eaton Fire and subsequent 2025 Mid-February Winter Storm. Staff has determined that the conditions necessitating a local emergency no longer exist, and formal City Council action is requested to terminate the state of local emergency.

ANALYSIS
The Eaton Fire began on January 7, 2025, in Eaton Canyon and soon spread to Sierra Madre, Pasadena, and Altadena. The fire burned 14,000 acres, destroyed more than City of Sierra Madre

AGENDA REPORT
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Susan Spears, City Treasurer
397400.1
9,000 structures, and killed 17 people. In Sierra Madre, approximately 750 acres burned, 35 structures were destroyed or damaged, but no people were killed. On January 9, 2025, the City Council proclaimed a local emergency caused by the Eaton Fire. On February 25, 2025, the City Council continued the local emergency caused by the Eaton fire, extending it through April 26, 2025.

The Eaton Fire consumed much of the vegetation within the unimproved open space abutting the City. The denuding of the hillside during the rainy season exposed the City to the potential for significant debris flow in the form of mud, rocks, and other debris flowing downhill toward residential neighborhoods. On February 13, 2025, Sierra Madre experienced a significant debris flow caused by a winter storm, enveloping City streets and damaging vehicles and structures. The California Governor’s Office of Emergency Services directed the City to adopt a separate local emergency proclamation for the 2025 mid-February Winter Storm and to separately track those costs associated with mitigating its impact. On February 25, 2025, the City Council proclaimed a new local emergency caused by the 2025 Mid-February Winter Storm.

Government Code section 8630, subdivision (c), states, “The governing body shall review the need for continuing the local emergency at least once every 60 days until the governing body terminates the local emergency.”
On April 22, 2025, the City Council adopted Resolution No. 25-26 and Resolution No. 25-27, proclaiming continuations of both the local emergency caused by the Eaton fire and of the local emergency caused by the 2025 mid-February winter storm, through June 25, 2025.

Government Code section 8630, subdivision (d), states, “The governing body shall proclaim the termination of the local emergency at the earliest possible date that conditions warrant.”
The rainy season in Sierra Madre, based on average total monthly precipitation and probability of precipitation, typically occurs between December to April with averages dropping in May and the following months. Therefore, the potential for significant debris flow in the form of mud, rocks, and other debris flowing downhill toward residential neighborhoods is significantly reduced and today’s conditions no longer warrant and necessitate a state of local emergency.
397400.1
The City Council may adopt Resolution No. 25-26 to proclaim a termination of the local emergency caused by the Eaton fire, effective immediately.

The City Council may adopt Resolution No. 25-27 to proclaim a termination of the local emergency caused by the 2025 mid-February winter storm, effective immediately.

ENVIRONMENTAL (CEQA)
This Resolution is not a “Project” for purposes of the California Environmental Quality Act because under under 14 CCR 15378(b)(4), a “Project does not include …Organizational or administrative activities of governments that will not result in direct or indirect physical changes to the environment.”

STRATEGIC PLAN CORRELATION
These resolutions do not correlate with a strategy or goal of the strategic plan 397400.1

FISCAL IMPACT
There is no financial impact associated with adopting these resolutions. Assistant City Manager Hernandez confirmed with our Area D Coordinator that these termination resolutions will not impact the City’s ability to recover federal funds.

PUBLIC NOTICE
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

ATTACHMENTS:

Attachment A: Resolution No. 25-26
Attachment B: Resolution No. 25-27
397439.1
RESOLUTION NO. 25-26

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

SIERRA MADRE, CALIFORNIA, PROCLAIMING THE

TERMINATION OF A LOCAL EMERGENCY CAUSED BY

THE EATON FIRE

RECITALS
WHEREAS, the Eaton Fire began on January 7, 2025, in Altadena, California, and spread to Sierra Madre and Pasadena;
WHEREAS, the Eaton Fire burned 14,000 acres, destroyed more than 9,000 structures, and killed 17 people;
WHEREAS, on January 9, 2025, the City Council proclaimed a local emergency caused by the Eaton Fire;
WHEREAS, on February 25, 2025, the City Council continued the local emergency caused by the Eaton Fire;
WHEREAS, on April 22, 2025, the City Council continued the local emergency caused by the Eaton Fire;
WHEREAS, Government Code section 8630, subdivision (c), states, “The governing body shall review the need for continuing the local emergency at least once every 60 days until the governing body terminates the local emergency”; WHEREAS, Government Code section 8630, subdivision (d), states, “The governing body shall proclaim the termination of the local emergency at the earliest possible date that conditions warrant”; and
WHEREAS, the City Council finds that conditions no longer warrant or necessitate the local emergency declared in response to the Eaton Fire.

THEREFORE, THE CITY COUNCIL OF THE CITY OF SIERRA MADRE, CALIFORNIA, DOES RESOLVE AS FOLLOWS:

SECTION 1. Termination of Emergency Declaration. Pursuant to Government Code section 8630, subdivision (d), the City Council proclaims the termination of the local emergency declared in response to the Eaton Fire, which was first proclaimed on January 9, 2025, and continued on February 25, 2025, and April 22, 2025.

SECTION 2. CEQA. This Resolution is not a “Project” for purposes of the California Environmental Quality Act because under 14 CCR 15378(b)(4), a “Project does not 397439.1
include …Organizational or administrative activities of governments that will not result in direct or indirect physical changes to the environment.” SECTION 3. Certification. Pursuant to Government Code Section 36932, the City Clerk shall certify the passage, approval, and adoption of this Resolution by the City Council.

SECTION 4. Effective Date. This Resolution shall take effect immediately upon adoption.
397439.1
PASSED, APPROVED, AND ADOPTED this 13th day of May, 2025. __________________________
Robert Parkhurst, Mayor
I HEREBY CERTIFY the foregoing Resolution was duly passed, approved, and adopted by the City Council of the City of Sierra Madre, California, at a meeting held on the 13th of May, 2025, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAINED:
___________________________
Laura Aguilar, City Clerk
397436.1
RESOLUTION NO. 25-27

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SIERRA

MADRE, CALIFORNIA, PROCLAIMING THE TERMINATION OF A

LOCAL EMERGENCY CAUSED BY THE MID-FEBRUARY WINTER
STORM
WHEREAS, Southern California experienced a winter storm on February 12–14, 2025; WHEREAS, the storm resulted in significant debris flow, enveloping City streets and damaging vehicles and structures;
WHEREAS, the debris flow was caused, in part, by the denuding of the hillside as a result of the 2025 Eaton Fire;
WHEREAS, on February 25, 2025, the City Council proclaimed a local emergency caused by the debris flow resulting from the 2025 mid-February winter storm; WHEREAS, on April 22, 2025, the City Council continued the local emergency caused by the 2025 mid-February winter storm;
WHEREAS, Government Code section 8630, subdivision (c), states, “The governing body shall review the need for continuing the local emergency at least once every 60 days until the governing body terminates the local emergency”; WHEREAS, Government Code section 8630, subdivision (d), states, “The governing body shall proclaim the termination of the local emergency at the earliest possible date that conditions warrant”; and
WHEREAS, the City Council finds that conditions no longer warrant or necessitate the local emergency declared in response to the mid-February winter storm.

THEREFORE, THE CITY COUNCIL OF THE CITY OF SIERRA MADRE, CALIFORNIA DOES RESOLVE AS FOLLOWS:

SECTION 1. Termination of Emergency Declaration. Pursuant to Government Code section 8630, subdivision (d), the City Council proclaims the termination of the local emergency declared in response to the 2025 mid-February winter storm, which was first proclaimed on February 25, 2025, and continued on April 22, 2025.

SECTION 2. CEQA. This Resolution is not a “Project” for purposes of the California Environmental Quality Act because under 14 CCR 15378(b)(4), a “Project does not include …Organizational or administrative activities of governments that will not result in direct or indirect physical changes to the environment.” 397436.1
SECTION 3. Certification. Pursuant to Government Code Section 36932, the City Clerk shall certify the passage, approval, and adoption of this Resolution by the City Council.

SECTION 4. Effective Date. This Resolution shall take effect immediately upon adoption.
397436.1
PASSED, APPROVED, AND ADOPTED this 13th day of May, 2025. __________________________
Robert Parkhurst, Mayor
I HEREBY CERTIFY the foregoing Resolution was duly passed, approved, and adopted by the City Council of the City of Sierra Madre, California, at a meeting held on the 13th day of May, 2025, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAINED:
___________________________
Laura Aguilar, City Clerk

City of Sierra Madre
Agenda Report
TO: Honorable Mayor and Members of the City Council
FROM: Roberta Malfitano, Executive Assistant to the City Manager REVIEWED BY Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF LETTER OF SUPPORT FOR SAN

GABRIEL VALLEY MOSQUITO AND VECTOR CONTROL

DISTRICT FOR THE EATON FIRE-IMPACTED COMMUNITIES

STAFF RECOMMENDATION
It is recommended that the City Council approve letters of support to Senator Schiff, Senator Padilla, and Congresswoman Chu, in support of the San Gabriel Valley Legislative Caucus, request for state funding for the San Gabriel Valley Mosquito and Vector Control District to support its ongoing response to public health threats stemming from the 2025 Eaton Fire.

ALTERNATIVES

1. Approve the letters of support as recommended.

2. Direct staff to modify the letter before approval.

3. Decline to take action on this item.

SUMMARY
The San Gabriel Valley Mosquito and Vector Control District is an independent agency tasked with protecting public health from mosquito-borne threats across 26 cities and parts of Los Angeles County. Governed by a locally appointed Board of Trustees, the District serves over 1.5 million residents and is funded by a parcel-based benefit assessment that is intended for routine operations, not emergency events, highlighting the need for state and federal aid in cases like the Eaton Fire.

Staff has prepared draft letters for the City Council’s signature expressing the City’s support for the San Gabriel Valley Municipal and Vector Control District funding proposals.

Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Kelly Kriebs, Council Member
Gene Goss, Council Member
Edward Garcia, Council Member
Sue Spears, City Treasurer

ANALYSIS
The San Gabriel Valley Legislative Caucus is requesting federal support for the San Gabriel Valley Mosquito and Vector Control District. The vector control operations described below are not part of the SGVMVCD’s routine work. They are reactive, immediate, and necessitated by the direct effects of the Eaton Fire.

Emergency Conditions Created by the Eaton Fire
Following the Eaton Fire, the number of unmaintained swimming pools in the affected area surged from 343 to 2,811, with 1,408 rendered non-functional due to damage or inaccessibility. This sharp rise in mosquito breeding sources near homes exceeds the District’s routine capacity and requires a new, emergency-specific response outside normal operations.

Ongoing, Active Public Health Threat
Over 80% of the fire-damaged basins are actively breeding mosquitoes, posing an immediate and growing public health risk, especially as temperatures rise. Each untreated site can produce thousands of Mosquitoes weekly, significantly increasing disease transmission threats. With recent surges in West Nile and dengue cases in LA County, including the first locally acquired dengue case in Pasadena, urgent intervention is critical to prevent further outbreaks.

Debris Cleanup Gaps
Federal cleanup efforts, including those by the U.S. Army Corps of Engineers, remove debris but leave pools structurally intact, untreated, and filled with stagnant water, creating a persistent public health hazard. No state or federal agency is responsible for mosquito control in these situations, leaving SGVMVCD to manage the crisis alone, incurring significant unplanned costs without additional support.

STRATEGIC GOALS IMPACT:

There is no correlation to the strategic plan

FINANCIAL REVIEW / SOURCE OF FUNDING
There is no direct financial impact on the City. However, supporting this request may increase access to future federal funding.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report are available at the City Hall public counter and the Sierra Madre Public Library and can be accessed on the City's website at www.cityofsierramadre.com.

ATTACHMENTS
A – SGVMVCD Letter of Support for Senator Adam Schiff
B - SGVMVCD Letter of Support for Senator Alex Padilla
C - SGVMVCD Letter of Support for Congresswoman Judy Chu 232 West Sierra Madre Boulevard, Sierra Madre, CA 91024 Telephone (626) 355-7135

City of Sierra Madre

OFFICE OF THE CITY COUNCIL
April 13, 2025
The Honorable Adam Schiff
Hart Senate Office Building, #112
Washington, DC 20510
Re: State Funding for Mosquito Control in Eaton Fire Impacted Communities Dear Senator Schiff,
On behalf of the City of Sierra Madre, we are writing to express our strong support for the San Gabriel Valley Mosquito and Vector Control District (SGVMVCD) and its continued efforts to address the public health threats emerging from the 2025 Eaton Fire.

The fire has left over 2,800 swimming pools in a fire-damaged and non-functional state.

These water-holding structures are now active mosquito breeding sites, more than 80% of which are producing larvae. As temperatures rise, these sites pose an escalating threat—not only to the immediate fire zone but to surrounding communities throughout the San Gabriel Valley, where locally acquired cases of dengue have already occurred in recent years.

SGVMVCD has responded swiftly, leveraging its public health authority to mitigate mosquito breeding in these hazardous conditions. However, the District’s work has also revealed a gap in disaster recovery infrastructure: while other hazards are being addressed through formal debris removal programs, stagnant water in damaged pools remains unaddressed. SGVMVCD is the only agency with the mandate and expertise to manage this risk, yet it is excluded from the emergency funding structures typically available to local governments.

On behalf of the City Council of the City of Sierra Madre, We encourage your support or allocation of state funding to ensure that SGVMVCD can continue these essential mosquito 232 West Sierra Madre Boulevard, Sierra Madre, CA 91024 Telephone (626) 355-7135
abatement and disease prevention operations. Regional coordination and sustained investment in this work are necessary to prevent a secondary public health emergency as recovery continues.

Sincerely,
Robert Parkhurst Kristine Lowe
Mayor Mayor Pro Tem
City of Sierra Madre City of Sierra Madre
Edward Garcia Gene Goss
Council Member Council Member
City of Sierra Madre City of Sierra Madre
Kelly Kriebs
Council Member
City of Sierra Madre
232 West Sierra Madre Boulevard, Sierra Madre, CA 91024 Telephone (626) 355-7135

City of Sierra Madre

OFFICE OF THE CITY COUNCIL
April 13, 2025
The Honorable Alex Padilla
331 Hart Senate Office Building
Washington, DC 20510
Re: State Funding for Mosquito Control in Eaton Fire Impacted Communities Dear Senator Padilla,
On behalf of the City of Sierra Madre, we are writing to express our strong support for the San Gabriel Valley Mosquito and Vector Control District (SGVMVCD) and its continued efforts to address the public health threats emerging from the 2025 Eaton Fire.

The fire has left over 2,800 swimming pools in a fire-damaged and non-functional state.

As the City Council of the City of Sierra Madre with a vested interest in protecting public health and supporting regional recovery, we recognize SGVMVCD’s role as both critical and urgent. Their work is essential to reducing disease transmission risk, supporting safe rebuilding, and safeguarding public health across the San Gabriel Valley. 232 West Sierra Madre Boulevard, Sierra Madre, CA 91024 Telephone (626) 355-7135
On behalf of the City Council of the City of Sierra Madre, We encourage your support or allocation of state funding to ensure that SGVMVCD can continue these essential mosquito abatement and disease prevention operations. Regional coordination and sustained investment in this work are necessary to prevent a secondary public health emergency as recovery continues.

City of Sierra Madre

OFFICE OF THE CITY COUNCIL
April 13, 2025
The Honorable Judy Chu
2423 Rayburn House Office Building
Washington, DC 20515
Re: State Funding for Mosquito Control in Eaton Fire Impacted Communities Dear Congresswoman Chu,
On behalf of the City of Sierra Madre, we are writing to express our strong support for the San Gabriel Valley Mosquito and Vector Control District (SGVMVCD) and its continued efforts to address the public health threats emerging from the 2025 Eaton Fire.

The fire has left over 2,800 swimming pools in a fire-damaged and non-functional state.

City of Sierra Madre
Agenda Report
TO: Honorable Mayor and Members of the City Council
FROM: Arnulfo Yanez, Director of Public Works
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF RESOLUTION No. 25-29 DESIGNATING STREETS TO BE INCLUDED IN THE FISCAL YEAR 2025-2026

STREET REHABILITATION PROGRAM

STAFF RECOMMENDATION
It is recommended that the City Council approve Resolution No. 25-29 designating certain streets for the Fiscal Year 2025-2026 street rehabilitation program.

ALTERNATIVES

1. The City Council may approve Resolution 25-29 designating certain streets for the FY 2025-26 street rehabilitation program.

2. The City Council may defer approval of the resolution and direct staff to bring the matter back to the Council later. In doing so, we risk losing the current year's Senate Bill 1 (Road Repair & Accountability Act of 2017) funds. The project list may be altered before the project goes out to bid.

SUMMARY
On April 28, 2017, the Governor signed Senate Bill (SB) 1 (Beall, Chapter 5, Statute 2017), which is known as the Road Repair and Accountability Act of 2017 to address basic road maintenance, rehabilitation and critical safety needs on both the state highway and local streets and road system. S81 increases per gallon fuel excise taxes; increases diesel fuel sales taxes and vehicle registration fees; and provides for inflationary adjustments to tax rates in future year. The State Senate Bill 1 regulations require a project list approved by the City Council-and an approved resolution for each fiscal year’s street projects. For fiscal year 25-26, we estimate we will receive a total of $293,222.

Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Kelly Kriebs, Council Member
Gene Goss, Council Member
Edward Garcia, Council Member
Sue Spears, City Treasurer

ANALYSIS
The Road Repair and Accountability Act of 2017 (SB1 Beall) is a significant new investment in California's transportation systems of about $5.2 billion per year. The Act increases per gallon fuel excise taxes, diesel fuel sales taxes and vehicle registration taxes, stabilizes the problematic price-based fuel tax rates and provides for inflationary adjustments to rates in future years. The Act will more than double local streets and road funds allocated through the Highway Users Tax Account, allocating funds from new taxes through a new "Road Maintenance and Rehabilitation Account (RMRA). Pursuant to Streets and Highways Code Section 2030, RMRA local streets and roads allocations must be used for projects "that include, but are not limited to," the following; “Road maintenance and rehabilitation; Safety projects; Railroad grade separations; Traffic control devices; and Complete Street components, "including active transportation purposes, pedestrian and bicycle safety projects, transit facilities, and drainage and storm-water capture projects in conjunction with any other allowable project." The Road Repair and Accountability Act stipulates that, prior to receiving RMRA funds in a fiscal year, a city or county must submit to the California Transportation Commission (CTC) a project list pursuant to an adopted City's resolution. The list must include for each project: description, location, schedule, useful life. [Streets and Highways Code Sec 2034(a)] The Road Repair and Accountability Act also requires that a city or county submit to the CTC an annual report of project completion in order to receive RMRA funds. The report must include descriptions of all projects for which RMRA funds were expended including description; location; funds expended, completion date and estimated useful life of the project.

The City's allocation for FY 2025-26 is estimated to be $293,222 per Local Streets and Roads - Projected Revenues for FY 2025-26 Road Maintenance and Rehabilitation Account (RMRA), based on State Department of Finance statewide estimate dated January 12, 2024
The staff has identified the following streets for the FY 2025-26 street improvement project:

Street Limits Treatment Year
Construction
Estimated
Life
Fairview Ave. Michillinda Ave. to
Sierra Keys Dr.
2” grind &
overlay
2025-26 20 years
Fairview Terrace Cul de Sac 2” grind &
overlay
2025-26 20 years
Alegria Ave. Michillinda Ave to
end
2” grind &
overlay
2025-26 20 years
Edgeview Dr. Cul de Sac 2” grind &
overlay
2025-26 20 years
Gatewood Lane /
Terrace
Michillinda Ave to
Cul de Sac
2” grind &
overlay
2025-26 20 years

FINANCIAL REVIEW / SOURCE OF FUNDING
Funding for this project will be provided through several City accounts: Fund 38013 - Road Maintenance and Rehabilitation Account (RMRA) [account 38013.83500.56010], Fund 38007 - Measure R, Fund 38012 - Measure M [account 38012.83500.56010], and Fund 37009 - Local Transit Program/Proposition C [account 37009.85000.56015]. These funds are allocated as part of the City’s Fiscal Year Capital Improvement Projects (CIP) for Street Resurfacing. The project scope may be adjusted during the design phase.

Funding estimates are based on allocations from the previous fiscal year and projections provided by the Los Angeles County Metropolitan Transportation Authority (LACMTA), also known as Metro.

STRATEGIC PLAN CORRELATION
The project falls within our Strategic Plan under Infrastructure and Growth Management, which involves improving and maintaining city streets.

CEQA REVIEW
This improvement project is categorically exempt from CEQA California Code of Regulations Title 14, Chapter 3; Section 15301 describes Class 1 exemptions that include the repair, maintenance, or minor alteration of existing facilities. Specifically, Section 15301(c) exempts the repair and maintenance of existing streets, highways, sidewalks, gutters, etc.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report are available at the City Hall public counter and at the Sierra Madre Public Library and can be accessed on the City’s website at www.cityofsierramadre.com.

ATTACHMENTS
• Resolution No. 25-29
RESOLUTION NO. 25-29

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SIERRA MADRE ADOPTING A LIST OF PROJECTS FOR FISCAL YEAR 2025-2026 FUNDED BY SB 1: THE ROAD REPAIR AND ACCOUNTABILITY ACT OF 2017
WHEREAS, Senate Bill 1 (SB 1), the Road Repair and Accountability Act of 2017 (Chapter 5, Statutes of 2017) was passed by the Legislature and Signed into law by the Governor in April 2017 to address the significant multi-modal transportation funding shortfalls statewide; and
WHEREAS, SB 1 includes accountability and transparency provisions that will ensure the residents of our City are aware of the projects proposed for funding in our community and which projects have been completed each fiscal year; and WHEREAS, the City must adopt by resolution a list of projects proposed to receive fiscal year funding from the Road Maintenance and Rehabilitation Account (RMRA), created by SB 1, which must include a description and the location of each proposed project, a proposed schedule for the project’s completion, and the estimated useful life of the improvement; and
WHEREAS, the City will receive an estimated $293,222 in RMRA funding in Fiscal Year 2025-26 from SB 1; and
WHEREAS, this is the seventh year in which the City is receiving SB 1 funding and will enable the City to continue essential road maintenance and rehabilitation projects, safety improvements, repairing and replacing aging bridges, and increasing access and mobility options for the traveling public that would not have otherwise been possible without SB 1; and
WHEREAS, the City has undergone a robust public process to ensure public input into our community’s transportation priorities/the project list; and WHEREAS, the City used a Pavement Management System to develop the SB 1 project list to ensure revenues are being used on the most high-priority and costeffective projects that also meet the community priorities for transportation investment and
WHEREAS the funding from SB 1 will help the City maintain and rehabilitate seven streets throughout the City this year and numerous similar projects in the future and
WHEREAS, the 2018 California Statewide Local Streets and Roads Needs Assessment found that the City streets and roads are in a “good” condition, and this revenue will help us increase the overall quality of our road system and over the next decade will bring our streets and roads into an “excellent” condition; and WHEREAS, the SB 1 project list and overall investment in our local streets and roads infrastructure, focusing on basic maintenance and safety, investing in complete streets infrastructure, and using cutting-edge technology, materials, and practices, will have significant positive co-benefits statewide.

NOW, THEREFORE IT IS HEREBY RESOLVED, ORDERED, AND FOUND by the City Council of the City of Sierra Madre, State of California, as follows:

1. The foregoing recitals are true and correct.

2. The following list of newly proposed projects will be funded in part or solely with Fiscal Year 2025-26 Road Maintenance and Rehabilitation Account revenues:

Project Location Project Area Project
Description
Start /
Completion
Useful
Life/Span
Fairview Ave. Michillinda Ave. to
Sierra Keys Dr.
2” grind &
overlay
2024-25 20 years
Fairview Terrace
Ave.

Cul de Sac 2” grind &
overlay
2025-26 20 years
Alegria Ave. Michillinda Ave to
end
2” grind &
overlay
2025-26 20 years
Edgeview Dr. Cul de Sac 2” grind &
overlay
2026-27 20 years
Gatewood Lane /
Terrace
Michillinda Ave. to
Cul de Sac
2” grind &
overlay
2026-27 20 years
PASSED AND ADOPTED by the City Council of the City of Sierra Madre, State of California, this 13th day of May 2025 by the following vote:
___________________________________
Robert Parkhurst, Mayor
I, the undersigned, hereby certify that the Sierra Madre City Council following a roll call vote duly adopted the foregoing Resolution Number No. 25-29 at a regular meeting of the City of Sierra Madre City Council on the 13th day of May 2025:

AYES:

NOES:

ABSENT:

ATTEST:
_______________________________
Laura Aguilar, City Clerk

279687.v2
373079.1
TO: Mayor Parkhurst and Members of the City Council
FROM: Laura M. Aguilar, Deputy City Manager
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF A MODIFIED SUMMER MEETING

SCHEDULE

STAFF RECOMMENDATION
It is recommended that the City Council discuss a modified summer meeting schedule, and direct staff to pay all necessary expenses if any regular meetings are cancelled.

ALTERNATIVES

1. The City Council may choose to cancel one or both of the meetings scheduled for July and August, and direct staff to pay all necessary expenses during that time;

2. The City Council may choose to hold both of the City Council meetings in July and August; or

3. The City Council may choose to modify the meeting schedule for July and August.

EXECUTIVE SUMMARY
Sierra Madre Municipal Code section 2.04.010 requires that meetings of the City Council shall be held at 5:30 pm on the second and fourth Tuesdays of each calendar month, unless, and until the City Council establishes another regular meeting time by resolution.

Although it is not formally addressed in the Municipal Code, traditionally the City Council has canceled one or two meetings during the summer months to allow City Council Members, residents, and staff, many of whom have school-age children, to spend some quality time with their families. Considering that most school districts begin their academic year in mid-August, it often conflicts with the permissible periods during which many families are able to take time off.

For the upcoming school year, Bethany Christian School and Pasadena Unified School District are scheduled to begin the academic school year on August 18, 2025. While the other local schools in Sierra Madre are slated to begin their academic school year in mid to late August.

City of Sierra Madre

FISCAL IMPACT
There is no fiscal impact related to this agenda item. However, staff time was incurred in the preparation of this report.

ENVIRONMENTAL (CEQA)
CEQA review is not applicable to the discussion of a modified summer meeting schedule.

STRATEGIC PLAN CORRELATION
A modified summer meeting schedule allows for the enhancement of workplace culture, as described in Initiative OS 1.3 of the Strategic Plan.

PUBLIC NOTICE PROCESS
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

TO: Mayor and City Council Members
FROM: Brent Bartlett, Fire Chief
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION FOR THE CITY COUNCIL TO RECEIVE
AND FILE THIS INFOMATIONAL REPORT ON THE 2025

FIRE HAZARD SEVERITY ZONES (FHSZ) UPDATE

STAFF RECOMMENDATION
It is recommended that the City Council receive and file this report on the updated 2025 Fire Hazard Severity Zones (FHSZ) issued by CAL FIRE. Staff further recommends that the Council direct staff to assess local implications related to zoning, building codes, defensible space requirements, and public education. Consideration should be given to initiating public outreach regarding updated hazard classifications within the Local Responsibility Area (LRA) in preparation for future map adoption.

ALTERNATIVES

1. Receive and file this report on the updated 2025 Fire Hazard Severity Zones (FHSZ) issued by CAL FIRE.

2. Decline to receive and file the report at this time.

EXECUTIVE SUMMARY
CAL FIRE has released the final update of the Fire Hazard Severity Zone (FHSZ) maps for Local Responsibility Areas (LRAs), incorporating new climate science and wildfire modeling. The City is required to adopt the updated maps pursuant to state law. This report outlines the implications of the update and staff’s proposed next steps in response to the evolving wildfire hazard landscape.

City of Sierra Madre

AGENDA REPORT
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Sue Spears, City Treasurer

ANALYSIS
Under Public Resources Code §4202 and Government Code §51178, CAL FIRE is mandated to classify lands within LRAs into three fire hazard zones: Moderate, High, and Very High. The 2025 update integrates advanced fire behavior modeling that accounts for wind patterns, ember transport, and recent climate data (2003–2018).

Key considerations include:
• Model Enhancements: Incorporation of 50-year wildfire behavior projections using local wind and ember data.
• Zoning Impacts: Properties within High and Very High zones will be subject to Chapter 7A of the California Building Code (Wildland Urban Interface standards) and natural hazard disclosure requirements during real estate transactions.
• Public Tools: Residents can access zone-specific data using CAL FIRE’s online FHSZ Map Viewer.
• Urban Edge Dynamics: Proximity to wildland areas may rapidly alter zone boundaries, even between visually similar neighborhoods. • Collaboration and Support: CAL FIRE will provide technical assistance to local agencies and is committed to hazard alignment without stifling development.
• Insurance Caveats: The hazard-based mapping system differs from the risk models used by insurers, although similar data inputs may overlap.

Local implications may include updates to safety elements in the General Plan, revisions to development review processes, and expanded public outreach on defensible space and home hardening strategies.

Subsequent Council meeting are scheduled to consider formal adoption of the maps.

Dates are as follows:
• May 27, 2025 – Public Hearing: Fire Hazard Severity Zone Map Adoption (1st Reading)
• June 10, 2025 – Consent: Fire Hazard Severity Zone Map Adoption (2nd Reading)

ENVIRONMENTAL(CEQA)
This action is exempt from the California Environmental Quality Act (CEQA) as it constitutes information gathering and planning without a commitment to specific projects (CEQA Guidelines §15262).

STRATEGIC PLAN CORRELATION
Objective 2.3: Implementing Sierra Madre’s Environmental Management Program, Initiative PS 2.3.1: Preserve and Maintain Hillside Areas, PS 2.3.1: Project: Annual Brush-Clearing Events
Description: The Fire Department, in collaboration with the Public Works Department, will organize and conduct annual brush-clearing events to reduce wildfire risk and enhance community safety. The 2025 event has been successfully completed, and this initiative is expected to continue annually.

Objective 2.3: Implementing Sierra Madre’s Environmental Management Program, Initiative PS 2.3.1: Preserve and Maintain Hillside Areas, PS 2.3.2: Project: Annual Fire “Home Hardening” Presentation
Description: The Fire Department will host an annual "Home Hardening" presentation to educate residents on strategies to protect their homes from wildfire damage. The 2025 presentation has been successfully completed, and this initiative will continue on an annual basis.

FISCAL IMPACT
There is no direct fiscal impact at this time. However, future costs may include:
• Staff time for interdepartmental coordination and regulatory updates. • Public engagement and education materials.
• Inspection and compliance activities.
• Potential pursuit of CAL FIRE or FEMA grant funding for mitigation initiatives.

PUBLIC NOTICE
This item has been noticed through the regular agenda notification process. Copies of this report can be accessed on the City’s website at www.cityofsierramadre.com.

ATTACHMENTS:

1. 2025 FHSZ Map
City and County boundaries as of 10/22/24 (CA Board of Equalization) CAL FIRE State Responsibility Areas (SRA25_1)
CAL FIRE Fire Hazard Severity Zones (FHSZSRA23_3, FHSZLRA_25_1) Data Sources:

Daniel Berlant, State Fire Marshal, CA Department of Forestry and Fire Protection Joe Tyler, Director/Fire Chief, CA Department of Forestry and Fire Protection Wade Crowfoot, Secretary for Natural Resources, CA Natural Resources Agency The State of California and the Department of Forestry and Fire Gavin Newsom, Governor, State of California Protection make no representations or warranties regarding the accuracy of data or maps. Neither the State nor the Department shall be liable under any circumstances for any direct, special, incidental, or consequential damages with respect to any claim by any user or third party on account of, or arising from, the use of data or maps. and other relevant factors including areas where winds
have been identified by the Office of the State Fire Marshal as a major cause of wildfire spread.
statewide criteria and based on the severity of fire hazard that is expected to prevail in those areas. Moderate, high, and very high fire hazard severity zones shall be based on fuel loading, slope, fire weather, Government Code section 51178 requires the State Fire
Marshal to identify areas in the state as moderate, high, and very high fire hazard severity zones based on consistent Federal Responsibility
Area (FRA)
Unzoned LRA
Incorporated City
Projection: NAD 83 California Teale Albers
Scale: 1:17,000 at 11" x 17"
Km 0 0.2 0.4 0.6 0.8 1 1.2
Mi 0 0.2 0.4 0.6 0.8
Very High
Fire Hazard Severity Zones in State Responsibility
Area (SRA), Effective April 1, 2024
Fire Hazard Severity Zones (FHSZ) in Local Responsibility Area (LRA), as Identified by the State Fire Marshal
Sierra Madre
W Mariposa Ave
Sturtevant Dr
N Canon Ave
W Sierra Madre Blvd
N Baldwin AveW Highland Ave
W Grandview Ave
Auburn Ave Auburn Ave
E Sierra Madre Blvd
N Lima St
Woodland
D
r
E Grandview Ave
N Mountain Trl
W Carter Ave
Santa Anita Ct
W Montecito Ave
W Orange Grove Ave
E Laurel Ave
E Highland Ave
N Sunnyside Ave
Ramona Ave
Manzanita Ave
E Alegria Ave

UNINCORPORATED
LOS ANGELES CO.

ARCADIA ARCADIA

ARCADIA

PASADENA

PASADENA
March 24, 2025
As Identified by the
State Fire Marshal
Local Responsibility Area
Fire Hazard Severity Zones
CITY OF SIERRA MADRE – LOS ANGELES COUNTY
Very High High Moderate
City of Sierra Madre

AGENDA REPORT
Robert Parkhurst, Mayor
Kristine Lowe, Mayor Pro Tem
Edward Garcia, Council Member
Gene Goss, Council Member
Kelly Kriebs, Council Member
Susan Spears, City Treasurer
TO: Honorable Mayor Parkhurst and Members of the City Council FROM: Eric Lozick, Management Analyst
REVIEWED BY: Jose Reynoso, City Manager
DATE: May 13, 2025
SUBJECT: CONSIDERATION OF MUNICIPAL FLEET ELECTRIFICATION -

REGULATORY REQUIREMENTS, INFRASTRUCTURE NEEDS, AND

FUNDING OPPORTUNITIES

STAFF RECOMMENDATION
It is recommended that the City Council direct staff to develop and implement a Municipal Fleet Electrification Plan to ensure compliance with state mandates and position the City to capitalize on available funding. This includes: (1) prioritizing the purchase of zero-emission vehicles for all new City fleet acquisitions (except where exempt by law), (2) initiating the installation of necessary electric vehicle charging infrastructure at City facilities, and (3) pursuing grants, rebates, and partnerships to offset vehicle and infrastructure costs. Council is also asked to affirm the City's commitment to meeting California's regulatory deadlines for fleet electrification and authorize staff to take all necessary steps to achieve cost-effective compliance. By taking these actions, the City will meet legal requirements and embrace long-term benefits of fleet electrification, reducing fuel and maintenance costs, improving resiliency (through technologies like vehicle-to-grid backup power), and demonstrating Sierra Madre’s leadership in sustainability and innovation.

ALTERNATIVES

1. Approve the recommended action (Staff recommended): Proceed with developing a comprehensive Fleet Electrification Plan and begin transitioning City vehicles to electric as outlined. This proactive approach will keep the City in compliance with emerging regulations and leverage outside funding for fiscal benefit, while positioning Sierra Madre as a forward-thinking leader in clean transportation.

2. Adopt a phased or delayed approach: Continue with a limited vehicle replacement strategy (replacing vehicles at end-of-life only) and defer major EV purchases or infrastructure investments. This slower approach reduces immediate costs but may risk non-compliance with state deadlines and forfeiture of available funding opportunities. It forgoes near-term benefits like fuel savings. This option is not recommended given regulatory timeframes and the rapid progress in EV technology.

3. Take no action now: Make no changes to the City’s fleet replacement practices and do not pursue electrification until absolutely required. This option is not recommended as it will likely result in the City falling behind mandated compliance schedules, potentially incurring regulatory penalties and facing higher costs later without the benefit of currently available incentives. It also misses the opportunity to innovate and capitalize on funding and technology trends.

ANALYSIS
The State of California has enacted aggressive mandates to transition public agency vehicle fleets to zero-emission technology to improve air quality and reduce greenhouse gas emissions. In 2023, the California Air Resources Board (CARB) adopted the Advanced Clean Fleets (ACF) regulation, directly affecting municipal fleets. Under ACF, the City must meet several key requirements and milestones for adding zero-emission vehicles to its fleet:
50% ZEV purchases starting in 2024, 100% by 2027
Beginning January 1, 2024, at least 50% of the City's new fleet vehicle purchases yearly must be zero-emission vehicles (ZEVs). Starting January 1, 2027, 100% of new fleet purchases must be ZEVs. In practice, this means that after 2026, virtually every new on-road vehicle the City acquires will need to be electric or another zero-emission model. CARB also allows an alternative "ZEV Milestones" compliance path, phasing in ZEVs as a percentage of the overall fleet (with complete transition of new purchases by 2030). Still, we anticipate complying with the standard annual purchase requirements for planning purposes.

Alternate compliance path
CARB allows an alternative "ZEV Milestones" compliance option that phases in ZEVs as a percentage of the overall fleet over time. However, this option still requires a complete transition of new purchases to 100% ZEV by 2030. This alternate path is intended to give agencies flexibility in how different vehicle types are phased. Sierra Madre would end up at the same end goal on a slightly adjusted timeline. We anticipate complying with the standard annual purchase requirements (50% then 100% rule) for our planning purposes.

Notably, while these mandates are challenging, they coincide with rapid advancements in electric vehicle technology and unprecedented funding support. Sierra Madre can view the ACF requirements as a compliance obligation and an opportunity to modernize our fleet. By transitioning early, the City can take advantage of new vehicle offerings, accumulate “early action” credits (ZEV purchases beyond the required minimum can count toward future years), and realize long-term savings from lower fuel and maintenance costs. Embracing electrification proactively will position Sierra Madre to innovate (for example, piloting new technologies) and lead by example in sustainability.

Applicability to Sierra Madre’s fleet
The ACF rule applies to any California local government agency that owns at least one vehicle with a Gross Vehicle Weight Rating (GVWR) over 8,500 pounds. Sierra Madre meets this criterion because some heavy-duty trucks in our Public Works fleet exceed 8,500 pounds GVWR. In short, our City is subject to ACF due to the presence of these larger vehicles.

Exempt vehicles
CARB defines certain vehicles as exempt from the ACF zero-emission purchase requirements. "Emergency vehicles"-as defined in California Vehicle Code §165-are exempt, and so are specific specialized vehicles like school buses, military tactical vehicles, dedicated snow removal equipment, and transit buses already covered under separate regulations. This exemption means that fire engines and other Fire Department apparatus, police patrol vehicles, and ambulances are not subject to the ACF zero-emission purchase mandate at this time due to their emergency status. These exempt units can continue to be replaced with conventional (gasoline or diesel) vehicles until suitable zero-emission options are available. All other City fleet vehicles (nonemergency units) must comply with the ACF rules for new purchases.

Small fleet provision (delayed start)
CARB made a provision for smaller government fleets in ACF. Agencies with 10 or fewer total vehicles (and those in designated low-population counties) are allowed to delay the start of the ZEV purchase mandate to 2027. However, Sierra Madre's fleet exceeds 10 vehicles, so we do not qualify for that delay. We are required to comply with the standard schedule beginning in 2024.

Annual reporting
In addition to the vehicle purchase requirements, the City must adhere to annual reporting and recordkeeping under the ACF regulation. The first compliance report-detailing our fleet inventory and progress-was due to CARB by April 1, 2024, and reports will be due each year thereafter through 2045. Staff is compiling the necessary data to ensure we meet all reporting obligations.

Existing fleet can remain in service.

It is important to note that ACF currently focuses only on new acquisitions. The regulation does not force the immediate retirement of existing internal combustion vehicles in local government fleets. Sierra Madre can continue operating its current gasoline and diesel vehicles beyond 2024.

However, whenever those vehicles are due for replacement (whether due to age, condition, or service needs), their replacements must follow the 50% (2024–2026) and then 100% (2027 onward) zero-emission purchase rule. Over time, this will naturally result in the phasing out of combustion vehicles. By around the mid-2030s, assuming standard vehicle lifecycles, the City's on-road fleet (except the exempt emergency units) would become fully zero-emission as older vehicles are retired.

Current Municipal Fleet Inventory (2025)
The City operates a large and diverse fleet of vehicles and equipment that serves all major departments, including: Police, Fire, Public Works (streets, parks, water, sewer), and general administrative use. The attached official fleet inventory (see “Official City Vehicle Asset List 2025” PDF) provides a detailed list of all City vehicles as of 2025. The fleet comprises approximately 30 on-road vehicles plus several specialized off-road units. These range from police patrol cars and SUVs, fire engines and ambulances, to public works pickup trucks, utility vans, and heavy-duty trucks (such as a dump truck and a water tanker). The fleet even includes a few pieces of construction equipment (e.g., a backhoe and portable compressor) essential for field operations.

Many of the City’s vehicles are aging and due for replacement in the coming years. Several frontline units date back to the 2010s (or earlier), well beyond the typical service life for municipal vehicles. For instance, one Fire Department's pump engine is a 2011 model, and several Public Works trucks are over a decade old. Older vehicles incur higher maintenance costs and lack modern emissions controls, underscoring the need for a proactive replacement strategy.

Fuel types across the fleet are varied. Most City vehicles run on gasoline or diesel fuel, but the fleet also includes a handful of alternative-fuel vehicles. Notably, the City has two Chevrolet Bolt all-electric cars acquired in recent years for staff use and a Chevrolet Volt plug-in hybrid sedan (which uses both gas and electric drive). These early forays into electrification provide valuable experience, though they represent a small fraction of the fleet. The rest of the fleet is predominantly gas/diesel, and there has been at least one compressed natural gas (CNG) vehicle in the past (for example, some cities have used CNG for large trucks). Moving forward, virtually all of these combustion-engine vehicles (aside from certain exceptions noted below) will need to be transitioned to zero-emission replacements (battery-electric or hydrogen fuel cell) to comply with state mandates and City sustainability goals.

It is important to highlight that not all vehicles are subject to the state’s zero-emission requirements. Under the CARB ACF regulation, “emergency vehicles"-defined by California Vehicle Code §165-are exempt from the zero-emission purchase mandate. In our fleet, this exemption covers approximately 15 vehicles, including all frontline Police patrol units, Fire engines, and ambulances. In practical terms, these essential emergency response vehicles can continue to be replaced with conventional gasoline/diesel models for the time being without violating ACF, since suitable zero-emission alternatives (like electric fire trucks or police cruisers) are still emerging. All other City vehicles (the non-emergency units)-which comprise roughly half of the fleet-must comply with ACF’s requirements, meaning their replacements must be zeroemission starting in the next few years (detailed in Attachment 2). Over time, as technology improves, even emergency units may have electric options, but for now, they are not mandated to transition.

Overall, the current fleet profile underscores both the challenge and opportunity ahead. Most of the City’s heavy trucks and general-purpose cars will reach end-of-life soon and need replacement, creating an opportunity to “leapfrog” from aging gas vehicles straight to clean electric models. The attached inventory document references each unit's age, department, and fuel type, which will inform our planning. Moving forward, staff will prepare a detailed Fleet Transition Plan mapping out each City vehicle, its expected replacement year, and the plan for a zero-emission replacement or applicable exemption strategy. It should be noted that the City has not yet submitted an ACF compliance report to CARB - the first annual report (covering our fleet as of January 1, 2024). Staff is compiling the necessary fleet data and developing the required reporting materials to ensure we meet this obligation. Planning is underway to prepare for full ACF compliance: scheduling vehicle purchases to meet the 50% zero-emission procurement requirement in 2024–26 and 100% in 2027 and beyond, budgeting for new electric models, and coordinating infrastructure installation (charging stations) in parallel. In summary, the City’s 2025 fleet inventory reflects a typical small city fleet - diverse in function and aging in composition - now poised for a significant shift toward electrification in the coming decade. With careful planning, we will replace most gasoline and diesel vehicles (except true emergency rigs) with zero-emission vehicles over time, modernizing the fleet and meeting state mandates while delivering reliable services.

Statewide market trends
Separate from ACF, California has also mandated that all new passenger cars, SUVs, and light pickup trucks sold in the state be zero-emission by 2035. This broader policy means automakers steadily shift toward electric options for all vehicle classes. In effect, well before 2035, we expect that most new models available (including those for police, public works, and administrative use) will be electric, easing our transition. In short, state regulations and market trends are moving decisively toward an all-electric future for municipal fleets, with key compliance milestones for Sierra Madre in 2024 and 2027 under ACF. This market momentum also brings economies of scale and technological improvements that benefit the City-for instance, each year brings longerrange batteries and new vehicle types (from electric pickup trucks to heavy-duty work trucks) onto the market.

Regional and City Requirements
In addition to state mandates, regional air quality rules, and local policies support fleet electrification. The South Coast Air Quality Management District (SCAQMD) - which covers Los Angeles County, including Sierra Madre-has existing fleet rules (e.g., Rule 1196) aimed at reducing emissions from public agency vehicles. Rule 1196 requires that public agencies with fleets of 15 or more heavy-duty vehicles (over 14,000 pounds) acquire only alternative-fuel or low- pollution trucks when replacing or adding heavy-duty vehicles. (Diesel purchases are only allowed if an agency obtains a technical infeasibility waiver; even then, the diesel vehicle must have the best emission controls.) Emergency vehicles are exempt under this rule as well. In Sierra Madre's case, we do not operate a fleet of 15 heavy-duty vehicles (we only have a few heavy vehicles, such as our fire engine), so historically, the SCAQMD rule has not been a binding constraint.

However, the spirit of Rule 1196-to prefer cleaner alternatives for public fleets - aligns with the newer CARB mandates. SCAQMD is moving to harmonize its fleet rules with CARB's Advanced Clean Fleets regulation for consistency across the region. While there are no additional Los Angeles County ordinances specifically forcing city fleet electrification beyond the state and air district requirements, the County and regional planning organizations (like SCAG) strongly encourage municipalities to lead by example in adopting zero-emission vehicles as part of broader climate action plans. Sierra Madre's policy framework (such as our General Plan and past City Council strategic goals) emphasizes environmental sustainability and compliance with state climate initiatives. Converting the City's fleet to electric vehicles is consistent with these local values and will help Sierra Madre do its part in improving regional air quality. By moving proactively, the City has the chance to demonstrate regional leadership in clean transportation, showcasing how a small city can innovatively meet climate goals.

Impacted Fleet and Compliance Pathway
Given the above mandates, staff has reviewed the City's fleet composition to identify which vehicles are affected and to develop a compliance game plan. The City's fleet (across Public Works, Water Department, Police, Fire, and general administration) includes a mix of light-duty vehicles (patrol cars, SUVs, pickup trucks), medium-duty service trucks, and heavy-duty equipment (such as utility trucks and fire engines). This distribution of vehicle types is consistent with the City's 2025 fleet inventory, which confirmed that our fleet is composed mainly of light- and medium-duty units with only a small number of heavy-duty vehicles. Under the ACF rule, emergency response vehicles-including all frontline police cruisers and Fire Department vehiclesare exempt. These can continue to be replaced with gasoline vehicles soon without violating ACF, due to the exemption that acknowledges the limited availability of proven zero-emission options in those categories. That said, it is worth noting that electric vehicle technology is advancing rapidly even for emergency services (for example, some cities are piloting electric police SUVs and the first electric fire engines are entering the market). Sierra Madre may voluntarily electrify some emergency-class vehicles for environmental or operational benefits (for instance, electric police vehicles could reduce fuel and maintenance costs), but this would be a policy choice rather than a mandate.

The ACF requirements apply squarely to the City's non-emergency fleet, primarily in public works and general administrative use. This includes vehicles such as Public Works pickup trucks (e.g., maintenance trucks, park maintenance trucks), any Public Works heavy-duty trucks, code enforcement or pool cars used by City staff, and other city-owned on-road vehicles not used for emergencies. When replacing these units, the City must ensure that at least half of the new purchases in 2024–2026 are zero-emission; from 2027 onward, all such replacements are zeroemission. In practical terms, since our vehicle replacement rate is relatively low (we purchase only a small number of vehicles in any given year), staff anticipates that essentially every new Public Works or other non-emergency vehicle acquisition will need to be an electric vehicle starting now in order to meet the 50% quota. (If only one or two vehicles are bought annually, at least one must be electric to satisfy the requirement.) By 2027, any new Public Works truck or city pool car will have to be electric by law. The City can proactively comply with these requirements by proactively planning fleet replacements: identifying which vehicles are due or overdue for replacement and selecting appropriate zero-emission models for those needs. Fortunately, the market offers an increasing selection of electric trucks and vans suitable for municipal operations. For example, Ford now produces the F-150 Lightning, an electric pickup truck that can serve many public works functions; electric cargo vans and medium-duty work trucks are available from various manufacturers. If a needed vehicle type does not yet have a viable electric model (for instance, particular specialty work trucks), the City can utilize exemptions or request timeline extensions from CARB. ACF includes some flexibility mechanisms-such as case-by-case "daily usage" exemptions if no ZEV can meet a particular operational need, and "infrastructure delay" extensions if charging infrastructure is not ready in time. Staff will monitor our fleet needs each year and pursue any necessary exemption if, for example, a critical vehicle breaks down and no compliant ZEV replacement is available immediately. However, the expectation is that these cases will be rare as technology catches up.

Another important compliance feature in ACF is the early action credit for ZEV purchases: any zero-emission vehicle the City adds beyond the required minimum can be counted toward future compliance years. This means if we go above and beyond-for instance, if in 2025 all of our vehicle purchases are electric (exceeding the 50% requirement)-the surplus ZEV purchase can be credited toward compliance in 2026. This credit-banking provides an incentive to transition sooner than required. The City has already begun in a small way: our Public Works Department acquired one plug-in electric utility cart last year, and the Police Department operates a hybrid SUV for administrative duties. These early steps, while modest, signal our commitment and will count positively in compliance accounting. Moving forward, staff will prepare a detailed Fleet Transition Plan mapping out each City vehicle, its expected replacement year, and the plan for a zeroemission replacement or applicable exemption strategy. We will coordinate this plan with budget development to ensure funding is identified for each replacement.

In summary, Sierra Madre's path to compliance will involve systematically replacing aging gas/diesel Public Works vehicles with EVs, while leveraging exemptions for emergency vehicles until zero-emission options for those become feasible. We will also remain flexible and informed regarding CARB's rules (for example, if CARB adjusts timelines or if our small size allows any leeway). We will report annually to CARB as required on our progress.

Infrastructure Requirements and Operational Considerations Converting the City's fleet to electric will necessitate upgrades to our facilities and some changes to our operations. Unlike gasoline vehicles, which can refuel quickly at the city yards or gas stations, electric fleet vehicles rely on City-controlled charging infrastructure. The primary charging locations will be the City Yard (Public Works facility), the Police Department parking area, and possibly City Hall or other sites if administrative vehicles are kept there. EV charging stations must be installed to support overnight and occasional mid-shift charging for high-use vehicles. At a minimum, Level 2 chargers (240V) will be required for overnight charging of trucks and cars-these can typically fully recharge a vehicle in 6–8 hours. For vehicles that have very high daily mileage or critical rapid-turnaround needs (for example, if in the future an electric police patrol vehicle is deployed for regular duty), DC fast charging capability might be needed to allow quick recharging (fast chargers can restore a substantial charge in under an hour).

City staff will work with our electric utility, Southern California Edison (SCE), and technical consultants to assess power capacity at our facilities. Upgrades such as new electrical panels, transformers, or dedicated circuits may be required to handle the increased load from multiple EV chargers operating simultaneously. It will be important to phase in charging infrastructure in parallel with vehicle acquisitions so that each new EV has an adequate place to charge.

Southern California Edison offers assistance through its Charge Ready program to support the installation of fleet charging infrastructure. SCE's program can cover much of the “make-ready” electrical infrastructure at little or no cost to the customer and provides guidance on optimal charging solutions. Staff has initiated contact with SCE to enroll in their Charge Ready Transport initiative for medium- and heavy-duty vehicles; through this program, if the City commits to acquiring a certain number of electric trucks, SCE will install the necessary electrical lines and transformers and potentially even contribute rebates toward charging station hardware.

Leveraging such utility programs will significantly reduce the City’s out-of-pocket cost for charging equipment.

In terms of facility planning, charger placement will be designed not to interfere with daily operations. For example, at the City Yard, we will designate specific parking spots for EVs near the electrical supply and ensure Public Works staff can easily plug in vehicles at the end of the workday. At the Police station, if and when we add EVs for Police use, chargers would be installed in secure parking areas with quick access so patrol vehicles can charge during shift changes or downtime.

Resiliency is another factor; critical vehicles must remain operable during power outages or emergencies. As we add EVs, mainly if any are used in public safety roles, the City may need to invest in backup power solutions (such as battery storage systems or generators) to power chargers when the electrical grid is down. Notably, CARB's rules allow exemptions for emergency usage and even exclude "emergency response miles" from counting toward EV requirements, recognizing that conventional vehicles might still be needed in disaster scenarios. Nonetheless, part of our implementation plan will be to ensure adequate backup or redundancy for fleet charging, for instance, keeping a small number of gasoline-powered vehicles available as a contingency and/or acquiring a portable fast-charge generator for the City Yard that could charge an EV truck if electricity is out. We will also coordinate with regional partners (other San Gabriel Valley cities and Los Angeles County) on mutual aid plans, so that if one City has mobile charging units or other resources, they can be shared in large-scale emergencies.

In the future, emerging vehicle-to-grid (V2G) technology could further enhance resiliency and turn our fleet into a source of emergency power. V2G-capable electric vehicles allow energy to flow both ways-drawing power to charge the battery and feeding power back into facilities or the grid when needed. Leveraging the battery capacity of EVs in this way can supplement grid capacity and keep critical facilities running during outages. As this technology matures, the City's electric fleet could serve as a network of mobile generators supporting key operations or community shelters in a disaster. Staff will stay informed on V2G developments and look for pilot opportunities (through state or regional programs) to utilize our EVs for resiliency benefits once feasible. While a few years out, this innovative approach could allow Sierra Madre to maximize the value of its EV investment by providing backup power and grid support when the vehicles are not otherwise in use.

Zoning and code considerations for adding charging infrastructure appear to be manageable.

Installing EV chargers on City property will require electrical permits. It must meet building code (California Electrical Code and CALGreen standards) for safety, but it does not trigger any special zoning approvals since these installations are improvements at existing facilities. Any exterior equipment will be sited with aesthetics and accessibility in mind (for example, we will ensure installations are ADA-compliant, providing accessible access to chargers as needed).

Environmental review for adding charging stations is expected to be minimal-such installations are generally categorically exempt under CEQA as minor alterations of existing facilities (discussed in the Environmental section below). Overall, while building the infrastructure for an electric fleet is a significant undertaking, it is a solvable challenge. With careful planning, the City can build out charging capacity in stages over the next few years. When we are required to have all new purchases be electric in 2027, our goal is to have a robust charging network in place. SCE's support and potential grant funding for infrastructure will be instrumental. City staff from Public Works and Information Technology (for networking the smart chargers) will collaborate on this effort. It is also worth mentioning that as we add EV charging, there may be ancillary benefits-for example, the City could choose to make some charging stations available for public use during off-hours or could incorporate solar panels and battery storage at the City Yard to help offset charging costs-thus advancing broader sustainability goals. These ideas will be explored in the implementation phase.

Another key operational consideration is the effect on ongoing fuel and maintenance costs. While the City will incur upfront expenses for new vehicles and charging equipment, electric fleet vehicles promise significantly lower day-to-day operating costs. Electricity as a fuel is considerably cheaper per mile than gasoline or diesel, and its price tends to be far more stable, which helps with long-term budgeting. In practice, charging an EV often costs less than half of what fueling a comparable gasoline vehicle would for the same driving distance. Some municipalities that have begun integrating EVs into their fleets are already reporting substantial fuel savings, in some cases on the order of a 60–70% reduction in fuel expenditures after replacing older internal combustion units with electric models. Such savings can be especially pronounced when EVs replace vehicles that had poor fuel efficiency, as the difference in energy cost per mile is even greater.

Maintenance requirements for EVs are also dramatically lower. Electric vehicles have far fewer moving parts (no engines with hundreds of components, no multi-speed transmissions, etc.) and do not require many of the routine services that conventional vehicles do. There are no oil changes, spark plug replacements, or exhaust systems to maintain on a battery-electric vehicle.

Brake wear is also reduced thanks to regenerative braking, which uses the electric motor to slow the vehicle and recapture energy. As a result, scheduled maintenance for EVs is relatively minimal-typically involving tire rotations and the occasional battery system check-and unexpected breakdowns are less frequent due to the simpler drivetrain. Other cities' fleet trials have observed roughly an 80% decrease in maintenance and repair costs for EVs compared to similar gasolinepowered vehicles. This translates to vehicles spending more time in service and less time in the shop. In one documented case, electric fleet vehicles were available for duty a significantly higher percentage of the time than their gas counterparts, because they required fewer repairs and less frequent servicing. Over the long run, these operational savings in fuel and maintenance will help offset the initial capital investments. By spending less on fuel and upkeep, the City can redirect budget dollars to other needs, and the total cost of ownership for electric fleet vehicles becomes very favorable when viewed over their service life. In summary, while infrastructure upgrades and planning are necessary, the move to an electric fleet carries substantial operational benefits that will improve our fleet's efficiency and reduce ongoing costs.

Funding Sources and Financial Assistance
One of the most encouraging aspects of fleet electrification at this time is the unprecedented array of funding opportunities available to help offset the costs. Staff has researched and identified numerous grants, rebates, and incentive programs for which the City of Sierra Madre may qualify.

Federal programs established under recent legislation substantially support electric vehicles and infrastructure. Notably, the federal Inflation Reduction Act (IRA) 2022 created a new Commercial Clean Vehicle tax credit (Internal Revenue Code §45W) available to businesses and tax-exempt entities like cities. This credit provides up to $7,500 per light- or medium-duty EV (under 14,000 pounds GVWR) and up to $40,000 for heavier trucks. Through a mechanism called "direct pay," the City can receive these credits as a refund even though we do not pay federal taxes. In effect, when Sierra Madre buys an eligible electric truck or van, we can get a reimbursement from the IRS for a significant portion of the cost. For example, if the City purchases a Ford F-150 Lightning (an electric pickup, GVWR roughly 6,500–8,500 pounds depending on configuration), it would qualify for up to a $7,500 federal credit-the City can file for this and have those funds returned to our accounts, reducing the net purchase price. If, in the future, we acquire a larger vehicle, such as an electric heavy-duty truck or shuttle bus with a GVWR of over 14,000 pounds, the federal credit could be as high as $40,000 for that vehicle. These federal incentives are available through at least 2032 and can be combined with other state and local grants. In addition to vehicle purchase credits, the federal government (through the Department of Transportation and Department of Energy) is offering grants for EV charging infrastructure-for instance, the DOT's Charging and Fueling Infrastructure (CFI) grants and DOE's various energy grants. We will monitor and apply for any applicable competitive federal grants. (Some federal grants are aimed at highway corridor and community charging projects, but others can support municipal facility charging hubs in communities like ours.) The recently revived Energy Efficiency and Conservation Block Grant (EECBG) program is one example: Sierra Madre receives a small direct EECBG allocation and can potentially use those funds for EV infrastructure or planning as an eligible project.

At the state level, California has multiple incentive programs for fleet electrification. The Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) is a key program for public agencies looking to buy medium- and heavy-duty vehicles. HVIP provides point-of-sale vouchers that directly reduce the purchase price of eligible zero-emission trucks and buses, with incentives typically ranging from around $7,500 up to $120,000+ per vehicle, depending on the vehicle class.

Municipal fleets are explicitly eligible for HVIP, and the process is designed to be user-friendly-the dealership applies the voucher at the time of purchase, so the City only pays the reduced price.

For example, if the City were to purchase an electric Class 4 work truck for Public Works that usually costs $200,000, we might receive an HVIP voucher of perhaps $60,000 (hypothetically) to bring that cost down to around $140,000. (The exact voucher amount depends on the vehicle's weight and battery capacity; heavier vehicles or those with larger batteries receive higher incentives, and there are additional bonuses if we retire an old diesel or the vehicle operates in a disadvantaged community.) We will work with approved HVIP dealers to maximize these vouchers when pursuing a qualifying vehicle.

Another state funding source is the Carl Moyer Program, administered regionally by SCAQMD, which has historically provided grants to replace older diesel engines with cleaner technology.

Carl Moyer funds (from state air quality resources) could potentially help fund an electric replacement for any older high-polluting trucks in our fleet (for instance, if we have a pre-2010 diesel vehicle, we might get a grant to retire it and replace it with an EV). Similarly, the Mobile Source Air Pollution Reduction Review Committee (MSRC)-an adjunct of SCAQMD funded by AB 2766 vehicle registration fees-often runs a Local Government Partnership Program that offers grants to cities for zero-emission vehicles and infrastructure. In recent years, the MSRC program has funded cities to purchase electric refuse trucks, install charging stations at city yards, and even pilot electric police vehicles. Sierra Madre will be attentive to the MSRC's following funding announcement (expected later this year) and be ready to submit proposals-our needs for fleet EVs and charging equipment could align well with their program criteria.

The California Energy Commission (CEC) also funds charging infrastructure through programs like CALeVIP (California Electric Vehicle Infrastructure Project), which has provided rebates for public charging stations in various regions. Los Angeles County had a CALeVIP incentive project that local governments could use to get reimbursed for some charger costs. If new rounds of such funding open, the City can apply for rebates on each charger installed (these can range from a few thousand dollars for Level 2 units up to tens of thousands for DC fast chargers). The CEC and CARB jointly offer targeted grants for zero-emission emergency vehicles and related technology demonstrations. For instance, pilot programs have been created to fund the deployment of electric fire engines or to subsidize electric police motorcycles. While these specialized programs are still in early stages, we will keep track of any pilot funding opportunities that could benefit Sierra Madre's Fire or Police Departments when they decide to test EVs in their operations.

In addition to state and federal programs, Sierra Madre can leverage initiatives offered by our community choice energy provider, Clean Power Alliance (CPA). CPA (which supplies electricity to Sierra Madre) has launched an Energized Communities program to help member cities decarbonize their fleets and facilities. Through CPA’s Pathways to Electrification technical assistance program, cities may receive consulting support and funding for fleet electrification projects. CPA's Electric Fleet Transition pathway provides expert guidance on planning fleet replacements and infrastructure and offers up to $250,000 in direct funding to implement recommended measures. Sierra Madre is eligible to partner with CPA on this program, which would bring in specialized consultants (funded by CPA) to develop a detailed electrification roadmap for our fleet and help design our charging infrastructure upgrades. This technical assistance would complement our internal efforts and ensure we take full advantage of available grants and best practices. Additionally, CPA has a Community Electric Vehicle Charging pathway that can help fund publicly accessible charging installations in our community, which could dovetail with municipal charging needs if, for example, we make specific City chargers available to the public after hours.

Furthermore, CPA administers a Community Benefits Grant Program that funds local nonprofit organizations for projects advancing clean energy, electrification, and community resilience. While these grants are awarded to community-based organizations (not directly to cities), they can indirectly support Sierra Madre's goals, for example, by funding EV awareness programs, educational outreach, or workforce training related to EV maintenance and charging infrastructure.

In 2024, CPA awarded grants to several nonprofits for initiatives such as electric vehicle charger technician training in the region. This helps build local expertise the City may draw upon as we expand our EV infrastructure. Staff will stay engaged with CPA to connect our fleet efforts with any community programs that can amplify our success (e.g., partnering with a nonprofit on an EV educational workshop or leveraging a workforce training program to support our charger maintenance).

CPA also coordinates with state and regional rebate programs to ensure its member agencies benefit. For instance, CPA has promoted participation in the CEC’s CALeVIP incentives for installing EV chargers, and it provides guidance to cities on how to apply and stack such rebates.

CPA's assistance navigating these funding opportunities will be valuable as we plan new charging stations. Shortly, CPA is expected to launch an Innovation Grant as part of its Energized Communities initiative-a competitive grant for creative decarbonization projects. The City could consider pursuing this for a pilot project related to fleet electrification (for example, testing a vehicle-to-grid system at a City facility or demonstrating an electric emergency vehicle with V2G capability). In summary, our partnership with Clean Power Alliance offers additional financial resources and expertise that will help accelerate fleet electrification at minimal cost to the City.

Utility programs and regional partnerships will further support our electrification efforts. As mentioned, Southern California Edison's Charge Ready initiative will be pivotal for infrastructure.

SCE can invest in the electrical upgrades on our behalf and even provide rebates toward the charging stations, significantly reducing installation costs. SCE offers technical advice and will help optimize our charging schedules to minimize electricity rates. In addition, SCE is helping fleet customers monetize Low Carbon Fuel Standard (LCFS) credits-credits generated by using electricity as a vehicle fuel-which the City can capture as revenue. Staff has learned that by reporting our charger electricity usage, Sierra Madre could earn LCFS credit revenue from the state program (fuel producers purchase these credits to offset their carbon emissions). This could provide a modest ongoing revenue stream to help pay for charger maintenance or future battery replacements.

On the regional level, we will collaborate with organizations like the San Gabriel Valley Council of Governments (SGVCOG) and the regional Clean Cities Coalition (coordinated by SCAG) for technical assistance and group purchasing opportunities. For example, SGVCOG might explore a group purchase of specific EV models for cities to secure volume pricing, or they might hire a consultant to develop fleet electrification plans for multiple small cities, reducing our burden. We will take advantage of such partnerships whenever possible.

In summary, external funding can significantly mitigate the financial burden of electrifying the City's fleet. By "stacking" incentives-a practice often allowed (for instance, using an HVIP voucher, plus the federal tax credit, plus an MSRC grant all on the exact vehicle if applicable)-the City could end up paying far less than the sticker price for new EVs. The landscape of funding programs is complex, but the staff's strategy will be to seek every dollar available proactively. To ensure success, we will need to time our vehicle purchases with the opening of incentive funding cycles (some programs are first-come, first-served and can exhaust funds quickly each year). Staff will return to the Council to request budget appropriations or to accept grant funds as these opportunities materialize. We are optimistic that, with a well-coordinated effort leveraging federal, state, utility, CPA, and regional sources, Sierra Madre can modernize its fleet in a financially prudent manner, heavily supported by funding designed for precisely this purpose.

Comparative Efforts in Other Cities
In evaluating how to proceed, staff reviewed the initiatives of several neighboring and regional cities that have begun transitioning to electric fleets. Notably, several Southern California cities have established ambitious programs for municipal fleet electrification, and their experiences provide valuable insights for Sierra Madre:
 South Pasadena: South Pasadena has emerged as a leader by becoming the first City in the nation to electrify its police vehicle fleet fully. In 2022, the South Pasadena City Council approved the replacement of the entire police department's patrol and detective fleet with battery-electric vehicles. As a result, twenty Tesla vehicles (ten Model Y SUVs for patrol use and ten Model 3 sedans for administrative and detective use) were acquired through a leasing program. To support this conversion, South Pasadena installed a bank of EV charging stations at the police facility and City Hall parking lot, ensuring the new electric patrol cars can charge during downtime. This transition culminated several years of research and pilot testing; the Police Department closely studied EV adoption by other law enforcement agencies and addressed challenges such as emergency equipment upfitting, vehicle range requirements, and officer training. South Pasadena's all-electric police fleet is reported to save on fuel and maintenance costs (for example, reducing annual fuel expenses by thousands of dollars), and it advances the City's sustainability goals. Key lessons from South Pasadena's experience include investing in sufficient charging infrastructure and the value of phasing in vehicles through leases or trials to ensure operational needs are met without compromising public safety services.
 Pasadena: The City of Pasadena has been incorporating electric vehicles into its municipal fleet as part of a broader sustainability and transportation electrification strategy. Pasadena's approach has been more gradual, focusing on integrating EVs where feasible and supported by infrastructure. For example, Pasadena Water and Power (PWP)-the City's utility department-recently obtained City Council approval to purchase several electric trucks and vans to replace aging gas-powered utility vehicles. This includes electric pickup trucks for field crews and several electric cargo vans for service operations. Pasadena is pairing these vehicle upgrades with the installation of new charging stations at city yards to accommodate the growing fleet of EVs. In practice, Pasadena has opted for a mixed fleet in the short term:
some new utility vehicles are electric.

In contrast, others remain gasoline-powered to ensure reliability for heavy-duty or specialized tasks where commercial EV options are still limited. In the transit sector, Pasadena's Transportation Department has been planning for compliance with California's Innovative Clean Transit rule, which requires all public transit buses to be zero-emission by 2040.

Pasadena already operates a fleet of compressed natural gas (CNG) transit buses. It is now developing a Zero-Emission Bus Rollout Plan to add electric buses to its Arroyo Verdugo transit service in the coming years. Pasadena has pursued external grants and rebate programs to fund its electrification efforts. Notably, the City has leveraged state programs such as HVIP (mentioned above) and federal funding opportunities to help offset the higher upfront costs of electric vehicles and charging equipment. Pasadena's experience underscores the need for a staged transition, balancing sustainability objectives with practical operational requirements, and highlights the effectiveness of using incentive funding to support fleet upgrades.
 Santa Monica: The City of Santa Monica has long been a regional pioneer in adopting cleaner vehicles and technologies for its city fleet. Santa Monica established a ReducedEmissions Fleet Policy as early as the 1990s and updated it to prioritize purchasing alternative-fuel vehicles. In 2015, Santa Monica adopted an internal policy effectively prohibiting the purchase of new gasoline or diesel vehicles for the city fleet whenever a viable alternative-fuel (including electric) option exists. As a result of these policies, a majority of Santa Monica's municipal vehicles now run on alternative fuels or electricity. The fleet includes numerous battery-electric and plug-in hybrid cars used by staff, compressed natural gas trucks, and other low-emission equipment. As of recent tracking, approximately 59% of Santa Monica's entire fleet is composed of alternative-fuel vehicles, and this percentage continues to grow as older units are retired. Santa Monica has also invested extensively in charging infrastructure for its fleet and public use. The City has hundreds of public EV chargers installed, and it ensures city facilities are equipped to charge municipal EVs overnight. In terms of large-scale transit, Santa Monica's Big Blue Bus system is on track to become fully electric by or before 2030 (ahead of state requirements). The City has secured significant external funding, including federal and state grants, to purchase battery-electric buses and to upgrade the bus maintenance yard with charging capabilities for these buses.

Through these initiatives, Santa Monica has gained practical experience in budgeting for the higher initial costs of EVs, training mechanics for new technology, and scheduling operations around charging times. One challenge noted has been the need to continuously upgrade infrastructure and electrical capacity to support the growing number of electric buses and vehicles. Nonetheless, Santa Monica's comprehensive approach and early-adopter policies demonstrate that a steady transition across all departments is achievable, yielding long-term fuel use and reductions in greenhouse gas emissions.
 Culver City: Culver City has recently adopted an aggressive timeline for electrifying its municipal fleet, particularly in public transit. In 2021, Culver City approved a long-term Fleet Electrification Plan to convert its entire Culver City Bus transit fleet to 100% zero-emission electric buses by 2028. This target year aligns with regional initiatives (such as the Los Angeles County Transportation Electrification Partnership). It anticipates the 2028 Olympic Games, when many Southern California transit agencies aim to showcase clean transportation. Culver City has a history of utilizing alternative fuels; it was one of the first cities in the region to power its transit buses with compressed natural gas (CNG) starting in the early 2000s. Building on that foundation, the City has begun procuring battery-electric buses and installing the necessary charging infrastructure at its transportation facility. In September 2021, Culver City unveiled its first four battery-electric transit buses as a pilot, and those buses have since been integrated into service on city routes. The complete transition to electric buses will require significant infrastructure upgrades, including major electrical supply improvements and charging stations capable of simultaneously serving an entire fleet. Culver City's staff has prepared a detailed implementation blueprint outlining the phasing of bus replacements and the construction of charging facilities. Funding for this initiative is being assembled from multiple sources: local transportation funds, state grants (for example, via the CEC and CARB programs), and federal transit grants are all being pursued to cover the substantial costs of new electric buses and charging systems. Beyond transit, Culver City is also exploring the electrification of other city vehicles as part of its sustainability efforts, using lessons learned from the bus program to inform the transition of service trucks, pool cars, and public safety vehicles when feasible. Challenges faced by Culver City include the high upfront capital investment (the plan estimates a considerable cost to replace dozens of buses and build the charging infrastructure) and ensuring operational reliability during the transition, but the City's commitment has positioned it as a regional example of fleet decarbonization tied to broader climate and event-driven goals.
(These examples illustrate that while transitioning to an electric fleet requires careful planning and investment, many cities successfully make the change by leveraging outside funding and aligning the shift with policy goals. Sierra Madre can draw on these lessons, particularly in pursuing grants, starting with pilot projects, and investing in charging infrastructure early to avoid pitfalls and maximize the benefits of electrification.)

FISCAL IMPACT
Upfront and Lifecycle Costs
Electric vehicles (EVs) generally have higher upfront purchase costs-often 20–40% more than similar gasoline vehicles-but these are offset by lower operating costs over the vehicle’s service life. Federal tax credits ($7,500 for light-duty and up to $40,000 for heavy-duty EVs) and state incentives can significantly reduce the net capital cost of each vehicle, provided these programs remain available and are not phased out. If these credits expire, then the City’s net acquisition costs would increase, potentially requiring greater reliance on City funds.

Charging Infrastructure and Unknowns
The fiscal impact of installing charging infrastructure is still being determined. Costs vary by location and charger type (approximately $5,000 per Level 2 charger, $50,000 or more per DC fast charger, plus site-specific electrical upgrades). The City is exploring utility programs and grants to offset these costs, but the final funding mix and installation schedule are not yet set.

Additionally, the City’s fleet includes a range of vehicles-Public Works trucks, Police patrol vehicles, and Fire apparatus-with varying electrification readiness and charging needs. The suitability and timing for EV adoption in each department will be assessed as technology and funding options evolve.

Fleet Replacement Strategy and Funding Sources
Staff will need to develop a Fleet Replacement Strategy that aligns with the fiscal capacity of the General Fund, Special Funds (such as Gas Tax or Measure M), and Enterprise Funds (such as the Water Fund and Sewer Fund). The strategy should prioritize vehicle replacements based on total cost of ownership (TC) analysis, operational needs, and available external funding. This approach would ensure that electrification efforts do not overburden any single fund and that replacements could be scheduled in a fiscally sustainable manner.

Impact of Federal Tax Credits
The availability of federal tax credits is a critical factor. If these credits remain in place, then they will directly reduce the City’s capital outlay for EV acquisitions. If phased out, then the City would need to reassess the pace of fleet electrification and may need to increase budget allocations or seek alternative funding sources.

STRATEGIC PLAN CORRELATION
This initiative aligns closely with the City Council's adopted Strategic Plan 2025:

Goal 1 – Organizational Sustainability (OS)
 Objective 1.3: Driving Innovation
 Initiative OS 1.3.1: Conduct an Asset Inventory and Management Plan This initiative includes comprehensive inventory and useful life planning for all City assets, specifically referencing the modernization of fleet assets and long-term replacement planning with zero-emission vehicles.
(See: City of Sierra Madre Strategic Plan, Goal 1 – Organizational Sustainability, Objective 1.3, Initiative OS 1.3.1)
Goal 5 – Environmental Responsibility (ER)
 Objective 5.1: Reduce Greenhouse Gas Emissions
This objective supports actions that reduce the City’s carbon footprint, including the transition to electric vehicles.
(See: City of Sierra Madre Strategic Plan, Goal 5 – Environmental Responsibility, Objective

5.1)

ENVIRONMENTAL (CEQA
The actions contemplated in this report constitute a project categorically exempt from review under the California Environmental Quality Act (CEQA). Planning and policy efforts to comply with state vehicle regulations do not directly impact the environment. To the extent that physical changes will occur, such as installing electric vehicle charging stations at City facilities, those activities qualify for Class 1 and Class 3 categorical exemptions under CEQA. Class 1 (Existing Facilities, State CEQA Guidelines §15301) covers the minor alteration of existing public facilities involving negligible or no use expansion. Installing charging equipment and making electrical upgrades at city-owned sites falls within the regular operation of existing facilities with no expansion of use (similar to other routine utility additions) and is thus exempt. Class 3 (New Construction or Conversion of Small Structures, §15303) may also apply to the installation of limited numbers of new small equipment (such as electric vehicle chargers and related infrastructure), since these installations are accessory structures. Vehicle replacements themselves (retiring a gas vehicle and putting an EV into service in its place) do not constitute a “physical project” under CEQA, as this is a continuation of existing operations (using vehicles for City services) with no expansion of use-and in fact, fleet electrification results in a net reduction in emissions. Moreover, converting vehicles from combustion to electric will have a positive environmental effect by reducing tailpipe emissions of pollutants and greenhouse gases. There is no foreseeable significant adverse environmental impact associated with the fleet electrification program; on the contrary, the program will improve local air quality by cutting smog-forming emissions from City vehicles and should contribute to reduced noise levels (EVs are quieter).

To comply with CEQA, staff will document the applicable categorical exemptions as specific infrastructure projects, such as charger installations, are implemented. A Notice of Exemption will be prepared and filed for the overall fleet electrification initiative and the related infrastructure upgrades. This will cite the appropriate exemption classes to ensure transparency and proper recordkeeping of the City's CEQA review. None of the components of this program will trigger any exception to the use of categorical exemptions—for instance, the project will not impact any sensitive habitats or historic resources. In summary, the City's fleet electrification efforts are not only exempt from CEQA but also represent an environmentally beneficial action that aligns with CEQA's objectives of preventing environmental damage.

PUBLIC NOTICE
This item has been included in the regular agenda posting and distribution process. The agenda report and all related attachments are available for public review on the City's website If the Council directs staff to move forward with a formal Fleet Electrification Plan, additional public outreach may be conducted as part of the plan's development. This could include informational updates on the City's website or presentations at community meetings regarding our efforts to "green" the City fleet.

Any significant grants or major vehicle purchases related to this program will be presented to the Council for approval during a public meeting. Residents interested in this topic can provide their input during the public comment period of the Council meeting.

ATTACHMENTS

1. Official City Vehicle Asset List (2018)
Full inventory of City-owned vehicles by department, make, model, and fuel type. Used to assess replacement needs and determine compliance status under CARB fleet regulations.

2. CARB Advanced Clean Fleets (ACF) Regulation Fact Sheet Summary of ACF regulatory requirements applicable to municipal fleets, including compliance timelines, exemptions, and reporting obligations.

3. Zero-Emission Vehicle Funding Matrix
Overview of funding opportunities available from state, federal, and regional agencies for electric vehicle acquisition and charging infrastructure.

4. Southern California Edison Charge Ready Program Overview Describes SCE’s infrastructure incentives for commercial and municipal fleet charging, including support for make-ready upgrades and smart charger installations.

5. Clean Power Alliance Fleet Electrification Program Overview Details available grant funding, planning assistance, and implementation support offered to CPA member agencies to help electrify their fleets.

6. Fleet Electrification Case Studies – Operational Cost Savings Illustrative examples from other jurisdictions demonstrating reduced fuel and maintenance costs associated with EV adoption. Summarizes outcomes from initial deployments, as referenced in the Idaho Power commercial case studies.

7. Low Carbon Fuel Standard (LCFS) Credit Revenue Summary Brief explanation of how LCFS credits are generated, tracked, and monetized by municipalities through EV charger usage, and options for using third-party brokers to optimize credit sales.

City of Sierra Madre Confidential 5/1/2025 Page 1
YEAR MAKE MODEL CITY ID # NUMBER TYPE VIN # ACQUIRED COST GATE KEY ID
2024 Dodge Durango #92 1328869 4 Door 1C4SDJFT7RC198074 07/31/24 $ 45,500.00 2024 Ford PK - Ranger 1711860 Duty Man Vehicle 1FTER4BH9RLE48819 12/00/25 $ 36,600.00 2025 Ford PK - Ranger 5,105 1711861
Administration
Truck 1FTER4BH8RLE48925 12/00/25 $ 36,600.00
2020 Ford VA - Boom Truck 5,112 1328871 Boom Truck 1FDUF5GT8LEC32541 12/00/25 $ 110,000.00 2019 Ford F-250 Super Duty Replacing 5115 1677907 Utility Bed Truck 1FTBF2A65KEF13062 12/00/25 $ 40,000.00 2024 Dodge Durango #91 1328870 4 Door 1C4SDJFT1RC197955 07/31/24 $ 45,500.00 2024 Dodge Durango #90 1328868 4 Door 1C4SDJFT5RC198073 07/31/24 $ 45,500.00 2023 AM 185 CFM (Air Compressor) Utility 7H6BY11A7NA009328 03/15/23 $ 23,810.39 2022 Dodge Charger #2000 1630409 4 Door 2C3CDXATXMH678604 02/25/22 $ 37,281.50 2017 Chevy Silverado 1649249 1GB0CUEG3HZ167114 05/30/23 $ 38,000.00 2022 Chevrolet Silverado PU 1GCPWBEK5NZ154659 02/25/22 $ 36,840.20 2021 Ford Explorer #2099 8RCB624 Chief
2021 RAM 4500 #4042 1280137 AMB 3C7WRKBL0MG538737 08/13/21 $ 201,369.06 2021 Pierce Fire Engine #4100 1508697
p
Engine 4P1BAAGF0MA023632 01/19/22 $ 752,087.49
2020 Chevy Bolt EV 8REK996 Electric 1G1FY6S05L4116027 05/08/23 $ 29,860.45 2020 Chevy Bolt EV 8PAK979 Electric 1G1FY6S05L4109465 05/23/23 $ 29,194.95 2018 Ford Explorer #2096 1541592 UT 1FM5K8AR4JGA32515 03/05/18 $ 43,000.00 2017 Chevrolet Volt #1132 1445144 4 Door 1G1RC6S56HU189812 05/01/19 $ 19,833.08 2017 Ford F250 #5123 1550601 UT 1FDBF2A65HEC03675 07/26/18 $ 52,449.96 5111 2017 Ford F250 #5101 1547045 UT 1FTBF2A68HECO3674 05/15/18 $ 42,677.09 5101 2017 Ford Explorer #2095 1517992 UT 1FM5K8AR8HGC57210 09/20/17 $ 32,227.48 2017 Ford Explorer #2097 1517956 UT 1FM5K8AR1HGC57209 09/20/17 $ 32,227.48 2017 Ford f-250 #5118 1514706 PK 1FDBF2A65HEC22517 05/17/17 $ 39,640.00 2017 Ford f-250 #5111 1514704 PK 1FDBF2A65HEC22516 05/17/17 $ 39,640.00 2017 Catipiliar Backhoe 420F2 #5203 TRK CAT0420FEHWC02007 03/01/17 $ 110,000.00 2017 Ford Transit Van #5105 1514528 Van NMOLE6E79H1312702 03/18/17 $ 24,535.00 2016 Chevrolet Volt #5121 1445143 4 Door 1g1rd6s54gu137249 04/25/19 $ 20,319.66 2016 Ford F-650 #5124 1541284 Dump Truck 1FDNF6AY6GDA06041 03/16/2016 $ 86,103.13 5124 2015 Dodge Ram #4041 1328986 31A-AMB 3C7WRKBJXFG508582 02/10/16 $ 185,000.00 13725 2015 Ford Explorer #2092 UT 1FM5K8AR6FGB98705 10/09/15 $ 31,488.00 13715 2014 Pipe Hunter Sidekick #5234 MECH 374,104,132,832.00 7/14 $ 29,000.00 2014 Pipeh Trailer #5216 1443664 UTIL 1T9PU1419D9391832 7/14 $ 5,000.00 2012 Chevrolet Tahoe #2100 1405267 UT 1GNLC2E02CR244071 03/24/22 N/A 2011 Ford Crown Victoria #2093 1374076 4 Door 2FABP7BV7BX115727 9/11 $ 32,968.32 13717 2011 KME Pumper Engine #4200 1265492 FT 1K9AF4285BNO58048 10/10 $ 450,848.58 13726 2011 Ford E350 Van #3331 1357177 Van 1FMNE1BW1BDA09408 10/10 $ 23,255.68 13733 2011 Ford E350 Van #3332 1357173 Van 1FMNE1BWXBDA09407 10/10 $ 23,255.68 13734 2011 International Water Tanker #4600 1317087 TM 1HTWYSTJ0BJ324881 6/10 $ 270,107.92 13727 2010 Freightliner Vac-Con #5134 1359161 RIG 1FVAC7DX6BHAX1923 11/10 $ 401,418.31 2010 Chev Tahoe #2094 1304922 SUV 1GNLC2EBR157383 01/01/00 $ 32,592.43 13718 2010 Ford Focus #5120 1357883 4 Door 1FAHP3EN6BW122128 08/11/10 $ 15,367.31 13738 2010 Ford Focus #6121 1357884 4 Door 1FAHP3EN6BW122129 08/11/10 $ 15,230.31 13735 2010 Ford Focus #1122 1357882 4 Door 1FAHP3EN6BW122130 08/11/10 $ 14,567.31 13719 2010 Caterpillar 924H #5202 NA CAT CAT0924HCHXC01259 2/10 $ 139,923.28 2010 Pacific Tek Trailer #5215 1309070 Utility 1J9BU1014XL319376 4/10 $ 34,691.00 2009 Ford Ford #5 1330479 BOX 1FDWE35P09DA67752 2/10 $ 141,253.76 13728 2009 Ford` F250 #5116 1265468 Flatbed 1FDNF20519EB05136 01/01/00 $ 50,336.63 2009 Ford F350 4X2 #5102 1265472 Dump 1FDWF36559EB05142 12/09 $ 56,462.20 2009 Ford F350 4X2 #5103 1265473 Dump 1FDWF36559EB05143 12/09 $ 56,462.20 City of Sierra Madre Confidential 5/1/2025 Page 2
YEAR MAKE MODEL CITY ID # NUMBER TYPE VIN # ACQUIRED COST GATE KEY ID
2009 Ford F450 Dump #5107 1271618 31D 1FDAF46Y29EB05139 08/09/18 $ 39,588.92 2009 Ford F250 #5110 1265447 4 Door 1FTSW20549EB05137 9/09 $ 45,695.48 2009 Chevrolet Tahoe #4000 1335795 SUV 1GNEC03009R264702 9/09 $ 37,485.63 13729 2009 Ford Crown Victoria #2098 6GXR730 4D 2FAHP71V9X132625 8/09 $ 23,961.69 13720 2009 Westward Industries Interceptor III #5129 1321634 SCT 2w9mph6179s044118 4/09 $ 26,000.00 2009 Westward Industries Interceptor III #5126 1321635 SCT 2w9mph6179s044120 4/09 $ 26,000.00 2008 Dodge Charger #2055 1405268 4D 2B3LA43G28H220100 03/24/22 N/A 2008 Ford E450 #3389 1325341 BU IFD4E45S98DB29486 2/09 13736 2008 Ford E450 #3388 1325342 BU IFD4E45S98DB29487 2/09 13737 2008 New Holland Skid Steer #5210 LMU01734 2008 $ 18,000.00 2008 Kustom Signals GP-232 #5213 trl 1K9BM11108G118084
2007 Chevrolet Suburban #4044 1235550 SW 3GNGC26KX7G237330 7/07 13730 2006 Chevy c3500 #5119 1251255 PU 1gbhc39u86e202117 10/06 $ 29,600.00 2005 American Signal Message board #2201 trl 1A9AS232652228083 2005 Multi Quip Wisper-Watt #2200 trl ser 3783701 2200
2005 Universal Trailer Cargo trailer #2000 1237280 trl 1U9EV25245S078237 2003 Crysler Electric Car #2106 1069118 VA 5ASAG47442F027777 03/21/03 NA 2003 Chevy 1500 HD Crew cab #2101 1069139 PU 1GCGC13U53F131548 11/02 13722 2002 Chev 2500 HD #5115 1148006 UT 1GBHC24U92E280336 10/02 $ 30,000.00 2002 GEM Electric Truck #3101 1159953 UT 5ASAK27412F022734 3101 2002 Chevy Tahoe #5100 1069142 4D 1GNEC13Z72J326671 01/06/00 2002 Ford Crown Victoria #2090 4XPR424 4D 2FAFP71W72X155320 11/02 $ 22,234.00 13723 2000 Ford 1 Ton Pick Up #5109 1056050 UT 1FDWX36S5YEB50888 01/07/2000 $ 46,146.47 13731 2000 Ford Taurus #2103 2QEY875 4D 1FAFP5223YA243301 07/06/2000 13724 1999 CAT 924G - LOADER #5200 9SW00607
1999 Ford F350 Dump Truck #5117 1017593 PK 1FDWF36S2XEC89121 03/25/1999 $ 30,063.63 1998 Aztec Cargo trailer #4215 E 914264 TRL 4ZBUE0127WX001321 $ 10,000.00 4215 1999 Emergency One (E-41) CYCLONE II #4100 1031861 4ENGAAA8XX1009766 03/17/1999 $ 373,616.30 13732 1997 Ford C700 #5106 047334 PK 1FDYF80C0VVA23861 08/20/1996 $ 92,000.00 1997 GMC Sonoma #5105 047355 PK 1GTCS14X5VK515091 05/16/1997 $ 13,838.68 1997 Zieman Trailer #5216 1ZCT18E19VP19265 03/14/1997 $ 4,128.66 1996 Ingersol Rand Roller #5208 146,630.00 5208
1996 Ingersol Rand Air Compressor #5211 259911VJG282 5211 1996 Ingersol Rand Air Compressor #5212 263363UBG282 5212 1994 Ford Water Tender #5114 1155405 CC 1FDXR82E1RVA35234 09/23/03 $ 32,475.00 5114 1990 GMC C50 Boom Truck #5112 E272936 1GDM7D162LV509932 5112 1988 Honda Generator #5217 5217
1976 Lincoln Welder mechine #5205 5205
1965 Ford F250 Welder #5104 E170925 PK F25BR661233 5104 1958 Allis-Chamber Grader #5204 SE96113 DD3974 5204
Hyundai Hanjin Blue container #5300 HJCU709728
Jindo Orange container #5301 187-0315
Western-Waste Orange container #5302
Western-Waste Green container #5303
Mini-Moble Tan container #4301 W8517374
Mini-Moble Tan container #4302
City of Sierra Madre Confidential 5/1/2025 Page 3
ASSIGNED DEPARTMENT REQUIRED Notes Column1
Police Department
Public Works
Public Works
Public Works
Public Works
Police Department
Police Department
Public Works Air Compressor
PD Traffic
Public Works
Fire Department Non-Emergency
Chief
Fire Department Diesel
Fire Department
Administrative Electric
Administrative Electric
Police Department Gas
Police Department Gas/Electric
Utilities Department Gas
Public Works Gas
Police Department Gas
Police Department Gas
Public Works (Fac-Parks) Gas
Water Dept Gas
Public Works Diesel
Public Works Gas
Asministrative Gas/Electric
Public Works Utilities/Gas
Fire Department Gas
Police Department Gas
Sewer Gas
Sewer
N/A Cal Poly
Police Department Gas
Fire Department Diesel
Recreation Gas
Recreation Gas
Fire Department Diesel
Sewer CNG
Police Department (Sergeant) Gas
Public Works Director Gas
Building Inspector Gas
PD Gas
Water/Sewer Diesel
Water/Sewer
Sewer Dept Diesel Repurposed
Water CNG Auctioned 08/24/2022
Sewer CNG
Water CNG
City of Sierra Madre Confidential 5/1/2025 Page 4
ASSIGNED DEPARTMENT REQUIRED Notes Column1
Public Works (Water/Sewer/Gas) Unleaded
Utilities Director CNG
Fire Chief Gas
Police Department (Patrol) Gas VERIFY LIC
Water Gas
Water Gas
N/A Cal Poly
Laid Law CNG
Laid Law CNG
Street/Water Diesel
Public Works (Message)
Fire Department (BC)
Public Works (Water)
Police Department (Message)
Police Department (Light Tower) Diesel
Police Department (DUI Trailer)
Police Department
Police Department (Truck)
Public Works (Water)
Recreation
Public Works
Police Department (Police Chief)
Utility
Police Department (Lieutenant)
Public Works (Water/Sewer/Gas) Diesel
Public Works (Water/Gas)
Fire Department (S&R Trailer)
Fire Department (Engine 41)
Public Works (Sewer Jetter) Diesel
Public Works (Water)
Public Works (Compactor Trailer)
Public Works (Gas)
Public Works (Gas)
Public Works (Water)
Public Works (Water) Diesel
Public Works (Urban Forest) Diesel
PW Water Gen set
Public Works (Water)
Public Works (Water/Sewer/Gas)
Public Works (Water)
Sea Container (Storage)
Sea Container (Storage)
Public Works (Storage/Streets)
Public Works (Storage/Streets)
Fire Department (Storage)
Fire Department (Storage)
Advanced Clean Fleets Regulation
Accelerating Zero-Emission Truck Markets
Last Updated: June 2022
The following information summarizes the draft Advanced Clean Fleets (ACF) regulation, which is one part of a broader strategy to deploy medium- and heavy-duty zero-emission vehicles (ZEV) everywhere feasible. The regulation is still being developed and is subject to change.

Why do we need the ACF regulation?
The ACF regulation is part of a comprehensive statewide strategy to reduce emissions from transportation to protect public health and meet climate goals including economy-wide carbon neutrality by 2045 (https://www.ca.gov/archive/gov39/wp-content/uploads /2018/09/9.10.18-Executive-Order.pdf). The primary goal of the ACF regulation is to accelerate the market for zero-emission trucks and buses by requiring fleets that are well suited for electrification to transition to zero-emission vehicles where feasible. The regulation would contribute to the goal of achieving the Governor’s Executive Order N-79-20 (https://www.gov.ca.gov/wp-content/uploads/2020/09/9.23.20-EO-N-79-20-Climate.pdf) to reach:
 100 percent zero-emission drayage trucks by 2035
 100 percent zero-emission off-road vehicles and equipment by 2035, where feasible  100 percent zero-emission medium- and heavy-duty vehicles by 2045, where feasible Which fleets would the ACF regulation affect?
The regulation would apply to fleets performing drayage operations, state and local agencies, federal government agencies, and high priority fleets with at least 1 vehicle with a gross vehicle weight rating (GVWR) greater than 8,500 lbs. operating in California. High priority fleets are defined as an entity with $50 million or more in gross annual revenue or a fleet who owns, operates, or controls a total of 50 or more vehicles themselves or under common ownership and control. Only vehicles with a GVWR greater than 8,500 lbs. included in this total. The regulation affects medium- and heavy-duty trucks, off-road yard trucks and light-duty mail and package delivery vehicles.
1 | P a g e
What regulatory concepts are being explored?
Staff are exploring several concepts for manufacturers and certain fleets to begin making a full transition to zero-emission vehicles. The following is a summary of the proposed requirements:
 Manufacturers may only sell zero-emission medium- and heavy-duty vehicles starting 2040.
 State and local government fleets, including county, special district, and state agency fleets, would be required to ensure 50 percent of vehicle purchases are zero-emission beginning in 2024 and 100 percent of vehicle purchases are zero-emission by 2027.  For drayage fleets, starting 2024, only zero-emission trucks may be added to drayage service and legacy vehicles must be removed from drayage service at the end of their useful life. By 2035, all drayage trucks must be zero-emission.  High priority and federal fleets must comply with the Model Year Schedule or elect to use the optional ZEV Milestone Schedule to phase in zero-emission vehicles to their fleet:
o Model Year Schedule: Fleets must only purchase zero-emission vehicles beginning 2024 and must remove internal combustion engine vehicles at the end of their useful life.
o ZEV Milestone Schedule (Optional): Instead of the Model Year Schedule, fleets may elect to meet zero-emission vehicle targets as a percentage of the total fleet starting with vehicle types that are most suitable for electrification. The proposed schedule is laid out in Table A:

Table A: ZEV Milestone Schedule by Milestone Group and Year Percentage of vehicles that must be
zero-emission 10% 25% 50% 75% 100%
Milestone Group 1: Box trucks, vans,
buses with two axles, yard tractors, lightduty package delivery vehicles2025 2028 2031 2033 2035 and Beyond
Milestone Group 2: Work trucks, day cab
tractors, buses with three axles 2027 2030 2033 2036 2039 and beyond Milestone Group 3: Sleeper cab tractors
and specialty vehicles 2030 2033 2036 2039 2042 and beyond 2 | P a g e
How will disadvantaged communities benefit from the proposed ACF regulation?
This regulation will accelerate the deployment of zero-emission vehicles and the benefits they offer to communities most impacted by harmful truck emissions. Neighborhoods located near seaports, railyards, warehouses, and distribution centers are disproportionately affected by high truck traffic from medium- and heavy-duty trucks. One aspect of the proposed regulation proposed that by 2035, trucks entering the ports and railyards would need to be zero-emission, which will greatly benefit air quality in neighborhoods surrounding these locations. Nearly half of all the semi-trucks that travel on our freeways will need to be zeroemission by 2035 as well. This regulation will also affect the vehicles that operate directly in our neighborhoods such as delivery trucks, garbage trucks, and utility trucks. This will greatly reduce the harmful impacts of tailpipe emissions and disruptive noise on our streets. And as the demand for zero-emission vehicles increases and new fueling infrastructure is needed, various businesses throughout the zero-emission vehicle supply chain will create new job opportunities.

Can zero-emission trucks save vehicle owners money?
Yes, zero-emission trucks have lower operating costs than conventional trucks which can help offset the higher initial purchase price. These vehicles will also result in lower costs for scheduled maintenance. Today, the total cost of ownership in California may be comparable to conventional trucks for certain duty cycles and applications, without considering available grants or rebates. As components and battery prices fall and technology continues to improve, the total cost of ownership is expected to become more favorable.

The electricity cost to charge battery electric trucks varies based on how fast they charge, the utility rate, and the time of day. A calculator for estimating electricity cost is available at Battery-Electric Truck and Bus Charging Cost Calculator (https://ww2.arb.ca.gov/resources /documents/battery-electric-truck-and-bus-charging-cost-calculator). In many cases, a fleet owner may have little to zero net electricity cost after.

Low-Carbon Fuel Standard (https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuelstandard) credits are included. Additionally, the operational costs for hydrogen fuel cell electric trucks is expected to decrease as the demand for the fuel increases over time.

Is there funding for purchasing zero-emission trucks?
Yes, several funding programs are available to support the use of advanced technologies.

These programs are administered by state agencies, federal agencies, and local air districts.

For example, the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) provides point-of-sale rebates to help offset the upfront cost of advanced technologies like fuel cell electric and battery electric vehicles. A list of all vehicles that are currently eligible for funding is available at California HVIP (https://www.californiahvip.org/). For more information 3 | P a g e
about additional funding opportunities, visit CARB Incentive Programs (https://ww2.arb.ca. gov/our-work/topics/incentives) and the US Department of Energy’s Alternative Fuels Data Center (https://afdc.energy.gov/laws/state).

Technical and financial assistance for infrastructure is also available through several programs. The California Public Utilities Commission has approved plans for California utilities to support heavy-duty charging infrastructure installation pursuant to Senate Bill 350 (https://www.energy.ca.gov/rules-and-regulations/energy-suppliers-reporting/clean-energyand-pollution-reduction-act-sb-350). The California Energy Commission is also working to accelerate medium and heavy-duty vehicle infrastructure for both charging and hydrogen refueling. The recently launched EnergIIZE (energiize.org) program provides energy infrastructure incentives for commercial vehicle fleets.

Where can more information be found?
Information about the draft ACF Regulation and upcoming meetings, workshops, and events is available at the ACF Website (https://ww2.arb.ca.gov/our-work/programs/advanced-cleanfleets). Information about all medium- and heavy-duty zero-emission regulations, funding, and background can be found at ZEV TruckStop (https://ww2.arb.ca.gov/sites/default/files /truckstop/zev/zevinfo.html).

If you have questions or wish to obtain this document in an alternative format or language, call (916) 323-2927. For TTY/TDD/Speech-to-Speech users, dial 711 for the California Relay Service.
4 | P a g e
CHAIR AND COMMISSIONERS Reference No.: 4.32
August 18-19, 2021
Attachment A

Page 1 of 8 ends

ZERO EMISSION FUNDING MATRIX
The purpose of this matrix is to show state and federal programs supporting zero emissions vehicles (ZEVs) and infrastructure.

PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE AB 617

COMMUNITY AIR

PROTECTION

INCENTIVES
California Air
Resources
Board
Provides funding for projects with emissions
reduction benefits to communities identified
through AB 617 or AB 1550. Program aims to
prioritize zero-emissions infrastructure and
technology as a means to reduce toxics, criteria
pollutants, and GHGs, in projects in these
communities. This program is subject to annual
appropriation. The state has appropriated an
average of $234 million annually for the program
since 2017.
• Site hosts of electric vehicle charging equipment
at a business or workplace.
• Provides up to 70% of costs for publicly
accessible project; an additional 10 percent may
be added to those maximum values for projects
that serve ports, railyards, and other freight
facilities.
arb.ca.gov/ourwork/programs/commun
ity-air-protectionincentives

ADVANCED

TECHNOLOGY

DEMONSTRATION

PROJECTS
California Air
Resources
Board
Funds projects to help accelerate the next
generation of advanced technology vehicles,
equipment, or emission controls which are not yet
commercialized, demonstrating promising
technologies to reduce GHG and criteria pollutant
emissions. A sub-program under the Low Carbon
Transportation Program. Funding available varies
between $2 million and $30 million annually.
• Deployment of eligible commercially available
vehicles and equipment
• Production, installation, and supporting
infrastructure operations, maintenance
• Zero-Emission Freight and port drayage trucks,
including regional hauling
• Construction, deployment of pre-commercial
vehicles, equipment with high potential to be
commercialized
• Demonstration of the deployed vehicle
technology and infrastructure
• Renewable power generation and energy storage
that support vehicle, equipment, facility
operations and assist in managing energy
demand
• System efficiency upgrades including process
improvements
arb.ca.gov/ourwork/programs/lowcarbon-transportationinvestments-and-airquality-improvementprogram/low Advanced Technology
Demonstration Projects |
California Air Resources
Board
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

CARL MOYER

MEMORIAL AIR

QUALITY

STANDARDS

ATTAINMENT

PROGRAM
California Air
Resources
Board
Funds up to 75 percent of the eligible costs of
cleaner-than-required engines, equipment, and
other measures that reduce air pollution. Provides
over $60 million annually to air districts.
• Medium- and heavy-duty trucks and buses
• Infrastructure charging, including battery
charging stations, alternative fueling stations, and
shore power.

Up to 50% of all project costs are eligible for the program and 60% of costs if the project is publicly accessible. Also provides funding for electric, hydrogen, and Natural Gas vehicles.
arb.ca.gov/msprog/moye
r/moyer.htm

CLEAN CARS FOR

ALL PROGRAM
California Air
Resources
Board,
associated Air
Quality
Districts
Provides up to $9,500 to retire a car and purchase
or lease a new or used plug-in hybrid electric
vehicle, battery electric vehicle, or a fuel cell
electric vehicle. Funding subject to appropriation
and budgeted in the Low Carbon Transportation
Investments and Air Quality Improvement Plan.

Funding varies by district. The administering air
districts are South Coast, San Joaquin, Bay Area,
and Sacramento.
• Eligible vehicles are determined by the
administering air district
• Highest rebates are for low-income consumers
living in a disadvantaged community and who
choose the cleanest vehicle technology
arb.ca.gov/msprog/lct/ve
hiclescrap.htm

CLEAN VEHICLE

REBATE PROGRAM
(CVRP)
California Air
Resources
Board
Provides rebates up to $7,000 to purchase or lease
a new plug-in hybrid electric vehicle, battery
electric vehicle, or a fuel cell electric vehicle.

Funding subject to appropriation and budgeted in
the Low Carbon Transportation Investments and
Air Quality Improvement Plan. Funding offered on
a first-come basis. Approximately $50 million left
in funding as of February 2021, of which $25
million is reserved for increased rebates for lowand moderate-income individuals. • Available for individuals, businesses, or fleets
• Eligible light-duty vehicle technology types
include plug-in hybrid electric vehicles, battery
electric vehicles, and fuel cell electric vehicles as
well as zero-emission motorcycles
• Applicant and vehicle eligibility are determined
by program
cleanvehiclerebate.org/
eng/ev
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

CLEAN OFF-ROAD

EQUIPMENT

VOUCHER

INCENTIVE

PROJECT (CORE)
California Air
Resources
Board
Aims to accelerate deployment of cleaner freight
technologies by offsetting the higher cost of zeroemissions technologies in the early stages of commercial deployment. The program is intended
for on and off-road vehicles at ports, freight
facilities, and airports, as well as supporting
infrastructure. This program is subject to
appropriation; and the initial solicitation of $44
million in funds launched in February 2020 (now
closed). Vouchers have a cap of $500,000.

The program funds are applicable to freight equipment
powered exclusively by zero-emission technology,
including:
• On and off-road terminal tractors
• Transportation Refrigeration Units
Also provides funding for:
• Forklifts
• Container handling equipment
• Airport cargo loaders and tugs
• Railcar movers
• Mobile power units
californiacore.org
HYBRID AND ZEROEMISSION TRUCK

AND BUS VOUCHER

INCENTIVE

PROJECT (HVIP)
California Air
Resources
Board
Encourages and accelerates the long-term
transition to ZEVs in the heavy-duty market, as
well as supporting investments in other emerging
technology to achieve substantial greenhouse gas
reductions and help meet health-based ambient air
quality standards. HVIP supports on-road heavyduty advanced technologies with high adoption barriers, including zero-emission, plug-in hybrid,
electric power take-off, and engines certified to the
new 0.01 g/bhp-hr optional NOx standard. in
California. Vouchers are processed by approved
dealerships, allowing the discount to be passed on
to California fleets and operators at the point-ofsale. The program is subject to annual appropriation. HVIP is expected to re-open in
spring 2021 with at least $140 million.
• New and converted zero-emission vehicles,
battery electric or fuel cell
• Plug-in hybrids achieving 35 miles all-electric
range
• Trucks fitted with electric power take-off (ePTO)
• Engines certified to 0.01 g/bhp-hr NOx
• Voucher enhancements for transit and school
districts and vehicles based in a disadvantaged
community.
• Elevated voucher amounts for early adopters of
zero-emission drayage trucks through 2021.

Note: The sum of HVIP and all other public incentives
can cover up to 90% of vehicle costs for private fleet
vehicles and 100% for public fleets.
californiahvip.org
3 CHAIR AND COMMISSIONERS Reference No.: 4.32
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

LOW CARBON FUEL

STANDARD (LCFS)

PROGRAM ZEV

INFRASTRUCTURE

CREDITING
California Air
Resources
Board
Program includes “infrastructure crediting” which
gives credits directly to hosts of direct current
electric vehicle charging equipment, beyond
credits for dispensed fuel. Crediting for ZEV
infrastructure is based directly on the capacity of
the hydrogen station or EV fast charging site minus
the actual fuel dispensed. Funds come from the
LCFS credit market.
• Hosts of electric vehicle charging equipment at a
business or workplace. Qualified hosts are
defined as those responsible for transportation
fuel. Applies to EV fleet operators for fleets of
electric vehicles (including electric forklifts).

Chargers must be publicly accessible.
arb.ca.gov/ourwork/programs/lowcarbon-fuel-standard

VOLKSWAGEN

MITIGATION TRUST
California Air
Resources
Board
Funds cost-effective zero-emission transit, freight,
marine, and light-duty infrastructure projects to
ensure NOx reductions while supporting the
deployment of early commercial zero emission
technologies. State funds are about $423 million
total. The California Air Resources Board website
says that additional information about the funding
will be added to the site when available.
• Zero-Emission School Buses
• Zero-Emission Class 8 Freight and Port Drayage
Trucks
https://ww2.arb.ca.gov/o
urwork/programs/volkswa
gen-environmentalmitigation-trust-california

VOLKSWAGEN

ZERO EMISSIONS

VEHICLE

INVESTMENT

COMMITMENT
California Air
Resources
Board
Addresses the adverse impacts to California’s ZEV
program resulting from the sale of Volks Wagon
diesel vehicles equipped with emissions defeat
devices. Provides four 30-month cycles of
investment totaling $800 million for zero
emissions vehicles and infrastructure. Cycle 1
(2017) committed $120 million for zero emissions
infrastructure.
• Zero-emission charging infrastructure arb.ca.gov/ourwork/programs/volkswa gen-zero-emissionvehicle-zev-investmentcommitment

AIR QUALITY AND

AIR POLLUTION

MANAGEMENT

DISTRICT CLEAN

VEHICLE

INCENTIVES
California Air
Resources
Board, Various
Various Air Quality Management Districts and
associated authorities offer clean vehicle rebates
in addition to the state Clean Vehicle Rebate
Program.
• Eligible vehicles determined by air district. cleanvehiclerebate.org/ eng/ev/incentives/localrebates
4 CHAIR AND COMMISSIONERS Reference No.: 4.32
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

BLOCK GRANT FOR

MEDIUM- AND

HEAVY-DUTY ZEV

REFUELING

INFRASTRUCTURE

INCENTIVE

PROJECTS
California
Energy
Commission
The Medium Duty / Heavy Duty (MD/HD) Block
Grant Project will provide incentives for various
Medium Duty / Heavy Duty ZEV infrastructure
projects throughout California. Project funding is
forthcoming in mid to late 2021.
• Medium Duty / Heavy Duty charging
infrastructure
• Medium Duty / Heavy Duty hydrogen refueling
infrastructure
• Eligible projects and incentive amounts TBD.
energy.ca.gov/solicitation
s/2020-07/gfo-20-603-
block-grant-mediumduty-and-heavy-dutyzero-emission-vehicle CLEAN

TRANSPORTATION

PROGRAM
California
Energy
Commission
The program invests in a broad array of projects
which support adoption of cleaner transportation
powered by alternative and renewable fuels. Over
$384.2 million is budgeted over FY 2020-23 for
light, medium, and heavy-duty vehicles and
charging infrastructure. Note: this total includes
allocations for biofuels ($25M), workforce training
($7.5M), manufacturing ($9M), recovery &
reinvestment ($10M).
• Electric vehicles & charging infrastructure
Also provides funding for:
• Medium & heavy-duty vehicles (construction
equipment, buses, trucks)
• Biofuels
• Hydrogen Fuel Infrastructure
• Workforce Development
https://www.energy.ca.go
v/programs-andtopics/programs/cleantransportation-program

ZERO EMISSION

VEHICLE

INCENTIVES
California
Public Utilities
Commission
Various utilities and associated authorities offer
clean vehicle rebate and electric vehicle incentives.
• Eligible vehicles determined by public utility. https://www.cpuc.ca.gov /industries-andtopics/electricalenergy/infrastructure/zer o-emission-vehicles
5 CHAIR AND COMMISSIONERS Reference No.: 4.32
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

TRADE CORRIDOR

ENHANCEMENT

PROGRAM
California
Transportation
Commission
Provides funding for infrastructure improvements
on federally designated Trade Corridors of
National and Regional Significance, on California's
portion of the National Highway Freight Network,
as identified in California Freight Mobility Plan,
and along other corridors which have a high
volume of freight movement. Funds public freight
infrastructure improvements, including eligible
projects with zero-emission charging
infrastructure. Provides approximately $300
million per year in state funding and
approximately $515 million over 3 years in
National Highway Freight Program funds.
• Public zero-emission freight infrastructure
projects
catc.ca.gov/programs/sb1
/trade-corridorenhancement-program

ADVANCED

TRANSPORTATION

AND CONGESTION

MANAGEMENT

TECHNOLOGIES

DEPLOYMENT
Federal
Highway
Administration
The FAST Act (federal transportation funding
legislation) established the Advanced
Transportation and Congestion Management
Technologies Deployment Program to make
competitive grants for the development of model
deployment sites for large scale installation and
operation of advanced transportation technologies
to improve safety, efficiency, system performance
and infrastructure return on investment. Federal
Funds: $60 million/year.
• Advanced traveler information systems;
• Advanced transportation management
technologies;
• Advanced public transportation systems;
https://cms7.fhwa.dot.go
v/research/technologyinnovationdeployment/grantprograms 6 CHAIR AND COMMISSIONERS Reference No.: 4.32
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

ALTERNATIVE

FUELS CORRIDORS
Federal
Highway
Administration
Section 1413 of the FAST Act (federal
transportation funding legislation) designates
alternative fuel corridors to establish a national
network of publicly accessible alternative fueling
and charging infrastructure along national
highway system corridors. This program does not
provide direct funding, but corridor designation
adds priority for projects seeking funding through
the Congestion Mitigation and Air Quality
Improvement (CMAQ) funding program.
• EV Charging
• Other alternative fuels
• While this program does not provide direct
funding, corridor designation is a tool for ZEV
planning and may help leverage funding for
actual fueling station development.
fhwa.dot.gov/
environment/alternative_
fuel_corridors

CONGESTION

MITIGATION AND

AIR QUALITY

IMPROVEMENT

PROGRAM (CMAQ)
Federal
Highway
Administration
The FAST Act (federal transportation funding
legislation) provides from $2.3 - $2.5 billion in
CMAQ funding each year. (2016 – 2020). Funds are
apportioned to state DOTs and then distributed to
MPOs and RTPAs in air quality non-attainment and
maintenance areas to implement transportation
programs and projects that help meet Clean Air Act
requirements. Federal Funds: $2.499 billion.
• Diesel Engine Retrofits and Emissions Control
Technologies (including port equipment)
• Electric and CNG Vehicles and infrastructure
(including port equipment)
• Congestion Reduction and Traffic Flow
Improvements
https://www.fhwa.dot.go
v/fastact/factsheets/cma
qfs.cfm

TECHNOLOGY

ADVANCEMENT

PROGRAM
San Pedro Bay
Ports
The Ports’ Technology Advancement Program
(TAP) is focused on clean technologies and
associated infrastructure for port-related mobile
sources that operate in and around ports. The
program requires a 50% non-port funding match
for all projects. Based on the ports’ 2020 TAP
Annual Report, over $403 million has been spent
on the program since 2007, and approximately
$47.7 million in TAP funds were invested in 2020
program projects. There is no annual funding limit
listed.
• Zero- or near-zero emissions cargo-handling
equipment
• Near-zero and zero-emissions heavy-duty onroad trucks. • Hybrid, alternative fuel, or low emissions harbor
craft technologies
• Alternative fuel or low emissions ship
technologies
• Hybrid, near-zero, or zero emissions locomotive
technologies
https://cleanairactionp
lan.org/technologyadvancementprogram/#:~:text=The
%20Ports'%20Technol
ogy%20Advancement
%20Program,market%
20as%20quickly%20as
%20possible.
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PROGRAM AGENCY PURPOSE/DESCRIPTION ELIGIBLE PROJECT TYPES WEBSITE

DIESEL EMISSIONS

REDUCTION ACT
(DERA)
U.S.

Environmental
Protection
Agency
The Diesel Emissions Reduction Act, created under
the Energy Policy Act of 2005, awards up to $100
million annually in national grants to projects
which achieve significant reductions in diesel
emissions and exposure. Seventy percent of
funding is for projects using EPA or California Air
Resources Board (CARB) verified or certified
diesel emission reduction technologies. The
program also includes rebates funding vehicle
replacements and retrofits. 2020 funding for
projects totaled $46 million; the program was
reauthorized to continue into 2024.
• The grants fund zero emission vehicles, including
on-road vehicles such as drayage trucks,
locomotives, and marine vessels.
https://www.epa.gov/der
a

HYDROGEN FUEL
CELL

TECHNOLOGIES
OFFICE
U.S.

Department of
Energy
U.S. Department of Energy (DOE) announced
approximately $64 million in Fiscal Year 2020
funding for 18 projects that will support
the H2@Scale vision (H2@Scale is a U.S.

Department of Energy clean energy program) for
affordable hydrogen production, storage,
distribution, and use. These projects will fuel the
next round of research, development, and
demonstration (RD&D) activities under
H2@Scale’s multi-year initiative to fully realize
hydrogen’s benefits across the economy. Federal
Funds: $64 million.
• Modeling and analysis
• Materials compatibility Research and
Development
• Integration of hydrogen in the grid
• Safety and component Research and
Development
• Co-generation of hydrogen and added-value
products
• Technology performance verification.
energy.gov/eere/fuelcells
/hydrogen-and-fuel-celltechnologies-office
8 CHARGE READY TRANSPORT

PROGRAM HANDBOOK
Clean Energy to Fuel Southern California’s
v2.0 7/10/19 Medium-and Heavy-Duty Fleets
Program Overview�� 3 Program Objectives �� 5 Program Eligibility �� 6 Qualifying Electric Vehicles �� 7 Qualifying EV Charging Equipment�� 8 Rate Plan Options �� 9 Program Design and Detailed Activities �� 10 A. Funding Request�� 12

1. Program Enrollment Application 13

2. EV Acquisition Plans 14
B. Funding Reservation �� 15

3. Application Screening and Prioritization 16

4. Project Site Evaluation 16

5. Conceptual Infrastructure Design 17

6. Program Participation Agreement 17
C. Pre-Construction Commitments�� 19

7. Proof of Electric Vehicle Acquisition 20

8. Proof of Charging Equipment Acquisition 20

9. Rebate Assignment 20
D. Design & Build Phase �� 22

10. SCE Performs Detailed Site Design Work 23

11. Grant Final Easement 24

12. SCE to Request & Secure Permits 24

13. Construct Infrastructure 24

14. Participant Installs Charging Equipment 25
D. Design and Build Phase – Customer Builds�� 26

15. Participant Performs Detailed
Site Design Work 26

16. Grant Final Easement 26

17. Participant Requests and Secures Permits 27

18. Construct Make-Ready Infrastructure 27

19. Participant Installs Charging Equipment 28
E. Issue Rebates �� 29

20. Charging Equipment Installation Verification 30

21. Review Documentation & Issue Rebates 30

22. Complete Program Participation Survey(s) 30
F. Compliance Verification�� 31

23. Completion of Planned EV Acquisitions 32

24. Compliance with 10-Year Operation of the
Charging Equipment Commitment 32

25. Compliance with 5-Year Port Level Data
Sharing Commitment 32
Appendix�� 34 Glossary of Terms �� 35 Program Documents�� 39

TABLE OF CONTENTS
2 PROGRAM OVERVIEW
3 Disclaimer: This Handbook is intended for the convenience of the Program Participant. If there are any conflicts between this Handbook and any of the Program documents, including the CRTP Tariff, the Agreement or Quick Reference Guide, the terms of the relevant Program Document will govern.

PROGRAM OVERVIEW
SCE’s Medium- and Heavy-Duty Vehicle Charging Infrastructure Program was approved by the California Public Utilities Commission (CPUC) on May 31, 2018.1 The Program, also referred to as the Charge Ready Transport (or CR Transport) Program provides no-cost Electric Vehicle (EV) charging infrastructure and installation services to eligible SCE Customers acquiring medium- and heavy-duty vehicles, or non-road EVs for fleet applications.

The Charge Ready Transport Program supports both California’s greenhouse gas (GHG)-reduction goal and local air-quality requirements The Program assists customers with transitioning to cleaner fuels. by reducing their cost for the purchase and installation of required charging infrastructure, as well as providing rebates to offset the cost of charging stations for certain eligible participants. SCE has an important role to play in all market segments within its service territory. Because the medium- and heavy-duty, and non-road transportation segments are in various stages of technological development and market maturity, the Program is designed to help address some of the existing barriers to increased adoption in these segments.

Level of Funding and
Program Duration
The five-year Program has authorized funding of $342.6
million, which does not include an additional funding
amount allocated for Program evaluation.

The budget will be allocated in accordance with the
CPUC’s direction as follows:
• A minimum 15 percent to serve transit agencies;
• A minimum 25 percent to serve ports and
warehouses;
• A maximum 10 percent to serve forklifts;
• A maximum 10 percent allocated for program
management; and
• A minimum 40 percent to serve sites in
disadvantaged communities (DACs) or transit
agency sites not in DACs.

Program Goals
The primary goals of the Program include accelerating
transportation electrification within the medium- and
heavy-duty, and non-road vehicle segments. The
Program will strive to achieve 870 site-specific EV
charging infrastructure projects by 2024, supporting a
population growth of 8,490 EVs. This translates to an
average of about 10 EVs per project site.
1 Decision 18-05-040

PROGRAM OVERVIEW
4 How the Program Works
The CR Transport Program provides the infrastructure to support the installation of EV charging equipment
at no cost to the Program Participant (also referred to as the “Participant”).2 This presents a unique opportunity for those fleet operators that choose to acquire
EVs because the infrastructure required to support
the installation of EV charging equipment typically
represents a sizable investment.

Through this Program, SCE will design, construct
and install the necessary infrastructure on both the
utility-side and customer-side of the electric meter.

Participants are, however, responsible for the selection, purchase and installation of the EV charging equipment.

In addition to receiving the necessary infrastructure
to support EV charging equipment, this Program also
provides two additional rebate options. The Charging
Equipment Rebate is offered to eligible Participants in order to offset a portion of the costs associated with the purchase of the charging equipment.

The Charging Equipment Rebate is only available
to Participants that will be acquiring and operating
School Buses or Transit Buses anywhere in SCE’s
service territory, and to Participants who install
charging equipment at a project site that is located in a designated Disadvantaged Community (DAC) where the
Participant is NOT listed as a Fortune 1000 company.3
In all cases, to be eligible for the Charging Equipment Rebate, charging equipment must be selected from
SCE’s Approved Product List.

The second rebate option offered through this program
is referred to as the Make-Ready Rebate. This rebate
option is available to any Participant who chooses to
design, procure and install the customer side of the
meter infrastructure work. The Make-Ready Rebate is
intended to offset up to 80 percent of the costs that
SCE would otherwise incur for performing the work.

Every Participant will have the choice to perform this
work themselves and receive the rebate, or to have SCE
perform the work at no cost to the Participant.

Figure 1 describes the three segments of infrastructure work associated with the CR Transport Program.

As illustrated in Figure 1, the utility side of the meter infrastructure work includes all infrastructure from SCE’s distribution system to a new circuit panel that will be installed to support EV charging. This segment of work
is also referred to as the utility-side make-ready. SCE will always be responsible for designing, procuring, installing and maintaining the necessary infrastructure located on the utility side of the meter.

Figure 1 – CR Transport Program - Infrastructure Delineation 2 All work and facilities necessary for participation in this Program, as determined by SCE, in SCE’s sole discretion and in accordance with its applicable tariffs and design standards, including utility distribution Infrastructure (e.g., any new transformers, services, and meters) and Infrastructure installed by SCE on the Participant’s side of the meter (e.g., any new panels, stepdown transformers, conduits, wires, connectors, and any other hardware installed as part of this Program), excluding the purchase and installation of the actual EV charging equipment. 3 The fortune 1000 list is produced annually and includes the 1000 largest companies measured by revenue, compiled and published by Fortune Magazine.

PROGRAM OVERVIEW
5 Included with the utility side infrastructure work, SCE will set an interval data recording (IDR) meter to capture EV charging equipment consumption data. The meter will
track usage in 15 minute increments, and may also be
used for billing purposes.

The next segment of work involves the infrastructure
to be located on the customer side of the meter. This
work includes all infrastructure from the new panel
that will be set as part of the utility-side infrastructure work, up to the first point of interconnection with the Participant’s EV charging equipment. All Participants will have the option to have SCE perform the customer-side
infrastructure work (also referred to as the customerside make-ready) at no cost to the Participant, or alternatively, may choose to design, procure, install and maintain the customer-side make-ready infrastructure
themselves. If Participants choose to perform this work, they will be eligible for the Make-Ready Rebate.

The last segment of work includes the actual installation of EV charging equipment. Participants will always be
responsible for selecting, procuring and installing the EV charging equipment. If the equipment selected is listed on SCE’s Approved Product List (APL) and the Participant meets the Charging Equipment Rebate eligibility
requirements set forth above, the Participant will receive the Charging Equipment Rebate.

SCE will work closely with Participants to help inform
their decision-making and provide guidance throughout
the complex infrastructure selection and deployment
process while attempting to meet their operational
needs balanced with managing potential grid impacts.

PROGRAM OBJECTIVES
SCE developed the CR Transport Program to help California achieve its climate goals by reducing greenhouse gas (GHG) emissions while providing clean air and other benefits to the communities it serves.

Additional Program objectives include:
• Accelerating widespread EV adoption in segments
beyond light-duty vehicle classes;
• Helping to address key cost and complexity barriers
associated with the acquisition and installation of
charging infrastructure to support the growth of
commercial (non-light-duty) EVs including mediumand heavy-duty, and non-road vehicles used in goods and people movement;
• Facilitating the ability to collaborate with
stakeholders from the private, non-profit, and public
sectors that will provide expertise and funding for
vehicles and equipment;
• Seeking to enhance third-party business models so
that other market participants can successfully play
a long-term role;
• Prioritizing deployment of infrastructure in lowincome and disadvantaged communities; • Helping Participants evaluate their charging
equipment options and needs when expanding their
fleets and/or site infrastructure to include Plug-in
EVs and Transport Refrigeration Units (TRUs);
• Achieving the site and vehicle acquisition goals set
forth by the CPUC.4
4 D.18-05-040, Appendix C.

PROGRAM OVERVIEW
6 PROGRAM ELIGIBILITY
To be eligible for participation in the CR Transport Program, non-residential SCE Customers are required to own, lease, manage, or be the customer of record for the charging site where the equipment is to be installed. Applicants, if not the owner of the site at which the charging equipment is to be installed, are required to obtain consent from the property owner to install the equipment and agreement that the property owner will grant any required easements. All project sites must be located within SCE’s service territory.

In order to participate in the Program, Applicants are
required to complete an on-line enrollment Application.

Applicants that have previously participated in another Transportation Electrification Program offered by SCE
are still eligible to participate in this Program.

Participants will be required to procure or convert at
least two (2) electric on-road or non-road vehicles to
participate in the Program.5 Conversion of existing
vehicles may include, for example, converting or
retrofitting from gasoline- or diesel-powered vehicles to plug-in battery electric.

Participants will also be required to procure and install all vehicle charging equipment. Participants will be
required to purchase equipment that complies with
certain industry standards, as established by SCE,
in SCE’s sole discretion, as reflected on SCE’s APL, or otherwise approved by SCE for installation under this
Program. Use of non-standard charging equipment that
is not listed on the APL will only be allowed with SCE’s approval, but will NOT be eligible to receive the Charging Equipment Rebate.

SCE will review each Application received, and will
determine participation eligibility based on a number of factors, including but not limited to:
• The number and timing of EVs to be acquired
or converted;
• The size of the Applicant’s existing fleet;
• The number of projects approved for a similar
fleet sector;
• Applicant’s existing or planned on-site load
management technologies (such as solar, battery
storage, and vehicle-to-grid technologies, etc.);
• The overall complexity and cost of the project;
• Financial viability of the Applicant; and
• The level of remaining Program funds.6
If the project is accepted for participation in the
Program, SCE will present the Applicant with a Program
Participation Agreement. This Agreement must be fully
executed before SCE will reserve any Program funds.
5 Although a participant must acquire or convert a minimum of two (2) EVs to participate in the Program, the CPUC has set a goal and corresponding budget that reflects an average of 10 vehicles per site. Thus, Applicants that propose to acquire or convert a larger number of EVs may receive priority over those that propose to acquire or convert fewer EVs.
6 As established by available Program budget and vehicle sector allocations determined by SCE.

PROGRAM OVERVIEW
7 QUALIFYING

ELECTRIC VEHICLES
SCE’s CR Transport Program provides EV charging infrastructure to support various plug-in EVs and transport equipment across multiple end-use sectors for sites located throughout SCE’s service territory.

Eligible vehicle and transport equipment types
are classified into nine (9) sectors supporting both
on-road and non-road applications.

These include:
• Medium-duty vehicles;
• Heavy-duty vehicles;
• Transit buses;
• School buses;
• Forklifts;
• Airport ground support equipment;
• Port cargo trucks;
• Transport Refrigeration Units (TRUs); and
• Truck stop electrification.

Program eligible vehicles:
• Any commercial plug-in EV approved by SCE for use
in any of the sectors outlined above
• On-road vehicles with a gross vehicle weight
exceeding 6,000 pounds (class 2 - 8)
• Non-road vehicles (no specific weight class applies)
Participants will be required to lease, purchase or
convert at least two vehicles to electric in order to be considered for participation in the Program.7
7 Conversion of existing vehicles may include, for example, converting or retrofitting from fossil-fueled vehicles to plug-in battery electric.

QUALIFYING EV

CHARGING EQUIPMENT
EV Charging Equipment interconnects the electricity grid at a charging site to an EV, whether using alternating current (AC) or direct current (DC). Only Level 2 and DC Fast Charging (DCFC) equipment are eligible for installation under this Program. Level 1 charging equipment (typically delivered at 120 volts) is not supported under this Program. SCE will provide assistance to all Participants to help them evaluate their charging equipment needs and available options.

All EV charging equipment for on-road EVs procured by
the Participant must have charging-port-level networked common communication capabilities through WiFi or cellular and be capable of responding to price signals, and the recording of interval usage energy
consumption data. Participants installing EV charging
equipment that will be used to fuel on-road vehicles
are required to contract with an EV charging network

PROGRAM OVERVIEW
8 8
For reporting requirements refer to the “Charging Equipment Usage Data Monthly Report” instructions located in the Appendix of this Handbook.

A sample report template is also provided.
9 Technical requirements for both “standard” and “non-standard” equipment are included in the Appendix of this Handbook. 10SCE does not provide any expressed, implied or prospective warranty, including any warranty of merchantability or fitness for any particular use or application, of any EV charging equipment. The APL can be found in the Appendix of this Handbook. SCE reserves the right to modify the list at any time.

Figure 2: EV Charging Equipment Program Participation Eligibility Requirements provider to establish network communications with
each charging port and maintain those communications
for five (5) years from the in-service date of the charging equipment. Participants are required to pay any related costs or fees resulting from such services, for the full duration the contracted services.

Participants, or their Network Services Provider, at the Participants’ direction, are also required to provide
SCE with usage and other related data associated with
the charging equipment. The required information
must be electronically transmitted to SCE on a monthly
basis in the prescribed format.8 Aggregated data (not
attributable to any specific Participant) will be made
publicly available as part of SCE’s reporting to the CPUC and various industry stakeholders and will be used to
identify load management opportunities and enhance
potential vehicle-to-grid integration opportunities for future utility initiatives.

All Program-eligible EV charging equipment must
comply with certain standards and safety requirements,
and comply with SCE’s Charging Equipment Technical
Requirements.9 SCE has developed and will have
available an APL to help Participants select Program
eligible equipment.10 If the equipment selected by a
Participant is not listed on the APL, SCE will work with the Participant to determine if the equipment can
otherwise be approved for use under this Program.

The Charging equipment selected by a Participant will
follow one of two paths. The first path (Path 1) denotes equipment selection from SCE’s APL. The second path
(Path 2) denotes the selection of charging equipment
that is not listed on SCE’s APL. Path 2 is only available where there is no existing standard because industry
standards have not yet been established. An example of
charging equipment that might follow Path 2 includes
many that support the fueling of non-road vehicles.

These two different Paths are delineated in Figure 2,
which further describes the requirements for each.

Figure 3 relates to Figure 2, and attempts to help further define Program and rebate eligibility.

PROGRAM OVERVIEW
9 Figure 3: Decision Tree for EV Charging Equipment

RATE PLAN OPTIONS
Participants will be required to select a Time-of-Use (TOU) rate plan for the meter serving the EV charging equipment. All EV charging is required to be served on an applicable General Service (GS) TOU rate plan, or a EV TOU rate plan for the full ten (10)-year term of service. Several TOU rate plan options are available, and selecting the right plan for your fleet operations can best be accomplished by working with an SCE account representative.

The TOU rate plans available to a Participant vary, and will depend on several factors, all of which your assigned account representative can help to evaluate.

The suite of currently available EV TOU rate plans can be found online.11 Participation in a Demand Response program is NOT a condition of participating in the CR Transport Program. 11Rate plan options can be found at: www.SCE.com > Regulatory > SCE Tariff Books > Rates and Pricing Choices > General Service/Industrial Rates >.

PROGRAM ACTIVITIES
A detailed activity flow chart is provided in Figure 4, which outlines the 25 process steps from the initial starting point of submitting a Program application through the routine operation and maintenance of the EV charging equipment. Each step in the process is more fully described in this section of the Handbook. 10 Figure 4: Program Design – Activity Flow Chart
11 Optional participant program
termination at no additional
cost prior to this point

PHASE C
Pre-Construction Commitments
45 days
Proof of Electric Vehicle
Acquisition
Proof of Charging
Equipment Acquisition
Rebate Assignment
7 8
9 PHASE F
Verify Compliance
10 years
Completion of Planned
EV Acquisitions
Compliance with 5-Yr
Port Level Data Sharing
Commitment
Compliance with 10-Yr
Operation of Charging
Equipment
23 24
25 PHASE E
Issue Rebates
1 month
Charging Equipment
Installation Verification
Review Documentation
& Issue Rebates
Complete Program
Surveys
20 21
22 Reserve Funding
2 - 3 months

PHASE B
Application Screening
& Prioritization
Project Site Evalution
Conceptual
Infrastructure Design
3 4
5 Program Participation
Agreement 6
Request Funding
Applicant determines

PHASE A
Program Enrollment
Application 1
2 EV Aquisition Plans

PHASE D
SCE Builds Infrastructure
6 - 9 months
10 SCE Performs Detailed
Site Design Work
Participant Performs
Detailed Site Design Work
Grant Final Easement Grant Final Easement
SCE Requests
& Secures Permits
Participant Requests
& Secures Permits
Construct Infrastructure Construct Make-Ready
Infrastructure
Participant Installs
Charging Equipment
Participant Installs
Charging Equipment
11 12
13 14
15 16
17 18
19 Program Participant
LEGEND
1 SCE
1 OR PHASE D
Customer Builds Make-Ready
6 - 9 months

PHASE A
Funding Request
12 FUNDING REQUEST
13 Eligible customers can apply to participate in the CR Transport Program by submitting a Program Enrollment
Application which includes a vehicle acquisition plan.

These documents are further described below:

1. Program Enrollment Application
Eligible customers that wish to participate in the
Program are required to submit a completed on-line
Program Enrollment Application, which is located on the Charge Ready Transport Enrollment Portal.12
In order for a customer to be eligible to participate in this Program, they must agree to procure or convert at
least two (2) fleet vehicles to EVs; however, Applicants that propose to convert or acquire a greater number
of EVs will receive preference. Applicants will also be required to select charging equipment that meets
certain industry standards and safety requirements.

The application process will include gathering
information about the Applicant’s EV acquisition forecast and related charging equipment plans.

The Applicant will be required to provide a site plan
with the Application. The site plan should include
the proposed location of the EV charging equipment.

General guidelines for selecting the location for the
charging equipment include:
• Select a location in close proximity to the electric
facilities currently serving the site (this can help to lower infrastructure installation costs);
• Determine a convenient location for vehicle parking
while they will be charging (for both short and long
dwell times);
• Consider how vehicles move through the site, and
how to prevent the charging location from impeding
through-traffic;
• Consider locations where adequate parking exists
to serve the number of vehicles that will be
routinely charged;
• Consider any labor restrictions that may prevent
drivers from backing up vehicles, will a drive-through
type configuration be required;
• Consider vehicle charging needs beyond the initial
deployment, what future growth and expansion
might be taken into account;
• Consider the type of charging equipment that will be
used, the charging port to vehicle ratios, and desired
parking configurations surrounding the charging
stations. Will they be laid out in a radial fashion, be laid-out in rows, or other configurations;
• Consider the configuration of charging stations
themselves. Will they be overhead systems,
conventional pedestal mounted; wall mounted;
in-ground; etc.;
• For DCFC installations, consider proximity of
charging ports to the Power Conversion Units (PCU).

Following completion of the Enrollment Application,
Applicants will be required to upload additional
documents at the Charge Ready Transport Enrollment
Portal, including:

1.A site plan annotated with the desired location
of the charging equipment and vehicle parking
configuration(s);

2.A copy of the civil plan (requested, but not required).

SCE will evaluate all applications received and determine initial eligibility for Program participation. Applications will be accepted until SCE closes the Program due to
funds being fully subscribed or exhausted, or for any
other reason, in SCE’s sole discretion.

A. FUNDING REQUEST
12The Charge Ready Transport Enrollment Portal is located at www.sce.com/chargereadytransport

FUNDING REQUEST
14 2. EV Acquisition Plans
The Applicant’s EV acquisition plans will be captured
in the Application and are intended to reflect the
Applicant’s actual procurement plans (timing and
volume) for EVs over a ten (10)-year period. The EV
acquisition plan should be completed to the best of
the Applicant’s ability at time of application. Applicants should ensure their EV acquisition plans include a
minimum of two EVs to be on-site within 18 months.

SCE will leverage the information provided in the plan
and work directly with the Applicant in determining
what infrastructure may be needed, balanced by the
level of infrastructure that can be supported through
the Program given the quantity and timing of vehicles
to be procured. SCE’s goal is to design and install an
appropriate amount of infrastructure (neither under
nor overbuilt) that will be both used and useful during its installed life. In order to accomplish this goal, the EV acquisition plan needs to accurately reflect the number of EVs the Applicant plans to acquire.

The more EVs the Applicant proposes to acquire or
convert, in both the near and medium term, the greater
priority the application will be given.

Projects encompassing Truck Stop Electrification (TSE)
or providing infrastructure for Transport Refrigeration Units (TRU’s) do NOT need to submit a vehicle
acquisition plan, but are required to:

1. Along with a completing the program application,
complete and upload the “TRU and TSE Worksheet”
to the Charge Ready Transport Enrollment Portal.13
13The TRU and TSE Worksheet is included in the Appendix of this Handbook.

PHASE B
Funding Reservation
15 FUNDING RESERVATION
16 Program funds will be reserved for each approved
project following the completion of the following
activities (Steps 3-6).

3. Application Screening and Prioritization
After receiving a completed Enrollment Application, SCE will screen and prioritize each application.

SCE will review each received application, and based
on a number of factors, including but not limited to,
the number and timing of vehicles to be acquired, the
financial viability of the Program Applicant, the size
of the existing vehicle fleet, overall complexity and
cost of the project, existing or planned on-site load
management technologies (such as solar, battery
storage, or vehicle-to-grid, etc.), and the remaining
Program funds.14 These factors and others will all be
used to prioritize and determine if the project will be accepted for further consideration.

If SCE determines the project will move forward to
the next step, based on the information provided in
the application, SCE will schedule a site visit in order evaluate the site, discuss the project with the Applicant and develop a conceptual infrastructure design
(conceptual design).

4. Project Site Evaluation
Applicants may be requested to participate in the site
evaluation activity. SCE will request that someone
familiar with the site, the vehicles, and the proposed
project, typically the Facility Manager or Yard Manager, participate during the site visit.

If the Applicant has already decided which charging
equipment it plans to purchase, the Applicant should
email a copy of the charging equipment product
specification sheet(s) to SCE at
[email protected], in advance
of the scheduled meeting. SCE also recommends that
the Applicant’s charging equipment supplier attend the
site assessment if possible.

SCE’s team will leverage the site plans, sketches,
and drawings provided by the Applicant to perform
additional planning and design activities. The SCE team is typically comprised of a T&D infrastructure Project
Manager, an engineer from one of SCE’s design firms
that performs the customer-side make-ready design
work, and a SCE field inspector that is able to assess and evaluate the existing distribution facilities that are at or near the site.

During the visit, the SCE team will lay the groundwork
for developing a conceptual infrastructure design. This includes identifying where SCE will bring in power;
where the charging equipment will be located; visually
laying out the foot print of the planned location for
equipment; looking at and evaluating the area where
the vehicles are going to charge; and developing a
physical infrastructure layout. SCE will also evaluate the existing distribution infrastructure and the site’s existing service connection; assess the possible integration
opportunities with on-site or planned distributed energy resources (i.e., solar, battery storage, etc.). If feasible, SCE will use the site’s existing service connection to
reduce costs. Regardless of whether SCE can use the
existing service connection or the site requires a new
service connection, SCE will install a separate meter for the new EV load at each participating site.

During the site visit, SCE representatives may
determine that the Applicant’s proposed location for
the installation of infrastructure would be more costly than other alternatives identified by SCE. The Applicant and SCE will discuss in good faith appropriate alternate locations for a more cost-effective installation.

B. FUNDING RESERVATION
14As established by available budget and vehicle sector allocations authorized by the CPUC and further delineated by SCE. 15Please include your application number in the subject line, e.g. CRT-2019-xxxx, followed by “STEP 4”).

FUNDING RESERVATION
17 5. Conceptual Infrastructure Design
The conceptual design will be completed after SCE
performs the initial site assessment and determines that the project may move forward for final consideration.

SCE will utilize the information collected during the site visit (photographs, sketches, measurements, notes, and
any additional information that may have been provided
by the Applicant or its representative), combined with
additional off-site due diligence activities (i.e., engaging the local AHJ regarding permitting requirements,
ensuring there are no environmental issues associated
with the construction area, etc.) in order to draft the initial Design for the project.

SCE will also prepare high-level cost estimates for
the utility-side and customer-side infrastructure,
engineering, design and permitting. This cost estimate
will then be reviewed to ensure it meets Program
cost thresholds.

If the proposed project meets Program criteria and
cost thresholds, SCE will provide the Design exhibit
to the Applicant for approval. The Applicant will be
requested to accept and approve the Design within ten
(10) calendar days of receipt. If the Applicant does not approve the design, the Applicant must work with SCE
to reach agreement on alternate potential lay-out or
withdraw its application.

Applicants are also responsible for notifying SCE of
any other infrastructure projects that are planned or
underway at the site. Any infrastructure projects could potentially impact the designs provided by SCE. If the
Applicant is not the site owner, the Applicant will need to communicate with the site owner to verify and share the information with SCE.

At this stage, the Applicant must decide if it will elect to design, build, and install the customer-side makeready Infrastructure or have SCE perform the work.

Applicants should also review the sample “Grant
Easement” document to better understand how the
project easement document(s) will be structured. If the Applicant is not the site owner, the Applicant should
share the sample Grant Easement16 with the owner.

6. Program Participation Agreement
Following the Applicant’s approval of the conceptual
designs provided by SCE, and SCE’s decision to approve
the project, the Applicant will be presented with a
Program Participation Agreement (Agreement).

Before executing the Agreement, the Applicant must
affirmatively commit to and communicate the specific
charging equipment that will be purchased and installed, as well as to a final proposed vehicle acquisition plan.

SCE will include these elements in the Agreement for the Applicant’s final review and signature. Applicant must
also notify SCE of any change in the volume or timing of planned EV acquisitions.

The Applicant may choose to withdraw its application,
or cancel any further participation in this Program upon providing notice to SCE at any time prior to submission of a signed Agreement. Once an Agreement is signed by
the Applicant, and executed by SCE, Program funds will
be reserved and the Program Applicant’s status moves
to Participant.

Within forty-five (45) calendar days of the date funds
are reserved for the project, Participants are required to provide the following:

1.Documented proof of procurement of at least two
new EVs that will be onsite within 18 months, or
proof that the Participant has converted at least
two fossil-fueled vehicles to EVs.17 Vehicle procured
or converted after January 20, 2017 (the date SCE
filed its request to implement the MDHD Program),
but prior to May 2019, will be evaluated on a
case-by-case basis, and depending on the specific
circumstances surrounding those EV acquisitions,
a determination will be made by SCE regarding
Program applicability.

2.Proof of procurement of ALL vehicle charging
equipment designated for the project.

3.A completed “Rebate Assignment Form,” where
applicable. This form is used to capture the
information necessary for SCE to process and remit
applicable rebate payments.

Participants may be granted an extension beyond the
forty-five (45) day window at SCE’s sole discretion.
16A sample Grant Easement is included in the Appendix of this Handbook. 17With the exception of projects related to Truck Stop Electrification and infrastructure to support Transport Refrigeration Units, where proof of vehicle procurement is not required. Further details about the required documentation are included in Step 7.

FUNDING RESERVATION
18 Participants will be bound to the contractual obligations specified in the Agreement once executed. Deviation
from these obligations may lead to cancelation of
participation and trigger activities leading up to, and including, SCE’s pursuit of direct reimbursement of
certain Program related expenditures. If the Participant fails to comply with the terms and conditions set forth in the Agreement, SCE may terminate participation in the
Program by sending the Participant a notice of default.

If the issues specified in the notice remain uncured
for five (5) business days from the Participant’s receipt (except for safety or security violations, in which case, SCE may terminate the agreement immediately and take
all actions, including, but not limited to, disconnecting the vehicle charging equipment), SCE may terminate
the Agreement and Participant’s continued participation in the Program. Such cancellation may result in the
Participant owing SCE reimbursement for Programrelated expenditures, as set forth in the Agreement.

SCE may seek reimbursement of certain costs if the
Agreement terminates, due to Participant’s actions
or inactions, prior to the end of the 10-year Term of
Service. For example, Participant is liable for SCE’s costs if the Participant, after executing the Agreement (1)
elects to terminate its participation in this Program,
or (2) SCE terminates the Agreement because of
Participant’s noncompliance with the Program
requirements (as described above) or other material
breach of the Agreement. Under these conditions,
the Participant will be responsible for reimbursing
costs incurred by SCE in connection with deploying
the Infrastructure at the participating charging site on a prorated basis (over the 10-year Term of Service),
including any Rebate Payment(s) (if already paid), within 60 days from the termination date.

Participants may not assign the Agreement without
prior written consent from SCE. If SCE grants consent,
the Participant’s successor in interest will be required to assume all rights and obligations of the Agreement for
the remaining duration of participation commitment.

Any assignment and assumption relating to transfer of
interests shall be in a form acceptable to SCE.

PHASE C
Pre-Construction Commitments
19 PRE-CONSTRUCTION COMMITMENTS
20 The following outlines key activities to be completed by a Participant following the execution of the Agreement
(steps 7-9).

7. Proof of Electric Vehicle Acquisition
Within forty-five (45) calendar days of the date funds are reserved for the project, the Participant will be required to provide proof of lease, purchase or conversion of
a minimum of two EVs.18 All documents should be
scanned and uploaded to the Charge Ready Transport
Enrollment Portal.19 Proof of acquisition can be satisfied by providing a scanned copy of the itemized purchase or lease agreements. The purchase or lease agreement(s)
must include:
• Execution Date;
• Lease term (if leased);
• EV dealer(s) name and address;
• Model numbers and quantity of EVs purchased,
leased or converted;
• Payment status (paid or payment terms);
• Expected vehicle delivery date (two of which must be
within 18 months);
• Payment status (paid or payment terms).

8. Proof of Charging Equipment Acquisition
Within forty-five (45) calendar days of the date funds are reserved for the project, Participants will be required to provide proof of purchase for ALL vehicle charging
equipment designated for the Project. The Participant
may request a limited extension of this procurement
period by submitting an extension request in writing
prior to the expiration of the initial 45 day period. SCE may, at its discretion, extend a Funding Reservation
beyond the initial 45 days, if, in SCE’s sole judgment, the Participant is actively seeking to complete procurement of the charging equipment.

Participant’s required activities to complete this step include submission of all required documents scanned
and uploaded to the Charge Ready Transport Enrollment
Portal. Required documentation includes:

1.Submission of a copy of the purchase order, paid
invoice, or sales receipt for charging equipment
(separately listed purchase price for the charging
equipment from any installation costs). The receipt
should include the purchase date, the make, model
and serial #’s of the charging equipment, expected
delivery date and individual unit pricing;

2.Submission of a copy of the Network Service
Agreement, which is required if any of the to-beinstalled charging stations will be used to fuel on-road electric vehicles;

3.For non-standard charging equipment, submission
of a copy of a Nationally Recognized Testing Labs
(NRTL) Safety Performance Evaluation Test
Report; and

4.For non-standard equipment, submission of
a signed copy of the “Technical Standards for
Nonstandard Charging Equipment”.

9. Rebate Assignment
Within forty-five (45) calendar days of the date funds
are reserved for the project, rebate-eligible Participants are required to complete the on-line Rebate Assignment
Form and upload copies of the IRS form W9, and
C. PRE-CONSTRUCTION COMMITMENTS
18Projects involving TRU or TSE will not require a vehicle acquisition plan, but instead are required to submit a completed “TRU and TSE Worksheet”.

The worksheet can be accessed from the Charge Ready Transport Enrollment Portal. 19Related documentation can be uploaded to the Charge Ready Transport Enrollment Portal at www.sce.com/chargereadytransport

PRE-CONSTRUCTION COMMITMENTS
21 if applicable, the CA 590 to the Charge Ready Transport Enrollment Portal. The Rebate Assignment form and tax forms are used to collect the necessary information in order for SCE to process and remit the rebate payments.

Once rebates are processed, a single rebate check will be issued. If the Participant qualifies for the Charging Equipment Rebate and the Make-Ready Rebate, a single check will be made out and issued to the Participant without the ability for the Participant to designate an alternate recipient. If the Participant is to only receive the Charging Equipment Rebate, the Participant will have the option to assign an alternate (eligible) payee.20
Rebate-eligible Participants are required to:

1.Complete the on-line Rebate Assignment Form;

2.Upload a copy of a completed and signed copy of IRS Form W-9; and

3.If applicable, upload a completed CA Form 590.
20Alternate payee must be registered with a valid SCE SAP Vendor ID.

PHASE D
Design & Build Phase
22 DESIGN & BUILD PHASE
23 The design and build phase will commence following
completion of the pre-construction commitments
outlined above. For any infrastructure installed by SCE, the amount and extent of equipment to be installed for
future EV fleet expansion will depend on various factors including costs and the time-frame for expected
vehicle deliveries.

Steps 10-14 outline the activities included when SCE
performs the customer-side make-ready infrastructure
work, and steps 15-19 outline the activities if and when the Participant elects to perform the customer-side
make-ready infrastructure work. Participants will either follow steps 10-14 or steps 15-19, but not both.

10. SCE Performs Detailed Site Design Work
Following the execution of an Agreement, and upon
receipt of all required Pre-Construction requirements,
SCE will commence drafting detailed design plans and
developing final cost estimates.

To build on the established conceptual design, SCE will send a survey crew to the project site to gather more
detailed information needed to develop a technical site design (preliminary design). The survey crew will take
more detailed measurements and perform activities,
such as identifying any existing underground utilities
or infrastructure that may impact the planned build
location. The team will then create a base map that
will include the specific location of the charging
equipment infrastructure.

SCE team members will leverage site drawings, maps
and files and incorporate any other required design
elements such as ADA requirements and potential
guidelines set forth by the AHJ to create a digital civil plan map for the site.

These activities will result in the development of a
preliminary design, which will typically match the
conceptual design originally presented to the Applicant.

In some cases, modifications to the design might be
necessary. If, for example, during the site visit SCE’s survey crew finds underground obstructions by
using ground penetrating radar, relocation of some
infrastructure indicated on the design would be
required. Another example might include proposed
changes that arise in discussions with reviewing the
designs with the AHJ, which could lead to either small
or significant changes from the original planned layout. Any of these types of changes will be reflected the revised designs. Any significant changes deviating from the design originally presented to the Applicant will be discussed when SCE presents the preliminary design.

Any additional agreed-upon final changes proposed by
the Participant or SCE will be made during
this discussion.

The Participant will complete their review and approval of the preliminary design no later than ten (10) calendar days following receipt. Approval can be provided
during the meeting or via email within the requested
timeframe.21 SCE cannot move forward with any further
construction-related activities until this sign-off
is complete.

After receiving approval of the preliminary design, SCE will finalize the plans and submit them to the AHJ for
plan check and permitting. SCE may be required to make
minor changes to the Participant-approved preliminary
designs based on any potential feedback and/or
required changes received by the AHJ. If the changes
required are significant they will be discussed with and agreed to by the Participant. If the changes are not
significant, SCE will incorporate them into the drawings.

Once changes to the design are finalized, it will become D. DESIGN & BUILD PHASE
21Email a copy of the preliminary design signed for approval to [email protected]. Please include your application number in the subject line, e.g. CRT-2019-xxxx, followed by “STEP 10”.

DESIGN & BUILD PHASE
24 the final design. SCE will prepare the legal description for the easement based on the final design. Easement
documents will then be provided to the Participant and/ or the Property Owner, if different, for execution.

11. Grant Final Easement
The Participant is required to execute and notarize the easement, or, if Participant is not the property owner, ensure that the property owner executes and notarizes
the easement. Participant shall return the original
signed easement to SCE within thirty (30) calendar days from the date of receipt.

Participants are required to:

1.Email a copy of the notarized agreement to
[email protected];
22 and

2.Return the original signed and notarized agreement
to SCE following the directions provided. The
original signed and notarized agreement is needed
so that it may be recorded with the appropriate
county. Counties will not record copies or PDF
documents. The documents are typically returned
to SCE via US Mail or courier (FedEx, UPS etc.) to
SCE’s Real Properties department or to its Contract
firm (i.e., Spectrum Land Services). Specific mailing
instructions will be included with the easement
documents when provided to the Participant.

Once received, SCE will have the executed easement
recorded and filed. SCE cannot move forward with any
further construction-related activities until the necessary easements have been granted. Once final easements
have been granted, SCE will initiate the plan check and permitting process.

12. SCE to Request & Secure Permits
SCE will submit its construction plans to the relevant AJH to secure all necessary reviews, approvals and permits
for the work it performs.

The Participant may be required to sign permit
application documents as may be required by the AHJ.

If this is required, SCE will work with the Participant to submit the applications.

SCE must obtain all necessary easements and permits
before SCE can initiate any construction work.

After permits are obtained, SCE will provide the
Participant with the information necessary to establish a new SCE Service Account. Participant should discuss rate options with their SCE account representative.

13. Construct Infrastructure
SCE will design, procure, construct and maintain the
necessary equipment on both the utility-side and
the customer-side of the meter up to the first point
of interconnection with the planned location of the
Participant’s charging equipment.

The utility-side and customer-side infrastructure typically includes transformer upgrade (when necessary), service
drop, meter panel/socket, circuit panel, conduit, and
wires up to the point of first interconnection with
Participant-procured charging equipment.23
There are generally four phases of construction,
which include:
• Phase 1: Construction of the infrastructure on the
customer-side of the meter. This is the infrastructure
from the new meter panel to the first point of
interconnection with the Participants EV
charging equipment.
• Phase 2: Utility-side civil construction, including
underground ducts and structures.
• Phase 3: Energizing the site. This will not occur until all hard construction from Phase 1 & 2 is complete.

All circuits will be checked for proper voltage up
to each make-ready stub. At this step a charging
equipment commissioning report is generated to
verify this final check and that proper voltage
is present.
• Phase 4: Charging Equipment Installation. Procuring,
installing and maintaining the vehicle charging
equipment will always be the responsibility of
the Participant.

Once SCE completes the installation of infrastructure on the utility-side of the meter and, when applicable, the 22Please include your application number in the subject line of the email, e.g. CRT-2019-xxxx, followed by “STEP 11”. 23A visual representation of this segment of work is included in Figure 1.

DESIGN & BUILD PHASE
25 customer-side make-ready, the Participant is required to provide approval of the work.

Within fifteen (15) calendar days after SCE provides
notification of the completion of the infrastructure work, Participants are required to provide SCE with approval
of the work performed by emailing a signed copy of the
“Infrastructure Acceptance and Approval Certificate”24 to [email protected].
25 The Participant is responsible for contacting the SCE call center and requesting a service “turn-on” for the newly metered Service Account.

14. Participant Installs Charging Equipment
Participants will be required to install the vehicle
charging equipment within 20 calendar days from the
completion of the utility-side and customer-side of the meter infrastructure work.

Participants are also required to comply with
the relevant items in the CPUC’s Transportation
Electrification Safety Requirements Checklist.26
Following the completed installation of the charging
equipment, the applicable inspection process will take
place. If the AHJ does not provide a formal inspection
process, the Participant must hire a licensed third-party inspection firm to inspect and approve the installation.

The third-party inspection must perform any and all
of the inspections that would typically be handled by a building & safety inspector.

Once the inspection is complete, Participant shall notify SCE in order to trigger the scheduling of a verification site visit.

1.A copy of the installation permit and evidence of
final inspection;

2.A copy of the final invoice for the purchase of the
charging equipment;

3.A copy of the final equipment installation invoice
(in all cases the equipment purchase price MUST
be separately listed from the equipment
installation costs);

4.A copy of the “Charging Equipment
Registration Form”27;

5.A copy of the “EVSE Commissioning Report”;

6.If the charging equipment procured was NOT listed
on SCE’s APL, the Participant is also required to
provide a copy of the Field Listing Inspection Report.

Additionally, any charging equipment that is publiclyaccessible must be reported by the Participant to the US Department of Energy’s EV Charging Station Locations
mapping tool.28
If the charging equipment procured by the Participant
was not listed on the APL, SCE may choose to perform
an equipment commissioning test. If this test is to
be performed, SCE will work with the Participant to
schedule and coordinate such testing.
24Form copy located in the Appendix of the Handbook.
25The Infrastructure Acceptance Form can be found in the Appendix of this Handbook. Please include your application number in the email subject line, e.g. CRT-2019-xxxx, followed by “STEP 13”).
26The Safety Requirements Checklist applies to CPUC-Approved Transportation Electrification Programs and can be downloaded from:
www.cpuc.ca.gov/WorkArea/DownloadAsset.aspx?id=6442458882. 27A sample of Charging Equipment Registration form can be found in the Appendix of this Handbook. 28Accessible at: https://www.afdc.energy.gov/fuels/electricity_locations.html#/find/nearest?fuel=ELEC

DESIGN & BUILD PHASE
26 Although the CR Transport Program provides utilityside and customer-side of the meter make-ready infrastructure at no charge, Participants may elect
to instead design, procure, build and maintain the
customer-side make-ready infrastructure themselves.

Participants choosing this option will be responsible
for managing and coordinating all related work. If
Participants elect this option, they will receive the
Make-Ready Rebate, which is intended to cover up to
80 percent of the cost SCE would otherwise incur.29 The actual rebate amount will be determined by SCE on a
site-by-site basis.

If the Participant chooses this option, SCE will still
design and install the utility-side infrastructure up to the new meter panel and will work with the Participant
to coordinate the infrastructure interconnection.

Construction activities must also comply with the
Transportation Electrification Safety
Requirements Checklist.30

15. Participant Performs Detailed
Site Design Work
Participants selecting to install the customer-side
make-ready infrastructure will be required to design,
purchase, construct and maintain the Infrastructure and are required to follow applicable ADA requirements and
guidelines set forth by the AHJ.

Participants will need to create a base map and civil plan (map), for both the location of the customer-side makeready and the location of the charging equipment, and provide copies to SCE as soon as possible so that the
utility-side infrastructure design work can commence.31 SCE will then draft and share its preliminary utility-side infrastructure design with the Participant via email.32 The Participant will be required to submit approval within
ten (10) calendar days before SCE will move forward
with construction.

The Participant is required to submit the following
documents aggregated into a single email and
submitted to [email protected].
33 1.A copy of the base map detailing the make-ready
infrastructure design (include E-sheet and load
calculations and following SCE’s “CAD
File Requirements”34

2.A copy of the civil plan in .pdf file format;

3.A copy of the estimated construction costs broken
out into three different categories. These include 1)
design and engineering costs, 2) permitting costs,
and 3) construction costs;35

4.A copy of the approval of SCE’s utility-side
infrastructure design (sign design and attach .pdf
copy in the email).

D. DESIGN AND BUILD PHASE

CUSTOMER BUILDS
29Participants choosing this option will eligible for a rebate which will be the lesser of: (a) 80 percent of the Participant’s actual installation cost or (b) 80 percent of the average utility direct cost for installing the customer-side make-ready infrastructure for the relevant sector. 30The Safety Requirements Checklist applies to CPUC-Approved Transportation Electrification Programs and can be downloaded from:
www.cpuc.ca.gov/WorkArea/DownloadAsset.aspx?id=6442458882. 31The Base Map might be the same conceptual design that SCE provided the Participant, or their own full preliminary working drawings for the construction work. See also the Site Plan Job Aid and Civil Plan Sample included in the Appendix of this Handbook. 32Typically takes 3 to 4 weeks for SCE to create a preliminary design, and another two weeks after Participant’s approval of the preliminary design to create the final.
33Please include your application number in the subject line of the email, e.g. CRT-20xx-xxxx, followed by “STEP 15”). 34The CAD file requirements can be found in the Appendix of this Handbook. 35These costs should not include any EV charging equipment costs or related EV charging equipment installation costs. A worksheet template is provided in the Appendix of this Handbook.

DESIGN & BUILD PHASE
27 The SCE team will leverage the Participant’s design work to draft the legal description to be used for the utilityside infrastructure easements.

16. Grant Final Easement
The SCE team will leverage the Participant’s design
work to draft the legal description to be used for the
utility-side infrastructure easement. The Participant will be required to provide an easement for the utility-side infrastructure that occurs on private property.

The Participant is required to execute and notarize the easement, or, if Participant is not the property owner, ensure that the property owner executes and notarizes
the easement. Participant shall return the original
signed easement to SCE within thirty (30) calendar days from the date of receipt.

Participants are required to:

1.Email a copy of the notarized agreement to
[email protected];
36 and

2.Return the originally signed and notarized
agreement to SCE. The original signed and
notarized agreement is needed so that it may be
recorded with the appropriate county. Counties
will not record copies or PDF documents. The
documents are typically returned to SCE via US
Mail or courier (FedEx, UPS etc.) to SCE’s Real
Properties department or to one of their Contract
firm (i.e., Spectrum Land Services). Specific mailing
instructions will be included with the easement
documents when provided to the Participant.

17. Participant Requests and
Secures Permits
If Participants choose to design and install the makeready, they will be required to submit their construction plans to the relevant AHJ (e.g., City, County, Fire, Division of State Architect, etc.) to secure all necessary reviews, approvals and permits. SCE will not be responsible for
obtaining any permits for the make-ready work that the
Participant elects to perform.

SCE will secure any necessary permits for the
utility-side infrastructure.

SCE will provide the Participant with the information
necessary to establish a new SCE Service Account.

18. Construct Make-Ready Infrastructure
Participants will be responsible for managing and
coordinating all related customer-side make-ready
infrastructure design and installation work. Once the
construction plans have been finalized, Participants are required to email a copy of the detailed construction
schedule to SCE at
[email protected].
37 All construction of such make-ready Infrastructure
must be performed by state licensed and insured
contractors’ holding a valid C-10 contractor’s license.

All contractors performing this work are to use
International Brotherhood of Electrical Workers (IBEW)- signatory labor, use electricians with “Electric Vehicle Infrastructure Training Program” (EVITP)38 certification, and provide proof of EVITP Certification prior to
construction. Participants will be responsible to ensure compliance with these requirements.

The Participant activities in this step of the
process include:
• Scheduling a preconstruction meeting with SCE and
providing a detailed construction schedule;
• Procuring equipment;
• Managing and coordinating all customer-side makeready infrastructure work; • Ensuring installation contractor is state licensed,
insured and that the work is performed by IBEWsignatory labor; • Ensuring compliance with electrician training
certification (EVITP) and obtaining copies of the
training certificates in advance of the work
being performed;
36Please include your application number in the subject line, e.g. CRT-20xx-xxxx, followed by “STEP 16”. 37Please include your application number in the subject line, e.g. CRT-20xx-xxxx, followed by “STEP 18”. 38More information about this Program can be found at https://evitp.org/training/.

DESIGN & BUILD PHASE
28 • Ensuring compliance with the CPUC’s Transportation Electrification Safety Requirements Checklist;39
• Post installation, ensuring final inspection process
is complete;
• Working with SCE Account Representative to select
TOU rate plan and request service turn-on (new
account activation).

If the AHJ does not provide a formal inspection
process, the Participant must hire a licensed third-party inspection firm to inspect and approve the installation.

The third-party inspection must perform any and all
of the inspections that would typically be handled by a building & safety inspector.

Following the completed installation of the make-ready
infrastructure, Participants are required to email the
following documents in .pdf format to SCE at
[email protected].
40 1.Evidence of final inspection;

2.A copy of the final as-built map; and

3.A signed copy of the Testament of Compliance with
the Safety Requirements Checklist.
41 The Participant is responsible for contacting the SCE call center and requesting a service “turn-on” for the newly metered Service Account.

Following or concurrent with installation of the makeready infrastructure, but no later than 20 days beyond the completion of the make-ready work, the Participant
is required to complete the installation of the
charging equipment.

19. Participant Installs Charging Equipment
The Participant must install the EV charging equipment
within 20 calendar days of the completion of the makeready infrastructure work.

Following the completion of installation, the AHJ’s
routine final inspection process should be implemented.

When there isn’t a formal inspection process provided
by the AHJ, the Participant will need to hire a licensed third-party inspection firm to validate the installation of the make-ready infrastructure and charging equipment.

The third-party inspection would include any of the
inspections that would typically be handled by a building & safety inspector. This will include inspection of items such as, but not limited to: ensuring proper trench
depth; ensuring adequate cover and compaction of
trenches; proper conduit spacing; correct installation
of electrical equipment including connection, torque
settings etc.; panel release to SCE for energizing; and a final safety inspection.

Within ten (10) calendar days of completion of the
installation, Participants are required to provide copies of the following documents (1-6) for upload to the
Charge Ready Transport Enrollment Portal as they relate to the installation of the customer-side make-ready
infrastructure and charging equipment installation:42

1.A copy of the installation permit and evidence of
final inspection;

2.A copy of the final invoice for the purchase of the
charging equipment;

3.A copy of the final equipment installation invoice
(in all cases the equipment purchase price MUST
be separately listed from the equipment
installation costs);

4.A copy of the “Charging Equipment
Registration Form”;

5.A copy of the “EVSE Commissioning Report”;

6.If the charging equipment procured was NOT listed
on SCE’s APL, the Participant is also required to
provide a copy of the Field Listing Inspection Report.

Additionally, any charging equipment that is publiclyaccessible must be reported by the Participant to the US Department of Energy’s EV Charging Station Location
Mapping Tool.43
If the charging equipment procured by the Participant
was not listed on SCE’s APL, SCE may choose to perform
an equipment commissioning test. If this test is to
be performed, SCE will work with the Participant to
schedule and coordinate such testing.
39The Safety Requirements Checklist applies to CPUC-Approved Transportation Electrification Programs and can be downloaded from:
www.cpuc.ca.gov/WorkArea/DownloadAsset.aspx?id=6442458882. 40Please include your application number in the subject line, e.g. CRT-20xx-xxxx, followed by “STEP 18”. 41A copy of this document can be found in the Appendix of this handbook. 42Document samples are available for many of these documents in the Appendix of this Handbook 43Accessible at: https://www.afdc.energy.gov/fuels/electricity_locations.html#/find/nearest?fuel=ELEC

PHASE E
Issue Rebates
29 ISSUE REBATES
30 At this step in the process, SCE will initiate the activities involved with issuing the Charging Equipment Rebate
and the Make-Ready Rebate, if applicable.

Following the completed installation of the vehicle
charging equipment and submission of the required
documentation, SCE will verify and initiate the rebate
remittance process (steps 20-21).

20. Charging Equipment Installation
Verification
After the Participant notifies SCE of the completed
installation of the vehicle charging equipment and has
submitted the required documentation, SCE will perform
a final site inspection. The inspection will primarily
involve verifying the charging equipment has been
successfully installed and is operational. This will also include ensuring the installed equipment matches the
make, models, and counts specified on the invoice, and
that the units are energized.

If the Participant had also chosen to install the
customer-side make-ready infrastructure, SCE will also
verify the information included in the “as-built” map
prior to issuing the Make-Ready Rebate.

21. Review Documentation & Issue Rebates
The rebate payment will be processed by SCE after
receiving any required documentation and verifying the
operational status of the charging equipment.

A. Charging Equipment Rebate
The only charging equipment eligible for rebate will be listed on SCE’s APL. The rebate value shown on the APL
is the maximum rebate that will be paid. The actual
rebate amount paid to the rebate-eligible Participant
may be reduced to ensure that when combined with any
other third-party rebates or incentives, the total rebate does not exceed the total equipment purchase costs.

Once the charging equipment has been verified as
operational, no additional documentation is required
from the Participant for SCE to process and remit
payment for the Charging Equipment Rebate.

B. Customer-Installed Make-Ready Rebate
Participants choosing to install the customer-side makeready Infrastructure will receive a rebate which will be the lesser of: (a) 80 percent of the Participant’s actual installation cost or (b) 80 percent of the average utility direct cost for installing the customer-side make-ready infrastructure for the relevant sector.

In order to receive a rebate for the completion of the
infrastructure build, and within ten (10) calendar days after completed installation of the charging equipment, the following documents should be scanned and
uploaded to the Charge Ready Transport Enrollment
Portal:

1.Submit a copy (following the instructions on the
Charge Ready Transport Enrollment Portal) of the
“Participant Installed Make-Ready Cost Breakdown
Worksheet”;44

2.A copy of the final “as-built” map for the
make-ready infrastructure;

3.A copy of the final inspection for the
make-ready Infrastructure.

22. Complete Program Participation
Survey(s)
Participants may be provided with Program-related
information request(s) and surveys at various times
throughout the Program. As a provision of participation in the CR Transport Program, SCE requires that
Participants provide timely responses to surveys and
other data requests in order to assist with Program
evaluation and improvement initiatives.

E. ISSUE REBATES
44A copy of this worksheet can be found in the Appendix of this Handbook.

PHASE F
Compliance Verification
31 COMPLIANCE VERIFICATION
32 Participants are required to adhere to all Program
requirements. SCE will verify three (3) specific
commitments in an on-going manner, to ensure
compliance with such commitments. These include 1)
compliance with planned EV acquisitions, 2) compliance
with ten-year commitment to operate charging
equipment, and 3) compliance with commitment
to share five-year port-level data. These are further
described in Steps 23-25.

23. Completion of Planned EV Acquisitions
SCE will monitor Participant’s EV acquisitions and
conversions to ensure that the Participant follows the
acquisition plan reflected in the Agreement. This is an important component of the Project because of the
significant infrastructure investments SCE will be making based upon the contractual commitments made by the
Participants. SCE will work with Participants to track and monitor EV fleet growth over the commitment period.

Participant activities included in this Step:
• Purchase, lease, or convert EVs as outlined in the
Agreement (adhere to volume and timing of vehicle
delivery). If for any reason, the volume or timing of
delivery deviates from the Agreement, notify SCE in
writing of the deviation and the reason for same.

Documents Required:

1.On-going response to SCE’s annual vehicle
acquisition survey. Participants will be asked to
provide the make and model of vehicles acquired
during that calendar year, and for information
relating to the retirement of any EV during that
calendar year.

24. Compliance with 10-Year Operation of
Charging Equipment Commitment
The Participant is required, at its own expense, to
operate and maintain charging equipment in good
working order at the originally installed location for at least ten (10) years. Within this timeframe, Participants may upgrade or replace their equipment at any
time with a qualified replacement provided that the
Participant is responsible for all associated costs, and the new equipment is operated and maintained for the
remainder of the ten (10)-year duration.

25. Compliance with 5-Year Port-Level Data
Sharing Commitment
All Participants must contract with a third party that
provides EV charging network services to manage the
charging equipment and access related usage data
for Charging Equipment fueling on-road vehicles.

Participants will be responsible for payment of all costs and charges associated with such services, which must
be maintained for at least five (5) years following the date the equipment is placed in service.

For the same five (5)-year period, Participants and their network services provider must agree to provide SCE
with access to usage data for each charging episode.

Contractors must electronically transmit to SCE on
a monthly basis the required data for all charging
equipment deployed under the Program supporting
on-road charging in the defined format. Aggregated
data (not attributable to any specific Participant) will be made publicly available as part of SCE’s reporting to the CPUC and various industry stakeholders and will be
used to identify load management opportunities and
enhance vehicle-grid integration for future
utility initiatives.

F. COMPLIANCE VERIFICATION

COMPLIANCE VERIFICATION
33 Participant activities included in this step:
• Maintain 5-year contract with Network Service Provider to capture and share port-level usage data for charging stations fueling on-road vehicles with SCE.

Documents Required:

1.Must provide monthly electronic usage data files
(conforming to SCE’s “Charging Equipment Usage Data
Monthly Report”) instructions.45
45The specific content and format for the routine report are included in the “Charging Equipment Usage Data Monthly Report” instructions located in the Appendix of this Handbook.

APPENDIX
Glossary of Terms
Program Documents
34 APPENDIX – GLOSSARY OF TERMS
35 Account Representative: An SCE employee in the BCD
organization serving as the SCE liaison for business
customers. Each Account Representative is typically
assigned as an account representative for a particular
industry segment (i.e., government, hospitals,
schools, etc.)
AHJ – (Authority Having Jurisdiction): the responsible
government entity having geographically based
jurisdiction that typically approves, inspects and permits construction projects (e.g., City, County, Fire, Division of State Architect, etc.)
APL: see “Approved Product List”
Approved Product List: The list of charging stations
approved by SCE and meeting SCE’s technical
requirements. Eligible Participants must select charging stations from the Approved Product List in order to
receive a Charging Equipment Rebate. SCE does not
provide any expressed, implied or prospective warranty, including any warranty of merchantability or fitness for any particular use or application, of any EV charging
equipment. The APL can be found in the Appendix of
this Handbook. SCE reserves the right to modify the list at any time.

As-Built Map: Construction drawings created by the
contractor and submitted by the Participant at the
completion of construction detailing any field approved revisions to the self-installed customer-side make-ready infrastructure. The final as-built map (in .pdf file format) is required for submission if the customer chooses to
perform the customer side of the meter
make-ready work.

Base Map: The Base Map is to be prepared in CAD
format from a detailed site survey. It is an overhead
view of the project site that includes property lines,
streets, curb and sidewalk, above ground structures
and building footprints, existing underground utilities and obstructions, and the desired location of planned
EV charging equipment. Submission of a Base Map
is required if the Participant chooses to perform the
customer side of the meter make-ready work. A sample
base map can be found in the Appendix of the
Program Handbook.

BCD (Business Customer Division): The Business
Customer Division (BCD) of Customer Service is the
primary contact for SCE’s business customers and serves as their Trusted Energy Advisor by meeting the energyrelated needs of the various business, government and agricultural customers.

CAD File Requirements: The Base Map is to be created
in AutoCAD 2009 or earlier format without crossreference drawings (XREFs). SCE’s CAD file requirements are included in the Appendix of this Handbook.

Charging Equipment Approved Product List: See
Approved Product List.

Charging Equipment Rebate: Financial reimbursement
paid to eligible Participant, or its designee, pursuant to this Agreement to offset a portion of the purchase of
approved Charging Equipment.

Charge Ready Transport Enrollment Portal: The
website where Applicants can apply for the Program,
check application status, and upload most required
documents for the Program. Participants can visit the
Charge Ready Transport Enrollment Portal at
www.sce.com/chargereadytransport.

Charging Equipment Registration Form: A form the
Charging Equipment Installer can provide showing the
subject Charging equipment serial numbers and other
pertinent station data.

Charge Ready Transport Program (CRTP): The Charge
Ready Transport Program is administered by SCE under
the auspices of the CPUC that, among other incentives,
provides no-cost charging infrastructure for eligible
Participants that is needed to electrify their on-road and non-road fleets.

Charging Station – (EV Charging Station): An individual charging station unit that may contain one or more
charging ports for the purpose of connecting the electric vehicle to a grid connected power source capable of

GLOSSARY OF TERMS
APPENDIX – GLOSSARY OF TERMS
36 recharging the vehicles battery pack. The individual connectors of the Charging Station are referred to as
ports. Each charging station can charge one or more
vehicles depending on the number of ports of which
each unit is equipped.

Civil Plan: Engineered site drawings detailing existing site structures, roads, curb face, utilities etc. Typically the civil plan is produced using the base map as the
underlying “base” with the new improvements drawn in
and labeled as either ‘future’ or ‘proposed’. The civil plan should be saved in a .pdf file format and is required for submission if the Participant chooses to perform the
customer side of the meter make-ready work. A sample
civil plan can be found in the Appendix of the
Program Handbook.

Conceptual Design: Map and related documents,
as applicable, that show the proposed layout of the
infrastructure and charging stations, including but not limited to, conduit routing and equipment placement.

The conceptual design is high level and will be
completed prior to execution of the Agreement and will
be further refined after funds are reserved.

CPUC – (California Public Utilities Commission): The
California state regulatory agency that is responsible
for regulating privately owned electric, natural gas,
telecommunications, water, railroad, rail transit, and
passenger transportation companies.

CPUC’s Transportation Electrification Safety
Requirements Checklist: The Safety Requirements
Checklist applies to CPUC-Approved Transportation
Electrification Programs and can be downloaded
from: www.cpuc.ca.gov/WorkArea/DownloadAsset.
aspx?id=6442458882
Customer-Side Infrastructure: Also referred to
as the “make-ready” Infrastructure; see
Make-Ready Infrastructure.

DCFC – (Direct Current Fast Charging): Stations that
provide a high-power DC current, generally at least 25
kW, to the electric vehicle's battery without passing
through any onboard AC/DC converter, which means the
current is connected directly to the battery.

Disadvantaged Communities - (DACs): Census tracts in
SCE’s service territory with a top quartile score according to California Environmental Protection Agency’s
CalEnviroScreen 3.0 tool. The California Communities
Environmental Health Screening Tool (CalEnviroScreen)
was released by the Office of Environmental Health
Hazard Assessment (OEHHA), on behalf of the
California Environmental Protection Agency (CalEPA).

CalEnviroScreen identifies California communities by
census tract that are disproportionately burdened by,
and vulnerable to, multiple sources of pollution. These communities are also referred to as “Disadvantaged”.

For more information, please visit
https://oehha.ca.gov/calenviroscreen
DR – (Demand Response): Demand response provides
an opportunity for consumers to play a role in the
operation of the electric grid by reducing or shifting
their electricity usage during peak periods (usage or cost based) in response to curtailment requests.

E-sheet and load calculations: Chart or graphical
representation of all connected load to an existing or
proposed switchgear or panel, shown in kW, kVA, kVAR
etc. Should be accompanied by a single line exhibit of
the switchgear.

Equipment Commissioning Test: SCE’s Field testing of
energized EV charging equipment at completion
of installation.

EV – (Electric Vehicle): A plug-in electric vehicle that is propelled by one or more electric motors and powered
by an onboard battery pack.

EVITP – (Electric Vehicle Infrastructure Training
Program) Certification: The document certifying an
electrician or contractor that has gone through the
Electric Vehicle Infrastructure Training Program process.

The EVITP Training Program has rigorous training
standards and is taught by instructors who have well
documented qualifications and considerable experience
in their areas of expertise. For more information, please visit https://www.evitp.org.

EVSE Commissioning Report: This report is created
after the make-ready infrastructure work is complete
and the site is energized. At this step a charging
equipment commissioning report is generated to verify
all circuits have proper voltage at each make-ready stub.

A sample report can be found in the Appendix of the
Program Handbook.

Field Listing Inspection Report: Where required, a
qualified NRTL representative shall conduct a field
inspection of installed equipment prior to energization.

A passing field inspection record, signed by a qualified person, shall be delivered to SCE prior to SCE’s approval of the equipment for operation.

APPENDIX – GLOSSARY OF TERMS
37 Final Design: Map and related documents, as
applicable, that show the proposed layout of the
Infrastructure and Charging Stations, including but not limited to, conduit routing and equipment placement.

The Final Design is the engineered construction drawing submitted for permitting and will be completed prior to start of construction.

Final Invoice: Statement of the total amount paid
by Participant to Charging Station Supplier(s) for the
purchase of Charging Stations.

Fortune 1000 list: An annual list of the 1000 largest
companies measured by revenue, compiled and
published by Fortune Magazine.

IBEW Signatory Labor: General contractor and
subcontractor staff who are signatory to an IBEW
union contract.

IDR – (interval data recording [meter]): SCE will install a new meter for all EV charging equipment installed
under this Program. Each meter will be capable of
recording, storing and transmitting usage data. Usage
data for non-residential customers is captured in
15-minute intervals.

Infrastructure: All work and facilities, as determined
by SCE, in SCE’s sole discretion and subject to change
in SCE’s sole discretion, to be located, designed and
installed by SCE, necessary to allow the Participant to install and operate the Charging Stations. Infrastructure may include, but is not limited to new transformers,
services, and meters, new panels, stepdown
transformers, conduits, wires, connectors, and any other hardware installed by SCE on the Site. If the Participant elects SCE to build the customer-side make ready
infrastructure, it will become a part of the Infrastructure.

Infrastructure Acceptance and Approval Certificate:

Form establishing the Participants certification that the Infrastructure installed by SCE has been fully performed and complies with design. This form is to be signed
by the participant after SCE completes installation of
Infrastructure, and prior to installation of
Charging Stations.

Level 1 – (Charging): Low power charging, typically at or below 120 volts.

Level 2 - (Charging): Medium power charging, typically
delivered between 220 and 240 volts.

Make-Ready Infrastructure: The infrastructure that
includes all infrastructure on the customer-side of the meter, from the new panel included in the completed
“utility-side” infrastructure work, up to the first point of interconnection with the customer’s EV
charging equipment.

Make Ready Rebate: If Participant elects to perform
the customer-side make-ready Infrastructure work,
following the completed installation and submission
of required documentation, SCE will process a rebate
payment that is intended to offset a portion of the
Participants associated costs.

Network Service Agreement: A contractual Agreement
between a Network Service Provider and a Participant
for the purpose of proving Networking Services for the
installed Charging Equipment.

Network Services Provider: The 3rd party entity
that will provide Network Services for the EV Charging
Equipment installed at the Participants site. The Network Service Provider will be required to transmit port level data and other information to SCE complying with
Program requirements.

Non-Standard Equipment – (EV charging equipment):

Charging equipment that complies with SCE’s nonstandard technical requirements which must be approved by SCE for use.

Participant: see Program Participant.

Preliminary Design – (Preliminary infrastructure
design): Engineered infrastructure drawings at a
minimum of 50% completion. Must include conduit
and structure sizes and locations, load calculations and single line exhibit with switchgear specifications.

Program: Also referred to as the Charge Ready
Transport Program (CRTP). The Charge Ready Transport
Program is designed to help Program Participants install the charging infrastructure needed to electrify their
medium- and heavy-duty fleets and non-road vehicles.

Program Participant: The SCE non-residential
customer that applies for the Program and executes the
Agreement. Also referred to as the “Participant”.

Program Participation Agreement: An agreement
between SCE and the Participant that includes the terms and conditions for participating in the Program and is
provided to an Applicant following SCE determination
that a project has be approved for the infrastructure
work required for the installation of EV
charging equipment.

APPENDIX – GLOSSARY OF TERMS
38 Rebate: Financial reimbursement paid to eligible
Participant, or its designee, pursuant to this Agreement to encourage the purchase and installation of approved
Charging Stations. The Charge Ready Transport
Program offers two different rebates to eligible
Participants, the Charging Equipment Rebate and, if
applicable, the Make Ready Rebate.

Rebate Assignment Form: An on-line web form the
Participant is required to complete if it wishes to have SCE process and remit any applicable Rebate payments.

Rebate Payment: The payment made by SCE to
Participant, or its designated assignee, for all applicable Rebates, if any, pursuant to the Program.

Safety Compliance Checklist: see also “CPUC TE Safety
Checklist”.

Service Account: An account associated with a
particular on-site meter established by SCE upon
customer request. To establish a new Service Account,
the Participant is responsible for contacting SCE’s
Customer Service Department (listed on the customer’s
monthly billing statement) and requesting a new service Turn-on.

Site: The premises, owned, leased or operated by the
Participant, where the Charging Stations will be installed.

Site Plan: The site plan is a birds-eye exhibit of a site with building footprints, roads, parking areas and other above ground structures notated. May be an engineered
drawing or may just be a satellite image with notes. A
site plan (in .pdf file format) is required to be submitted with a Program Application. A site plan job aid can be
found in the Appendix of this Program Handbook.

Standard Equipment – (EV charging equipment):

Charging equipment that complies with SCE’s technical
requirements and is included on SCE’s Approved
Product List.

TEPFS – (Transportation Electrification Project
Feasibility Sheet): Field checklist prepared by a SCE
Business Customer Division (BCD) representative. This
checklist gathers high-level information such as the
customer’s electrification plans, site topography and
existing utility equipment at the site.

Technical Requirements for Non-Standard Charging
Equipment: A list of charging equipment technical
requirements for non-standard charging equipment.

These requirements must be met in selecting charging
stations to be installed under this Program. The
Requirements can be found in the Appendix of the
Program Handbook.

Technical Requirements for Standard Charging
Equipment: A list of charging equipment technical
requirements for standard charging equipment. These
requirements must be met in order for charging stations to be added to SCE’s Approved Product List, and can be
found in the Appendix of the Program Handbook.

TOU – (Time-of-Use) Rate Plans: All TOU plans feature
energy charges that vary based on the time of day,
the day of the week, and the season. Some plans
also include demand charges that are based on the
maximum amount of electricity your business uses
at once. For more information about TOU rate plan
options, please visit https://www.sce.com/business/
rates/time-of-use, or https://www.sce.com/business/
rates/electric-car-business-rates on TOU-EV rates.

TRU – (Transport Refrigeration Units): Climate control
devices that provide the ability to heat or cool the trailer when the engine is shut off.

TSE – (Truck Stop Electrification): EV Charging Stations installed at a designated Truck Stop location for the
purpose of providing EV battery charging (L2 or above)
for vehicles in transit.

Turn-on: see Service Account
Utility-Side Infrastructure: all infrastructure from SCE’s distribution system to a new circuit panel that will be designed and installed by SCE to support EV charging.

Vehicle acquisition plan: This plan is provided by the
Program Applicant and is included in the Charge Ready
Transport Program Application. The plan outlines the
Applicant’s planned acquisition of EVs over a ten-year
period. This plan will be utilized to determine Program eligibility and for determining the site’s electrical
infrastructure needs.

APPENDIX – PRODUCT DOCUMENTS
39 • Charging Equipment Approved Product List
(on.sce.com/crapl)
• Charging Equipment Registration Form - instructions
• Charging Equipment Registration Worksheet -
template
• Charging Equipment Usage Data Monthly
Report - Instructions
• Charging Equipment Usage Data Monthly
Report – Template
• Civil Plan – Sample
• Digital CAD file requirements – instructions
• EVSE Commissioning Report – Sample
• Grant of Easement - Sample
• Infrastructure and EVSE for Transport Refrigeration
Units- Informational
• Infrastructure Approval and Acceptance Certificate
• Participant Installed Make-Ready Cost
Breakdown worksheet
• Program Enrollment Application – Sample
• Program FAQ
• Program Participation Agreement – Sample
• Addendum Agreement - Customer-Side Make-Ready
Infrastructure Installation – Sample
• Program Participation Guide
• Program Participation Quick Reference Guide
• Rebate Assignment Form – Sample
• Safety Requirements Checklist for CPUC-Approved
Transportation Electrification Programs
(www.cpuc.ca.gov/WorkArea/DownloadAsset.
aspx?id=6442458882)
• Site Plan Job Aid
• Technical Requirements for Non-Standard Charging
Equipment
• Technical Requirements for Standard Charging
Equipment
• Testament of Compliance with SCE’s Technical
Requirements for Non-Standard Charging Equipment
• Testament of Compliance with the Safety
Requirements Checklist for CPUC-Approved
Transportation Electrification Programs
• TRU and TSE Worksheet

PROGRAM DOCUMENTS
Charge Ready Transport Enrollment Portal: www.sce.com/ChargeReadyTransport Please refer to the portal to access these documents unless a different URL is provided.

INTERESTED? GIVE US A CALL!
Have questions or want to discuss your
transportation electrification plans?
Please call your SCE Account Representative
or 1 (800) 990-7788 to discuss next steps.

Or for more information, visit
www.sce.com/ChargeReadyTransport.
40 Pathways to Electrification
Building Electrification Assistance
How does the Building Electrification Assistance pathway work? Select a pathway and commit to receiving technical assistance and services. CPA will work with partner communities to understand priorities and establish the project’s scope. CPA expects projects to be completed within a three-year timeframe.

For more information about the program or for help with enrollment, please email:

[email protected]
1 Enroll
Select the Building
Electrification Assistance
pathway
2 Scope
Confirm priorities and
project scope
3 Implement
Commence work to meet
the specified deadline
The Building Electrification Assistance pathway aims to assist in removing obstacles to deploying electric equipment in municipal facilities by providing technical assistance and funding that support cleaner and healthier buildings in our communities. CPA will work alongside partner communities to identify energy improvement opportunities and select essential facilities for electrification retrofits that reduce methane emissions from buildings. This pathway offers feasibility assessments, infrastructure plans for building electrification retrofits, support during permitting and installation, and incentives to help cover installation costs. CPA support will be provided for both existing facilities and new construction projects in our partner communities.

Building Electrification Assistance
Each partner community has the option to select a single pathway, facilitated and overseen by CPA for easy and swift deployment, with up to $250,000 of funding per project.

Clean Power Alliance is committed to assisting our partner communities in achieving their sustainability and decarbonization objectives through the projects in the Energized Communities Program: Pathways to Electrification and the Innovation Grant. Pathways to Electrification includes three areas of participation, with three years of financial incentives and technical support to enhance energy resilience, grid management, and electrification in our partner communities.

Building Electrification Assistanc
Community EV Chargin
Electric Fleet Transition

Additionally, CPA assists our partner communities to leverage maximum benefits in sourcing and applying for additional funding opportunities to support decarbonization efforts.

Partner communities will select one focus area to pursue with technical support and funding from CPA@ What are the Pathways to Electrification?
Pathways to Electrification
Community Electric Vehicle Charging
As adoption of electric vehicles increases in our service territory, CPA is interested in helping our communities prepare for this transition and have the infrastructure for community EV charging available. This pathway considers turnkey services to provide EV charging options to our partner communities, including identifying suitable sites within agency-owned properties. This project may also consider managed charging solutions to bolster grid reliability and reduce agency expenses. Partner communities interested in this pathway should to provide information on site locations that may be a good fit for this project. contact our team Community Electric Vehicle Charging
How does the Community Electric Vehicle Charging pathway work? Select a pathway and commit to receiving technical assistance and services. CPA will work with partner communities to understand priorities and establish the project’s scope. CPA expects projects to be completed within a three-year timeframe. 1 Enroll
Select the Community
Electric Vehicle Charging
pathway
2 Scope
Confirm priorities and
project scope
3 Implement
Commence work to meet
the specified deadline
For more information about the program or for help with enrollment, please email:

[email protected]
Each partner community has the option to select a single pathway, facilitated and overseen by CPA for easy and swift deployment, with up to $250,000 of funding per project.

Building Electrification Assistanc
Community EV Chargin
Electric Fleet Transition

Additionally, CPA assists our partner communities to leverage maximum benefits in sourcing and applying for additional funding opportunities to support decarbonization efforts.

Partner communities will select one focus area to pursue with technical support and funding from CPA@ What are the Pathways to Electrification?
Pathways to Electrification
Electric Fleet Transition
Each partner community has the option to select a single pathway, facilitated and overseen by CPA for easy and swift deployment, with up to $250,000 of funding per project.

To facilitate the journey to zero-emission vehicle adoption, CPA is working with our partner communities to streamline fleet planning, vehicle replacement, and installation of charging infrastructure through the Electric Fleet Transition pathway. Partner communities that participate in this effort will receive EV charging support, site designs, and engineering plans (if needed), and CPA funding and other grant opportunities.

This pathway establishes an explicit schedule for fleet replacement to meet regulatory requirements, explores zero-emission vehicle alternatives for hard-to-electrify vehicles, and provides plans for the installation of EV charging stations, including considerations for community access to the selected sites. Furthermore, our partner communities may receive tailored options for electric vehicle charging and networked service management to maximize savings and bolster grid reliability.

Electric Fleet Transition
How does the Electric Fleet Transition pathway work?
Select a pathway and commit to receiving technical assistance and services. CPA will work with partner communities to understand priorities and establish the project's scope. CPA expects projects to be completed within a three-year timeframe. 1 Enroll
Select the Electric Fleet
Transition pathway
2 Scope
Confirm priorities and
project scope
3 Implement
Commence work to meet
the specified deadline
Clean Power Alliance is committed to assisting our partner communities in achieving their sustainability and decarbonization objectives through the projects in the Energized Communities Program: Pathways to Electrification and the Innovation Grant. Pathways to Electrification includes three areas of participation, with three years of financial incentives and technical support to enhance energy resilience, grid management, and electrification in our partner communities.

½ Building Electrification AssistancÒ
½ Community EV CharginÏ
½ Electric Fleet Transition

Additionally, CPA assists our partner communities to leverage maximum benefits in sourcing and applying for additional funding opportunities to support decarbonization efforts.

Partner communities will select one focus area to pursue with technical support and funding from CPAý What are the Pathways to Electrification?
For more information about the program or for help with enrollment, please email:

[email protected]
Clean Power Alliance Energized Communities Program

Frequently Asked Questions
& What does the Building Electrification Assistance pathway include?
Building Electrification Assistance includes technical assistance and funding to implement electrification measures at facilities selected by each participating partner community. The project will identify electric alternatives and prepare plans to implement these efficiency measures. CPA's technical support includes completing load analyses and determining if upgrades to electrical panels and electricity distribution infrastructure are needed. The project will also recommend funding incentives to offset some of the electric panel and infrastructure work, and the equipment costs.
d& What is the Energized Communities program?
Energized Communities offers sustainability and decarbonization planning and project implementation assistance to CPA’s partner communities at no additional cost. This program is designed to empower CPA communities and lead the way towards a more sustainable future. The program comprises two parts, the Pathways to Electrification offering pre-selected measures to support electrification, and the Innovation Grant. Funding for technical support and incentives will be available over three years to advance resiliency and grid management, electrification, and/or local procurement in our partner communities.
& Why is CPA offering the Energized Communities program? As a not-for-profit, we reinvest back into the communities we serve through customer programs. CPA is offering this program to help our partner communities electrify, meet climate and decarbonization goals, and better manage energy resources. Energized Communities is an opportunity to streamline the implementation of
decarbonization projects for our partner communities that may not otherwise have the staffing or budget resources in place to move forward on these important measures.

Ç& What does the Pathways to Electrification program include? Pathways to Electrification is made up of three project areas that CPA will administer: (a) Building Electrification Assistance, (b) Community EV Charging, and (c) Electric Fleet Transition. Each partner community can select one area and will receive technical assistance and implementation funding for all the services in that area (if needed). Each project is funded for services and incentives up to $250,000. As part of the Pathways to Electrification, CPA will provide technical assistance and will issue the remaining funding to partner communities once projects are implemented.

& What do CPA s partner communities have to do to participate in the Energized Communities program?
To participate, each partner community will select a project area from the Pathways to Electrification, or submit a project application for the Innovation Grant, and sign a participation agreement. CPA will work with each partner community to align program priorities with the proposed scope of work. Partner communities may need to work with their city council or board of supervisors to seek approval to apply for this program, and to receive funds from CPA.
/& Is there a deadline to submit applications?
Each partner community can choose one project from the Pathways to Electrification during the three-year course of the program, and there is no deadline to apply once the Energized Communities program launches in Spring 2024. Funding will be reserved for each partner community to account for different implementation timetables in each agency.
d^& What is the Energized Communities Innovation Grant? The Innovation Grant is designed to offer additional funding to address a range of sustainability projects from grid management and resiliency, to electrification and local procurement or a combination of these based on the community’s needs. Each partner community is eligible to submit a project in these areas to implement solutions in their community. Potential projects include electrification for affordable housing, such as heat pump installations, rebate programs to encourage the switch to electric equipment or permit streamlining to support electrification projects.

There will be two application periods for the Innovation Grant, and criteria and timeline information will be announced. Each partner community is eligible to apply for two grants over the three-year program period for funding up to $250,000 for each project. & What does the Community EV Charging pathway include? Community EV Charging includes technical assistance with the planning and implementation of publicly accessible EV charging infrastructure, including funding to install these EV chargers. This pathway will include project design and management services to remove barriers to providing additional EV charging infrastructure to the community.

Ç& How much funding is available?
The program plans to issue $10 million over three years through the projects outlined in the Pathways to Electrification and Innovation Grant. Each partner community can select one project area from the Pathways to Electrification, which will be funded up to $250,000 for technical services and project implementation. Partner Communities can also apply for up to two Innovation Grants over the three-year program period. Innovation Grant projects are competitive and may be awarded up to $250,000. CPA can expect to award eight Innovation Grants at the $250,000 grant amount.
& What does the Electric Fleet Transition pathway include? Electric Fleet Transition includes technical assistance with planning and implementation for municipal fleets, including funding that can be used to offset the cost of the vehicles and charging infrastructure.

Services will include a fleet inventory assessment to develop zeroemission vehicle transition plans for each participating partner community, providing a fleet replacement schedule and options for hard-to-electrify vehicles. This pathway also includes an energy needs and site assessment for the proposed electric fleet, and site design plans for charging infrastructure at key facilities.

Overview
Vehicle Models &
Savings
Charging Basics
Commercial Charging
Equipment
Incentive Programs &
Grants
Commercial Case
Studies
Back to Top
Highlighting the City of Chula Vista's efforts to transition 40% of its fleet to AFVs by 2020

VIEW DETAILS

OVERVIEW
Company: City of Chula Vista
Type: Municipal fleet, charging infrastructure
Location: Chula Vista, California
Case Study Publishing Date: June 2019
Fleet Size: N/A
Program Goals: Municipal fleet electrification aligned with the City's sustainability goals Replacement Vehicle Class: Light-duty vehicles
Commercial Case Studies
Chula Vista, California Municipal Fleet Electrification King County Metro Electric Bus Pilot
Vermont Municipal Case Studies
Winter Park, Florida Municipal Fleet Electrification
Bolthouse Farms Orange EV Terminal Truck Deployment
City of Austin Municipal Fleet Electrification
Cincinnati, Ohio Municipal Fleet Electrification
Binghamton, New York Municipal Fleet Electrification
Ride-sharing Electrification Feasibility with Maven Gig Multi-Family Condominium Charging in California
Charlotte, North Carolina Municipal Fleet Electrification Massachusetts Pilot for Electric School Bus Deployments Foothill Transit Battery Electric Bus Demonstration Results Avista Corp. Electric Vehicle Supply Equipment Pilot
Amazon.com Global Test Pilot for Light-Duty Urban Logistics Des Moines, Iowa Municipal Fleet Leasing
City of Ann Arbor Municipal Fleet Electrification
Public Transit Trolley Pilot in San Francisco Bay Area
Anderson-DuBose Terminal Truck Deployment
Chula Vista, California Municipal Fleet Electrification Achieving plans to transition 40% of the City's fleet to alternative fuel vehicles (AFV) by 2020 The City has transitioned 36% of its fleet to AFVs
EVs saved 75% on fuel costs and were in operation 84% more of the time EVs were 80% more cost effective in comparison to maintenance and repairs Fuels costs are 61% lower than internal combustion replacement vehicles Replacing older models in the City's fleet allowed for immediate cost savings to be realized Utility incentives reduced charging infrastructure costs The City's mantra “Fleet follows facilities” prioritizes charging infrastructure first to align procurement and account for longer installation lead times
Activity conducted since 2012

CASE STUDY INFORMATION
Vehicle Use Case: Short-distance travel by the City employees in the Senior Vehicle Patrol (SVP), building code enforcement, and city pool Replacement Vehicle Fuel Consumption: N/A

CASE STUDY
Objective: In 2000 the City of Chula Vista became the first city in San Diego County to adopt a Climate Action Plan (CAP); updates were made to the CAP in 2017 to replace all new vehicles with AFVs wherever possible and in 2018 the City Council voted to acquire 34 new fleet vehicles, including 14 battery-electric vehicles and 28 plug-in hybrid models. The City transitioned vehicles based on age, mileage and expense to maintain.

VEHICLE OVERVIEW
Number of Vehicles: 41
Types of EVs: Various; procurement via the Climate Mayors Electric Vehicle Purchasing Collaborative EV Deployment Timeline: Beginning in 2018

CHARGING OVERVIEW
Charging Infrastructure: 123 Level 2 charging stations
Charging Infrastructure Costs: $456 was the average cost for L2 installation and equipment; 30-35 stations were installed free of charge due to utility incentives in disadvantaged communities through a pilot project

OPERATIONS & MAINTENANCE
Capital Costs: $28,000 per vehicles procured through a municipal lease program Operations & Maintenance: EV maintenance & repair costs of $.03, compared to $.15 with older vehicles

TRAINING & CHANGE MANAGEMENT
Training: Individual trainings are conducted as departments are assigned EVs; larger fleet pools would require more broad-based training and outreach
Change Management: N/A

SUMMARY
Program Results:

EVs saved 75% on fuel costs, were in operation 84% more time, and were 80% more cost effective in comparison to maintenance and repairs
In addition to lower operating costs and reduced GHGs, the City forecasts additional savings from staff time dedicated to maintenance, resources, and hazardous waste
Lessons Learned:

The City was able to realize operational cost savings immediately by prioritizing replacements of older models first Municipal leasing allowed for Federal Tax Credits to be realized, offsetting total capital costs The City is working to increase fleet utilization including fleet reviews to identify vehicles that travel <4,000/year that are designated for elimination without replacement
Electric fleet vehicles allow the City to take a leading role in environmental stewardship and advance EV adoption locally Next Steps:

The City has established an EV-first policy for all eligible vehicle replacements The City plans to purchase an additional 34 EVs including 13 Ford Fusion PHEVs for the Investigation Unit of the Chula Vista Police Department, 9 Chevy Bolt BEVs and 4 Chevy Bolt Cargo vehicles The City also plans for five electric transit buses by end of 2020

REFERENCES
Case Study Source
The Climate Mayors Electric Vehicle Purchasing Collaborative (the Collaborative). Municipal Fleet Electrification: A case Study of Chula Vista, CA June 2019. https://driveevfleets.org/wp-content/uploads/2019/06/Chula-Vista-Case-Study.pdf About the Climate Mayors Electric Vehicle Purchasing Collaborative The Climate Mayors Electric Vehicle Purchasing Collaborative (the Collaborative) is a joint effort by Climate Mayors, the Electrification Coalition, and Sourcewell working toward accelerating the transition of city fleets to electric vehicles (EVs). By creating a new and innovative cooperative purchasing mechanism, the Collaborative is reducing major barriers to fleet electrification for cities and other public agencies. In addition to an innovative cooperative purchasing option, the Collaborative offers a host of technical resources, analyses, and staff support, which reduces major obstacles to fleet electrification.

About Climate Mayors
Representing over 74 million Americans from 48 states, Climate Mayors is a diverse network of 466 U.S. city mayors who have committed to fighting climate change. Originally founded in 2014, the network’s ranks swelled to almost 400 mayors in response to the Trump administration’s withdrawal from the Paris Agreement. Climate Mayors commit to taking ambitious action to meet each of their cities’ current climate goals, while working together towards achieving our national Paris targets. Climate Mayors is founded and Chaired by Los Angeles Mayor Eric Garcetti, and Co-Chaired by Mayors Sylvester Turner (Houston) and Martin J. Walsh (Boston).

About the Electrification Coalition
The Electrification Coalition (EC)is a non-partisan, not-for-profit group committed to promoting policies and actions that facilitate the deployment of plug-in electric vehicles on a mass scale in order to combat the economic, public health, and national security dangers caused by America’s dependence on oil. The EC works with a variety of stakeholders that represent the entire electrified transportation value chain, positioning the organization as a dedicated rallying point for an array of electrification allies.

Image Source
San Diego Gas & Electric. http://www.sdgenews.com/article/transitioning-electric-vehicles-helps-city-chula-vista-save-money Back to Top
Piloting three battery electric buses to reduce energy consumption and greenhouse gas emissions VIEW DETAILS
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Electric vehicles are a key strategy within the State of Vermont’s Comprehensive Energy Plan (CEP) in order to meet renewable energy goals, reduce greenhouse gas emissions, improve air quality and save consumers money

VIEW DETAILS
King County Metro Electric Bus Pilot
Evaluating cost effectiveness and environmental savings of fleet electrification battery electric vehicles within Seattle, Washington
Electric buses present a viable vehicle technology for public transit operations Battery Electric Buses (BEBs) produce fewer greenhouse gases versus diesel buses BEBs maintenance costs were 44% less than that of diesel equivalent buses and 17.8% less than hybrid buses
BEBs fuel economy was lower than diesel equivalent buses due to fuel prices and excessive energy demand charges
BEBs fuel economy was 2.84 kWh/mile or 13.3 miles per diesel gallon equivalent Comparable diesel buses realized 5.1 miles per diesel gallon equivalent Maintenance costs were $.26 per mile total for battery electric buses with an 80.6% average availability Diesel equivalent buses realized $.46 per mile with an 86.4% average availability Hybrid equivalent buses realized $.32 per mile with a 90.5% average availability Charging is critical to effective operations including on-route and in-depot Maintenance teams experienced parts issues in effectively maintaining the BEB fleet Activity conducted from April 2016 - March 2017

CASE STUDY INFORMATION
Vermont Municipal Case Studies
Evaluating cost-effectiveness of municipal fleet electrification utilizing municipal leasing programs EVs represent an opportunity for municipalities to advance energy and climate goals EVs improve the quality of life for residents due to reduced noise and no tailpipe emissions The business case for electrification benefits from higher mileage and vehicle utilization EV applications need to be tailored to vehicle model and range for optimal utilization EVs are less expensive than internal combustion engine vehicles Fleets will benefit from expanded models of EVs to right-size applications with vehicles as the market matures
Activity conducted from October 2013 through October 2016

CASE STUDY INFORMATION
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Demonstrating environmental stewardship at a municipal level in Winter Park, Florida

VIEW DETAILS
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Evaluating cost savings and environmental benefits from switching to zero-emissions vehicles VIEW DETAILS
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Demonstrating leadership at a municipal-level for clean, equitable transportation while working to achieve Austin’s city-wide carbon neutral fleet goal VIEW DETAILS Winter Park, Florida Municipal Fleet Electrification
The City of Winter Park, Florida discovers cost-effective procurement strategy to begin transitioning EVs into their municipal fleet
EVs provide more cost savings with increased usage and mileage By evolving procurement to include municipal leasing options, EV business cases can become more cost justified, reducing initial upfront capital costs and realizing operational savings immediately Speculation existed for EV performance, but exposure to vehicles proved effective at changing initial perceptions
Activity conducted since 2017

CASE STUDY INFORMATION
Bolthouse Farms Orange EV Terminal Truck Deployment
Bolthouse Farms realizes environmental impact, cost savings, and performance gains from terminal truck electrification
EV terminal trucks had 75% less download and cost 80% less in repairs and maintenance Fuel saving were 90% less comparing $15,750 in diesel fuel costs annually versus $1,575 annually for EVs State incentives were critical to developing a cost-effective business case for EVs Driver and management satisfaction has been high
Initial skepticism for vehicle performance was overcome by actual results OEM collaboration was critical to seamlessly overcoming operational issues EVs have helped enhance the brand image of Bolthouse Farms Activity conducted from April 2018

CASE STUDY INFORMATION
City of Austin Municipal Fleet Electrification
Highlighting light-duty success from an early adopter in municipal fleet electrification The City of Austin has been mobilizing on a carbon neutral fleet since 2007 The City has electrified 5.36% of its fleet
Telematics is utilized to evaluate vehicle eligibility and model cost savings Bulk purchasing and non-traditional procurement has been critical to success Model availability for EVs continues to be a barrier for fleet electrification Integrated mobility is a cornerstone to the City's carbon neutral strategy Activity as of September 2020

CASE STUDY INFORMATION
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Demonstrating environmental stewardship at a municipal level in Cincinnati, Ohio

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Demonstrating environmental leadership at a municipal-level in the city of Binghamton

VIEW DETAILS
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Cincinnati, Ohio Municipal Fleet Electrification
The City of Cincinnati, Ohio discovers cost-effective procurement strategy to begin transitioning EVs into their municipal fleet
Cincinnati, Ohio was able to procure 3 EVs using a municipal lease program By evolving procurement to include municipal leasing options, EV business cases can become more cost justified, reducing initial upfront capital costs and realizing operational savings immediately EVs proved to be a cost-effective business case for light-duty vehicles Medium- and heavy-duty vehicles will be considered as the market matures The City remains focused on deploying EVs in the fleet
Activity conducted since 2018

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Binghamton, New York Municipal Fleet Electrification
The first municipal fleet procurement with the Climate Mayors Electric Vehicle Purchasing Collaborative in the City of Binghamton, New York
The City of Binghamton successfully integrated two EVs into their fleet The City was able to bypass traditional public bid to procure EVs Municipal fleet use helps drive adoption through endorsement and credibility Binghamton was the first city to leverage The Climate Mayors Electric Vehicle Purchasing Collaborative Activity conducted in April 2019

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Ride-sharing Electrification Feasibility with Maven Gig Evaluating the EV use case for ride-sharing services nationally with GM's Maven Gig Maven Gig deployed ~1,000 Bolt EVs on their ride-sharing platform starting in April 2017 EVs were available for a 15% premium weekly rental rate EVs drove a total of 21 million electric miles averaging 125 miles per day, per car EVs were preferred by drivers and were one of the most popular vehicles 223,000 DCFC charging events were completed resulting in 6.59 Million kWh Drivers primarily charged Bolt EVs at public EVgo stations Most cities at the time did not have enough fast charging infrastructure to support rapid electrification of ride-share vehicles
Ride-sharing provides a key channel for OEMs to advance consumer awareness and adoption As an early adopter in mobility services, Maven Gig planned to continue to build a sustainable business model that included EV fleets; however, as of April 2020, GM closed the ride-sharing program Activity conducted from April 2017 - April 2020
In early 2017 Maven Gig introduced Bolt EVs on their ride-sharing platform to evaluate fleet electrification with real-world driving condition; EVs were deployed in three California cities with the most available charging infrastructure: Los Angeles, San Diego, and San Francisco

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Residents collaborate to bring EV charging infrastructure to their property

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Highlighting the City of Charlotte's plans for zero-carbon fleet and facilities by 2030

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Multi-Family Condominium Charging in California
Implementing multi-family charging for an 18-unit condominium property in Rolling Hills Estates, California Utility Charge Ready program was critical to program success Resident cooperation is critical for successful on-site implementation Multiple-head charging allowed residents to reduce charging equipment costs Charging equipment installation was fast and easy with minimal disruption to residents On-site charging has increased the property value
On-site charging has incentivized more residents to choose electric vehicles Activity conducted in 2019

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Charlotte, North Carolina Municipal Fleet Electrification Mobilizing plans for all City fleet and facilities to be fueled by 100% zero-carbon sources by 2030 in Charlotte, North Carolina
The City's Sustainable and Resilient Fleet Policy was critical to guide electrification plans The policy requires EV prioritization in fleet replacements wherever practical The policy also includes fleet right-sizing and route optimization EV business cases require a total cost of ownership evaluation Heavy-duty EV applications remain limited due to lack of supply A policy-first approach to EV electrification allows for large-scale transitions Telematics data has been critical to modeling business cases and identifying candidate vehicles Activity conducted since 2012

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Massachusetts Pilot for Electric School Bus Deployments Massachusetts Department of Energy Resources partners with three school districts to test battery electric buses in cold weather environments Electric school buses present a viable vehicle technology for school bus operations Electric school buses produce fewer greenhouse gases versus diesel school buses Key learning for importance of facilitating vehicle and charging infrastructure procurement in tandem Fueling costs were not lower for the electric school buses than traditional diesel buses Bus efficiency ranged from 1.3-1.4 kWh per mile with a 70-80 mile range Unmanaged charging and high vampire loads resulted in excess demand Managed charging identified as critical to total cost of ownership Piloting battery electric buses for lowered emissions and improved air quality for students in Massachusetts VIEW DETAILS
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Foothill Transit’s project goal was to fully electrify one route in its service area—Line 291— and to investigate the feasibility of the technology for other routes VIEW DETAILS Back to Top
Avista Corp. explored load profiles, grid impacts, and utility requirements for EV market adoption via a three-year EVSE infrastructure pilot from 2016-2019. A total of 439 EVSE charging ports were installed in a variety of locations, including 226 residential, 123 workplace, 24 fleet, 20 multiple-unit dwelling, and 7 DC fast charging sites.

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Bus operating efficiency tended to be lower in lower temperatures Electric buses encountered a number of mechanical and logistical challenges OEM engagement was critical for pilot success and future product development Level 2 charging was deemed cost effective charging for the pilot V2G or V2B (Vehicle to Grid/Building) electric school bus systems determined not yet cost-effective Pilot underscores value of training and change management planning for EV deployments Activity conducted from Fall 2015 through February 2018

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Foothill Transit Battery Electric Bus Demonstration Results Taking the first step toward transitioning Foothill Transit’s fleet to 100% electric by 2030 Foothill Transit's first deployment of Battery electric buses (BEB) BEBs can achieve 8 times higher fuel economy in comparison to CNG buses Total maintenance costs were $0.14/mi for BEBs and $0.20/mi for CNG buses Fleet management software mitigated demand charges to effectively manage energy costs Foothill Transit earned approximately $126,000 of Low Carbon Fuel Standard (LCFS) credits On-route fast chargers operated reliably with minimal issues and vehicle downtime Foothill Transit reports there’s still a lot of learning as the agency ramps up to a larger BEB fleet Activity conducted from March 2014 through December 2016

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Avista Corp. Electric Vehicle Supply Equipment Pilot
Piloting Electric Vehicle Supply Equipment (EVSE) in Avista Corp's service territory to evaluate regional electrification requirements in eastern Washington, northern Idaho and part of southern and eastern Oregon EV adoption increased from 23% in 2016 to 41% in 2019
Pilot participants were highly satisfied with their experience Over 53,000 charging sessions were completed and analyzed Networked EVSEs proved more expensive to maintain with higher failure rates Light-duty EV loads will be manageable
Utility programs are effective at catalyzing market adoption Workplace charging was proven to spur market adoption
Activity conducted from 2016 - June 2019

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Amazon.com completed a six month pilot in France, Italy, and Spain for Class 1 passenger vehicles and Class 2 urban delivery vans VIEW DETAILS
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Demonstrating environmental stewardship at a municipal level in Des Moines, Iowa

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Amazon.com Global Test Pilot for Light-Duty Urban Logistics Testing cost-effectiveness of delivery fleet electrification to achieve long-term energy and sustainability goals 100% of all tailpipe emissions have been eliminated
Fuel savings were more than 50% in Europe
Real-world range was 19% lower than standardized testing Fuel economy ranged from 44 - 145 miles per diesel gallon equivalent (MPDGE) Charge management software is critical to managing demand charges Driver feedback has been mixed
Global EV fleets will be critical to cost-effective operations in low emission zones Last miles delivery is a suitable application for fleet electrification Amazon.com recommends fleets pursue electrification for urban delivery trucks Activity conducted from June through December 2018

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Des Moines, Iowa Municipal Fleet Leasing
The City of Des Moines, Iowa discovers cost-effective procurement strategy to begin transitioning EVs into their municipal fleet
The City of Des Moines was able to procure 4 Nissan Leaf EVs using a municipal lease program By evolving procurement to include municipal leasing options, EV business cases can become more cost justified, reducing initial upfront capital costs and realizing operational savings immediately Activity conducted since 2019

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City of Ann Arbor Municipal Fleet Electrification
Demonstrating municipal leadership with fleet electrification following the city’s Green Fleets Policy The City of Ann Arbor was able to procure 3 Chevrolet Bolt EVs using a municipal lease program The pilot deployment was well received by City staff
EVs are charged in visible locations to increase public awareness and adoption Peer-to-peer sharing and collaboration helped eliminate roadblocks Establishing a working partnership with The Climate Mayors Electric Vehicle Purchasing Collaborative was critical to establishing policy and finding creative financing solutions for EV fleet integration Activity conducted since 2019

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Demonstrating environmental stewardship at a municipal level in Ann Arbor, Michigan

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Piloting four battery electric buses to evaluate future fleet electrification possibilities within San Francisco VIEW DETAILS
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Deploying next generation cargo handling innovation to achieve emissions reductions and cost savings in support of corporate sustainability objectives VIEW DETAILS Public Transit Trolley Pilot in San Francisco Bay Area
Evaluating cost effectiveness and fleet electrification viability for battery electric vehicles within the San Francisco Bay Area
Electric buses present a viable vehicle technology for public transit operations Electric buses produce fewer greenhouse gases versus diesel buses County Connection will reduce its emissions by over 154 tons of CO2 per year Maintenance costs for Battery Electric Busses (BEBs) were 13% less than that of diesel equivalent buses The battery fleet’s fuel economy was 3.8 times higher than diesel equivalent buses The agency plans to save nearly $50,000 per year in fuel savings BEBs fuel economy was 2.84 kWh/mile or 13.3 miles per diesel gallon equivalent Comparable diesel buses realized 5.1 miles per diesel gallon Maintenance costs were $.39 per mile total for battery electric buses with a 76.9% average availability Diesel equivalent buses realized $.44 per mile with a 85.5% average availability On-route charging is critical to effective operations
Maintenance teams were unable to take-on end-to-end responsibilities to fully maintain BEBs OEM engagement is critical to advancing vehicle and charging requirements based on real-world driving conditions Activity conducted from June 2017 - May 2018

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Anderson-DuBose Terminal Truck Deployment
Anderson-DuBose realizes environmental impact, cost savings, and performance gains from terminal truck electrification
100% of all tailpipe emissions have been eliminated
Driver satisfaction was high
The EV terminal truck fully met performance objectives
Net fuel savings were ~88% of what was previously spent on diesel fuel EV charging cost is $1.83 per day compared to ~$15.80 in diesel fuel Maintenance savings are ~$7.61 per day
No special training or maintenance requirements were experienced Anderson-DuBose recommends fleets pursue terminal truck electrification Activity conducted from July 2017 through June 2018

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Disclaimer: The materials on this website are provided for informational purposes only. They do not constitute legal or tax advice nor do they necessarily reflect the opinions of Idaho Power Company or any of its affiliates. There is no implicit guarantee that this information is correct, complete, or up to date. In no event shall Idaho Power Company or its affiliates be liable for any special, indirect or consequential damages or any damages whatsoever, including, but not limited to claims associated with the accuracy of this data or information. You should not act or rely on any information on this website without independently confirming the information, and as applicable, seeking the advice of an attorney or tax professional. Various pages on this website contain links to other resources on the Internet.

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Transportation is changing and we're working hard to help our customers identify the best transportation solutions to complement their businesses. Some vehicle classes are readily available and have many successful implementations around the country, while other classes are in earlier stages of development/adoption and are currently being vetted through pilot programs.

If you don’t see a vehicle that meets your needs below, it won’t be long. New makes and models are arriving each year and ranges are increasing.

Passenger Class Electric Vehicles
Passenger Class electric vehicles represent the most widely used class of electric vehicle on the market today. There are many makes and models available today with an impressive history of delivering excellent performance and value. This class continues to expand with more light trucks, SUVs and vans coming soon. Click on any of the links to find out more… Fleet Fuel Savings & Carbon Reduction Estimator
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Light Duty Electric Vehicles
Light Duty electric vehicles are representative of Class 1 - 2 commercial trucks and passenger vehicles weighing less than 10,000 pounds. This is a rapidly growing electric vehicle class that is gaining market share across both the consumer and business markets. Example manufacturers with electric vehicles in this category include Arrival, Rivian, Tesla and Utilimaster.

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Medium Duty Trucks
Medium Duty electric vehicles are representative of Class 3 - 6 commercial trucks weighing less than 26,000 pounds. This vehicle class represents a tremendous opportunity to reduce operating cost and carbon emissions. Example manufacturers with electric vehicles in this category include Balqon, Bollinger, BYD, Chaje, EVT Motors, Freightliner, Fuso, Green Power Motor Company, Kenworth, Lightning Systems, Lion Electric, Motiv, Peterbilt, ROUSH CleanTech, SEA Electric and Workhorse.

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Heavy Duty Trucks
Electric vehicles in the Heavy Trucks category are representative of Class 7 - 8 commercial trucks weighing more than 26,001 pounds. This market is building momentum with preliminary programs delivering compelling results. Example manufacturers with electric vehicles in this category include Balqon, BYD, Freightliner, Kenworth, Lion Electric, Orange EV, Peterbilt, Nikola, SEA Electric, and Tesla.

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Refuse / Recycling Trucks
The electric truck market is developing for Class 6, 7 and 8 Refuse and Recycling vehicles. This vehicle class represents a tremendous opportunity to reduce operating cost and carbon emissions. Example manufacturers with electric vehicles in this category include BYD, Lion Electric, Mack, Nikola, Peterbilt, and SEA Electric.

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Electric Buses - School Buses
Bus electrification programs have been implemented in countries around the world. While initial infrastructure costs can be high, the long term fuel savings can be substantial. Additionally, the pollution reduction can be amazing - both carbon dioxide emission reduction as well as the reduction in other harmful pollutants. Example manufacturers with electric vehicles in this category include Blue Bird, GreenPower Motor Company, Lion Electric, Motiv, Phoenix, and Thomas Built Buses.

Fleet Fuel Savings & Carbon Reduction Estimator
Disclaimer: The materials on this website are provided for informational purposes only. They do not constitute legal or tax advice nor do they necessarily reflect the opinions of Idaho Power Company or any of its affiliates. There is no implicit guarantee that this information is correct, complete, or up to date. In no event shall Idaho Power Company or its affiliates be liable for any special, indirect or consequential damages or any damages whatsoever, including, but not limited to claims associated with the accuracy of this data or information. You should not act or rely on any information on this website without independently confirming the information, and as applicable, seeking the advice of an attorney or tax professional. Various pages on this website contain links to other resources on the Internet.

View Available and Pre-Production Models
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Electric Buses - Public/Private Transit
This electric bus market is quickly advancing, with models emerging across all category types. While initial infrastructure costs can be high, the long term fuel savings can be substantial. Example manufacturers with electric vehicles in this category include Arrival, BYD, Chanje, El Dorado National, Green Power Motor, Gillig, Lightning Systems, Lion Electric, Motiv, Motor Coach Industries, New Flyer, Phoenix, and Proterra.

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1 2

In 2009 the Board approved the LCFS regulation to reduce the carbon intensity (CI) of transportation fuel used in California by at least 10 percent by 2020 from a 2010 baseline.

In 2011, the Board approved amendments to clarify, streamline, and enhance certain provisions of the regulation. In 2015, the Board re‐adopted the LCFS to address procedural issues, which began implementation on January 1, 2016. In 2018, the Board approved amendments to the regulation, which includes strengthening and smoothing the CI benchmarks through 2030 in‐line with California’s 2030 GHG target enacted through SB32.

The LCFS is one of the key AB 32 measures to reduce greenhouse gas emissions in California but also has other significant benefits. It transforms and diversifies the fuel pool in California to reduce petroleum dependency and achieves air quality benefits, which are State priorities that preceded AB 32.
3 The LCFS is designed to reduce GHG emissions in the transportation sector, which is responsible for about 50 percent of GHG emissions (including industrial sector emissions from refining and crude production), 80 percent of ozone‐forming gas emissions, and over 95 percent of diesel particulate matter.

It is a key part of a comprehensive set of programs in California to reduce emissions from the transportation sector, including the Cap and Trade Program, Advanced Clean Cars Program, and SB 375.
4 The LCFS sets annual carbon intensity (CI) standards, or benchmarks, which reduce over time, for gasoline, diesel, and the fuels that replace them.

Carbon intensity is expressed in grams of carbon dioxide equivalent per megajoule of energy provided by that fuel. CI takes into account the GHG emissions associated with all of the steps of producing, transporting, and consuming a fuel—also known as a complete life cycle of that fuel.

The LCFS lets the market determine which mix of fuels will be used to reach the program targets.
5 Fuels and fuel blendstocks introduced into the California fuel system that have a CI higher than the benchmark generate deficits. Similarly, fuels and fuel blendstocks with CIs below the benchmark generate credits. Annual compliance is achieved when a regulated party uses credits to match its deficits.

Since the regulation was first adopted, the compliance curves have been “back‐loaded” to allow time for the development of low‐CI fuels and advanced vehicles (the benchmark CI reduction was frozen by court order for three years between 2013 and 2015). Due to this program design choice, there has always been the expectation that excess credits generated in the early years of the program would be available for use in more stringent future years, if needed.

Under the current LCFS regulation, the 2030 standard of a 20 percent CI decline will also be imposed for all years post‐2030.
6 7

Since the regulation went into effect, low carbon fuel use has increased. Fuel producers are also taking action to decrease the carbon intensity of their fuels.

The program has an established market for credit transactions. The total value of credit transactions exceeded $2 billion in 2018.

The LCFS Data Dashboard web page was created to display the current and historical LCFS program data. Some of the information found in the Data Dashboard are the following:
• Volume of fuels and credits generated under the LCFS
• Compliance curve and the percent reduction in carbon intensity to date • Credit volumes transacted and the average credit prices per month under the LCFS.

To see the Data Dashboard, please see
http://www.arb.ca.gov/fuels/lcfs/dashboard/dashboard.htm. 8 Other jurisdictions are joining California, which is evident in the Pacific Coast Collaborative, a regional agreement between California, Oregon, Washington, and British Columbia to strategically align policies to reduce greenhouse gases and promote clean energy.

One of the provisions of this Collaborative explicitly addresses Low Carbon Fuel Standard programs. California, Oregon, and British Columbia have existing LCFS programs in place and the Washington legislature is considering a program.

Staff has been routinely working with these jurisdictions, providing assistance where we can. Over time, these LCFS programs will build an integrated West Coast market for low‐ carbon fuels that will create greater market pull, increased confidence for investors of low carbon alternative fuels, and synergistic implementation and enforcement programs.

Other regions including Canada and Brazil are also noticing California’s success and developing LCFS‐like performance standards for transportation fuels. 9 10

There are three ways to generate credits in the LCFS: fuel pathways, projects, and capacity‐ based crediting.

Under fuel pathway‐based crediting, all transportation fuels need a carbon intensity score to participate in the LCFS, and the fuel type dictates which process is used to determine that CI. Providers of low carbon fuels used in California transportation generate credits by obtaining a certified CI and reporting transaction quantities on a quarterly basis. Credits are calculated relative to the annual CI benchmark and will undergo verification post credit generation.

Under project‐based crediting, projects include actions to reduce GHG emissions in the petroleum supply chain, and also CCS using Direct Air Capture. Crediting for projects is based on life cycle emission reductions, and credits are issued after the reported reductions are verified.

Finally, the 2018 amendments added a new crediting mechanism to the LCFS which is designed to support the deployment of zero emission vehicle infrastructure. Crediting for ZEV infrastructure is based on the capacity of the hydrogen station or EV fast charging site minus the actual fuel dispensed.
11 The Alternative Fuels Portal (AFP) and the LCFS Credit Banking and Transfer System (LRT‐CBTS) are two of the modules that make up the LCFS database management system. Not depicted here is the Verification module, which will provide access to participant data for LCFS‐accredited Verification Bodies.

The AFP facilitates the application process to obtain a certified CI score. Applicants for Tier 1 and Tier 2 pathways, which rely on site‐specific data, use this portal to submit their CI calculator and supplemental information.

All Lookup Table CI values were historically obtained through the LRT‐CBTS. Beginning in 2019, all applicants for Hydrogen Lookup Table pathways will apply through the AFP, along with applicants for the Zero‐CI Electricity Lookup Table pathway.

Entities seeking any other Lookup Table pathway, including CARBOB, ULSD, California Average Grid Electricity, CNG, LPG, and Smart Charging or Smart Electrolysis, do not need to register in the AFP and will continue to use the LRT‐CBTS.

The LRT‐CBTS is designed specifically to facilitate reporting and credit banking and transfers. Beginning in 2019 it will also be able to process project‐based crediting and ZEV infrastructure crediting applications.

Entity requirements and responsibilities are defined by the role each entity plays. An entity may have multiple roles in the LCFS, such as an alternative liquid fuel producer may be a Fuel Pathway applicant, but because this entity also reports and generates credits, they are a fuel reporting entity as well. A hydrogen station owner who generates infrastructure credits must also be a fuel reporting entity (to report the quantity of fuel dispensed); this entity may also be a pathway holder, or another entity could have taken the responsibilities of applying for and maintaining the pathway. All fuel pathway applicants become fuel pathway holders once their CI is certified; they must annually demonstrate that the pathway remains valid.

Note that applications for carbon capture and sequestration may be approved through the:
• AFP (fuel pathway‐based crediting) if the capture occurs within the process of an alternative fuel pathway, e.g., CO2 from ethanol fermentation
• LRT (project‐based crediting) if the capture is associated with crude oil production (Innovative Crude provisions) or a petroleum refinery (Refinery Investment Credit provisions), or by direct air capture (not associated with any fuel; may be credited as a stand‐alone project).

To access the LRT‐CBTS and AFP, please see https://ssl.arb.ca.gov/lcfsrt/index.html?aspxerrorpath=/lcfsrt/Login.aspx. 12 The LCFS regulation does not apply to an alternative fuel that is not a biomass‐based fuel or is supplied in California with an aggregated quantity of less than 420 million MJ/year.

Conventional jet fuel, aviation gasoline, deficit‐generating fuel used in military tactical vehicles, and credit‐generating fossil CNG or fossil propane dispensed at a fueling station with total throughput of 150,000 gasoline‐gallons equivalent or less per year (until 2021 or 2024, respectively) are also exempt from the LCFS. The LCFS regulation also does not apply to fuels used in interstate locomotives, ocean‐going vessels, and deficit‐generating fossil propane and CNG used in school buses purchased prior to January 1, 2020. 13 Credits and deficits are calculated using the carbon intensity benchmarks for gasoline and diesel fuel in each calendar year. These benchmarks equate to a 6.25 percent reduction in carbon intensity relative to 2010 in the 2019 compliance year, increasing linearly to a 20 percent reduction in 2030.
14 Since conventional jet fuel is not subject to the LCFS regulation and does not generate deficits, these carbon intensity benchmarks are used specifically to calculate credits from alternative jet fuel. The jet fuel benchmarks remain fixed at the 2010 baseline CI for conventional jet fuel, with a zero percent reduction in each year, until the benchmark for diesel substitutes declines below the CI baseline for jet fuel, in 2023. The jet fuel benchmarks then mirror the benchmarks for diesel through 2030. 15 The CI includes the “direct” effects of producing and using the fuel, as well as “indirect” effects that are primarily associated with crop‐based biofuels. Two models are used to calculate the direct effects, which are the California Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (CA‐GREET) and Oil Production Greenhouse gas Emissions Estimator (OPGEE) models. To calculate the indirect effects, the Global Trade Analysis Project (GTAP) model was updated and the Agro‐Ecological Zone Emissions Factor (AEZ‐EF) model was created to supplement GTAP’s estimates of greenhouse gas emissions from various types of land conversions.
16 This is an illustration of the life cycle assessment of California Reformulated Gasoline Blendstock for Oxygenate Blending (CARBOB). CARBOB makes up the petroleum fraction of California reformulated gasoline (CaRFG) before any fuel oxygenate is added; CARFG is essentially 90 percent CARBOB blended with 10 percent ethanol by volume.

CARBOB CI is based on the 2010 average crude oil supplied to California refineries and average California refinery efficiencies. Crude oil is evaluated using the OPGEE model; the crude supplied to California refineries in 2010 was found to have an average CI of 11.78 gCO2e/MJ, with some crudes ranging from as low as 4 to as high as 30 gCO2e/MJ.

Production of CARBOB at all California refineries adds 14.8 g/MJ to the fuel cycle CI. About 75 percent of the GHG emissions from the life cycle of CARBOB occur during combustion in vehicles (tailpipe emissions).
17 This is an illustration of the life cycle assessment of corn ethanol. Emissions associated with agriculture contribute 29 gCO2e/MJ; of that, 11 g result from the production of fertilizer and soil amendments, and the soil emissions resulting from synthetic and organic additions contribute an additional 14 g/MJ, and on‐farm emissions from energy use in tractors during activities such as planting, cultivation and harvest, make up the remainder.

Emissions from production at the ethanol facilities vary widely depending on their process fuels, their efficiencies, and any processing of co‐products, such as drying distiller’s grains and solubles (DGS). Please note that this slide contains numerical values for illustrative purposes only.

DGS is the remnants of the corn after fermentation and is sold and used as livestock feed. A credit of ‐12 g/MJ is assessed for the production of DGS at a typical rate of 5.31 dry pounds per gallon of ethanol; this credit reflects market displacement of corn and other feed ingredients from LCFS application Contributing substantially to the impacts associated with corn (and other crops) used to produce biofuels is the phenomenon called land use change, or LUC. LUC occurs when higher ethanol demand increases the demand for corn, raising its market price. Someone, somewhere, reacting to this price signal, will convert land to corn production, either directly or through a series of daisy‐chain events, which will result in carbon emissions from that land. The estimated amount of land conversion and associated GHG emissions are determined using the GTAP and AEZ‐EF models and are added to the CI of corn ethanol. All crop‐based feedstocks have LUC values.

Finally, the CO2 emitted from vehicles during biofuel combustion is considered carbon neutral, in accordance with IPCC and U.S. EPA GHG inventory guidelines, as the carbon released was uptaken from the atmosphere by the corn within a short timeframe. Additionally, ethanol is required to be denatured in order to render it unfit for human consumption. A small amount of gasoline blendstock is added, typically 2.5%v/v, for this purpose, adding 1 g/MJ to the CI of denatured ethanol.
18 This is an illustration of the life cycle assessment of biodiesel made from used cooking oil (UCO). UCO, also known as waste grease, is collected from sites like industrial food processors and restaurants. The UCO is transported to a rendering facility where it is filtered and purified to remove any water, solids, contaminants, to reduce the level of free fatty acids (FFA) and ensure the oil has the correct properties required for fuel production.

The rendered oil is then transported to a biorefinery where it is converted to biodiesel by reacting with methanol in a chemical process called esterification. The process also yields a co‐product, glycerin; an accounting method known as energy‐based allocation is used to divide the total emissions from the facility between its two products. 95 percent of the production emissions are attributed to biodiesel and the remaining 5 percent to glycerin.

Please note that this slide contains numerical values for illustrative purposes only.

The CO2 emitted from vehicles during biofuel combustion is considered carbon neutral, in accordance with IPCC and U.S. EPA GHG inventory guidelines, as the carbon released was uptaken from the atmosphere within a short timeframe by the plant that produced the oil.

A small amount of emissions, less than 1 g/MJ, result from the GHGs (methane and nitrous oxide) that form during biodiesel combustion.
19 This is an illustration of the life cycle assessment of California’s average grid electricity when it is used to charge Electric Vehicles (EV).

The carbon intensity of California electricity is calculated in CA‐GREET 3.0 using the 2017 average California generation resource mix from the CEC database1 , slightly modified to match CA‐GREET resource categories2 in order to calculate the emissions associated with each resource.

The GHG emissions for this pathway consist of the upstream emissions associated with producing and transporting each fuel to the power plant, the emissions associated with generating electricity (combustion of fossil based resources like natural gas), and transmission line losses (translated to emissions from the excess electricity that must be supplied to meet demand).

Finally, EVs in the Light‐duty Vehicles (LDV) and Medium‐duty Vehicles (MDV) are over three times more efficient than the internal combustion engines (ICE) they replace. The life cycle emissions from electricity generation sum up to 81.49 gCO2/MJ of electricity, but the effective CI shown here is on the basis of the amount of gasoline that is displaced by the use of EVs. The efficiency ratio is, therefore, translated to an emission savings representing the smaller amount of energy an EV needs to travel the same distance as an ICE.
1 2017 California Total System Electric Generation, California Energy Commission:
https://www.energy.ca.gov/almanac/electricity_data/total_system_power.html 2 California Air Resources Board, CA‐GREET 3.0 Supplemental Document and Tables of Changes, 13‐ AUG‐2018: https://www.arb.ca.gov/fuels/lcfs/ca‐greet/cagreet_supp_doc_clean.pdf 20 This illustration shows the stages that are analyzed while performing life cycle assessment of compressed natural gas (CNG) from landfill gas (LFG). LFG is also known as biogas as it originates from organic materials which decompose without oxygen in landfills, resulting in generation of methane. Biogas is typically 50‐60% methane and the remainder is made up of CO2 and trace gases.

Recovery of biogas is accomplished using electrical fans to draw gas up through wells inserted throughout a landfill.

Most landfills are required to capture LFG and oxidize methane to CO2 by the use of a flare or thermal oxidizer. By capturing and using this gas as a transportation fuel rather than flaring, CO2 emissions are avoided.

Capture mechanisms are imperfect, resulting in an estimated 25 percent of LFG that escapes the flare; this emission is considered outside of the LCA system boundary, as it occurs whether a landfill is capturing gas for use as a fuel, or for flaring. This is a principle of life cycle assessment, which seeks to determine what emissions would occur in a reference or baseline scenario, and compares the project case in order to determine the net change caused by a process or product.

Biogas upgrading is where the majority of the emissions associated with LFG to CNG occur. The objective is to remove CO2, water, and to scrub unwanted components such as hydrogen sulfide in order to bring the biogas to pipeline‐quality and motor vehicle standards. At this stage the gas is referred to as biomethane.

Transmission via the system of natural gas pipelines that span the U.S. can also result in a significant quantity of emissions, for a conservative distance from a landfill to CA, 3,600 miles pipeline is chosen. Compressors require energy to move gas through pipelines, and methane has opportunities to escape during gas transmission; the magnitude of emissions is dependent on the distance gas travels from its source to its end use.

When pipeline gas is withdrawn at a refueling station, it is compressed to CNG before it is injected into a vehicle.

The tailpipe emissions that occur during combustion of CNG in a natural gas engine for methane and nitrous oxide only; CO2 is cancelled with the avoidance of the combustion of a flare. Please note that this slide contains numerical values for illustrative purposes only.
21 All transportation fuels need a carbon intensity score to participate in the LCFS, and the fuel type dictates which process is used to determine that CI.

Lookup Table pathways have CI scores that are predetermined by CARB using industry‐wide average inputs, or conservative assumptions. Most of the fuels in the Lookup Table don’t require an application, and those that do require an application have a few requirements and a very streamlined approval process.

The Tier 1 pathway application process is for the most common low carbon fuels, and applicants use a Simplified CI Calculator to determine their site‐specific fuel production and transport emissions. Under Tier 1, most emissions from feedstock production are based on standard inputs, but the calculators have some flexibility to accommodate user‐defined process energy inputs.

The Tier 2 application process is designed for innovative, next‐generation pathways, which may use unique feedstocks or include advanced technologies like Carbon Capture and Sequestration. Tier 2 fuels include Alternative jet fuel, and any other pathway that is not eligible to use the Lookup Table or Tier 1 process. Applicants for these pathways can fully customize the California GREET model to accurately determine their site‐specific CI.

The diagram shows the basic process for credit generation. Credits for fuel pathways are calculated based on the CI score that is determined in the initial pathway application, the energy economy ratio or EER for the type of vehicle the fuel is used in, and the quantity of fuel reported. Credits are issued quarterly, and pathways with site‐specific CI data will typically be verified annually. 22 A regulated entity’s annual compliance obligation is met when the regulated entity demonstrates via its annual report that it possessed and has retired a number of credits from its credit account that is equal to its compliance obligation. The annual compliance period is January 1st through December 31st of each calendar year.

Fuel transactions from each calendar quarter are reported during the next calendar quarter. After each deadline, no credits can be generated for an activity that took place in the prior quarter. Transactions involving business partners must be reconciled by the “Deadline” dates shown in the LCFS Reporting Schedule table. The quarterly reporting schedule is as follows:
• June 30th: For the first calendar quarter covering January through March • September 30th: For the second calendar quarter covering April through June • December 31st: For the third calendar quarter covering July through September • March 31st: For the fourth calendar quarter covering October through December The annual compliance reports must be submitted by April 30th of each year.

For more information on the LRT‐CBTS and AFP, or to submit quarterly or annual reports, please visit the Data Management System web page:
http://www.arb.ca.gov/fuels/lcfs/reportingtool/datamanagementsystem.htm. 23 A system for third‐party verification is needed to ensure accuracy of reported greenhouse gas data. The framework and principles of the LCFS verification program are consistent with the verification systems that support CARB’s Cap‐and‐Trade program. The LCFS verification program provides confidence and reliability in reported data for stakeholders, market participants, and the public—the data have financial implications and quality assurance must meet a specified level of rigor.

Third‐party verification is international best practice for credible greenhouse gas monitoring and reporting and considered a requirement for carbon pricing systems. The verification program is based on ISO 14064‐3 and 14065. It also provides a systematic, independent, and documented process for evaluation of reported data against the LCFS regulatory requirements and methods for calculation.

Beginning in 2019, verifiers will apply for CARB accreditation and take required training and exam(s). CARB will publish on the LCFS website the list of verification bodies and verifiers accredited to perform LCFS verification services.
24 The entities required to contract for verification services are summarized here.

Regulated entities specified in section 95500 are required to retain the services of independent verifiers accredited by CARB, beginning with 2020 fuel pathway applications and in 2021 for LCFS data reports, and thereafter. Deferred verification statements are due in 2023 for those who are eligible.
25 The LCFS Regulation includes requirements for data accuracy and meter calibration.

Reported LCFS data have financial implications and must meet the specified level of rigor.

All entities that submit LCFS data used to calculate GHG emissions and reductions must attest to its accuracy. Most LCFS data are based on financial transaction meters that meet CARB’s accuracy requirements: suppliers and purchasers who do not have common owners rely on the measurements for sales, meters are sealed with a valid seal from the county sealer of weights and measures or from a county certified designee, or third parties operate the meters. Meters that do not meet the criteria above, referred to as “internal meters,” must be installed, operated, and maintained according to manufacturer‐ recommended calibration frequency and precision requirements to meet accuracy requirements for LCFS data. In addition, entities responsible for obtaining third‐party verification must document measurement device information in a written Monitoring Plan according to section 95491.1(c) and demonstrate acceptable measurement accuracy. If data are missing, the regulated entity must be able to demonstrate to the verifier that reported data are accurate within +/‐ 5 percent or must obtain CARB approval of an alternate monitoring method pursuant to section 95488.8(k). 26 If a regulated party does not retire sufficient credits to meet its compliance obligation, then a Credit Clearance Market will be initiated. Entities with credits to sell can opt to pledge credits into the market and entities needing credits must purchase their pro‐rata share of these pledged credits. A price cap in the clearance market prevents extreme market volatility, thereby providing consumer protection.
27 The LCFS contains two credit opportunities for refineries, an expanded credit opportunity for crude production, and Carbon Capture and Sequestration by Direct Air Capture.

The renewable hydrogen refinery credit provision allows refineries to generate credits through the use of renewable hydrogen at the refinery to produce gasoline and diesel.

Renewable hydrogen can be produced using steam methane reforming of renewable natural gas or through electrolysis using renewable electricity.

The refinery investment credit provision allows refineries to generate credits for GHG reduction projects undertaken at a refinery. These projects include use of renewable energy sources, conversion of combustion power sources to electricity, use of carbon capture and sequestration, and process improvement projects.

The innovative crude credit provision supports innovative technologies for solar steam or heat generation, solar‐ or wind‐based electricity, renewable natural gas or biogas energy, and carbon capture and sequestration.
28 Projects claiming CCS credits must comply with the CCS Protocol. Credits must be prorated based on the volumes delivered to California, except for direct air capture projects.

The amount of net CO2 sequestered by alternative fuel producers can be used to adjust the carbon intensities of the associated fuel pathways.

All CCS projects must undergo verification.
29 Examples of how the CCS Protocol can be used in the LCFS include low carbon fuel pathway, refinery investment, innovative crude, or direct air capture.

To generate credits for CCS projects, credits go to the capture facility. The storage facility must also be a co‐applicant, but capture and storage facilities do not need to be co‐located.

All CCS projects must receive a Permanence Certification before LCFS credit generation is possible.

Recognized reservoirs under the LCFS include saline formations, CO2 enhanced oil recovery, and depleted oil and gas reservoirs.
30 Electric vehicles, trucks, electric transit systems (fixed guideway, buses), electric forklifts, electric cargo‐handling equipment, electric transportation refrigeration units, and shore power to ocean‐going vessels at‐berth are eligible to generate credits.

Due to the fact that consumer preferences of electric vehicle owners has not resulted in widespread installation of separate metering in residences, CARB calculates the credits for non‐metered residential charging of EVs, to maintain the quality and accuracy of the credit generations. Electrical Distribution Utilities (EDU) earn “base” credits for all residential charging using the grid average CI, and the load serving entity, auto manufacturer, or another entity may also generate “incremental” credits for supplying metered, low‐CI electricity or smart charging to those residences. In the event that multiple entities claim incremental credits for a given residence, the LCFS provides the following order of priority:
the Load‐Serving Entity (LSE), including a Community Choice Aggregator (CCA); the automobile manufacturer who provides metered charging data through on‐vehicle telematics; and any other entity who can provide the metered data has the third priority, which could include a charging service provider or an aggregator. All electricity credit generators must use credit proceeds to promote transportation electrification, and provide benefits to their EV customers and educate them about the benefits of EV transportation.

The LCFS streamlines and facilitates the credit generation and reporting for public, workplace and fleet charging. Utilities will receive those credits unless electrical vehicle service providers, site hosts or fleet owners opt in.
31 The combination of zero‐carbon electricity and zero‐emission vehicles offers significant opportunity for reductions that are not well recognized by the program to date. To address this issue, the 2018 amendments allow renewable power generated off‐site to be used in EV charging and hydrogen production by electrolysis. The amendments also recognize the benefits of shifting EV charging and electrolyzer loads to periods of time when excess renewable electricity might otherwise be wasted. These amendments are intended to be a first step in promoting further expansion of zero‐emission vehicle infrastructure through the LCFS, as directed by the Governor’s Executive Order. They would help make these vehicles fully “zero emission” on a life cycle basis.
32 The LCFS also contains hydrogen provisions. The person who owns the hydrogen fueling supply equipment or the hydrogen forklift fleet is eligible to generate credits for hydrogen fueling. Lookup Table pathways for hydrogen produced in California are available to streamline participation. Hydrogen is an opt‐in fuel until statewide use in transportation meets a threshold of 3,500 tons per year.

To learn more about the LCFS electricity and hydrogen provisions, please see http://www.arb.ca.gov/fuels/lcfs/electricity/electricityh2.htm. 33 In April 2018, the Board also directed staff to explore the establishment of a statewide Clean Fuel Reward program funded by the sale of LCFS credits and given at the point of electric vehicle sale or lease. Since the April Board hearing, a coalition of Electrical Utilities and Automakers have come together to lay the groundwork for such a program. The approach required targeted changes in the LCFS to accommodate the rebate program: we have set a minimum percentage contribution from all utilities that opt in, which scales with utility size and increases over time; and we have also established battery‐capacity tiers—in‐ line with the federal rebate structure—to ensure EVs with higher battery capacity get the maximum rebate.
34 To provide additional incentives for growth of ZEVs, in the recent round of rulemaking, the program included a provision termed “infrastructure crediting” to include both hydrogen refueling stations and DC fast chargers. The concept is simple: The LCFS will credit eligible stations based on the capacity of the station to deliver fuel once the station is fully utilized.

Infrastructure credits will decrease as a station/charger reaches full utilization, until it is only generating credits for its dispensed fuel. In this way, the provision is designed to be “self‐sunsetting.” This provision is designed to address the “chicken & egg” problem, in which demand for zero emission vehicles is low because consumers can’t refuel them, and refueling station developers won’t build stations until more vehicles are sold.

For more information on the LCFS ZEV Infrastructure Crediting Provision, please see https://www.arb.ca.gov/fuels/lcfs/electricity/zev_infrastructure/zev_infrastructure.htm 35

Sierra Madre City CouncilMay 13, 2025

Sierra Madre City Council
May 13, 2025