St. Helena City Council
December 10, 2024

NEW SERVICE GROUND "GEC" NEW NEUTRAL TO EACH "AC-SPR" SEE SHEET E201 TYP. TO ADDITIONAL POSTS, TYP. NEW ELECTRICAL GROUND CONDUCTOR TO EACH "DC-POST" TYP. NOTES: · REFER TO SINGLE LINE DIAGRAM, SHEET E201, FOR SPECIFIC CIRCUIT IDENTIFIERS BETWEEN EQUIPMENT. · REFER TO AC & DC CIRCUIT SCHEDULES FOR NEUTRAL/GROUND SIZING PER CIRCUIT, SHEET E201. LEGEND NEUTRAL BUSBAR GROUND BUSBAR PRIMARY OR SECONDARY COMMON TERMINAL, AS APPLICABLE IRREVERSIBLE SPLICE OR CRIMP PER NEC 250.64(C) NEC 250.52(A) COMPLIANT GROUNDING ELECTRODE NG NEW GROUNDING ELECTRODE CONDUCTOR, "GEC" 3/0 AWG SOLID COPPER (2) 5/8" DIA x 10' LONG COPPER GROUND ROD BURIED BELOW GRADE AT 6' MIN SEPARATION. ELECTRODES SHALL BE BONDED WITH 3/0 AWG SOLID COPPER NEW ELECTRICAL GROUND CONDUCTOR TO EACH "AC-SPR" SEE SHEET E201 TYP. GROUNDING DIAGRAM 1 SCALE: NONE
N
G
N
G
N
G
G
N
G
G GROUNDED CONDUCTOR AND CONNECTIONS PER UTILITY REQUIREMENTS TO UTILITY TRANSFORMER NEW MAIN SWITCHBOARD MAIN BONDING JUMPER (FACTORY INSTALLED) NEW SUPERCHARGER STAR-CENTER SB-1 DC-# NEW SUPERCHARGER CABINET, TYP. SPR-# SPR-# NEW SUPERCHARGER STAR-POINT SPR-# NEW SUPERCHARGER STAR-POINT G NEW ELECTRICAL GROUND CONDUCTOR IN HIGH VOLTAGE DC-BUS CONDUITS OR WIREWAY BETWEEN CABINETS IN A RADIAL CONFIGURATION FROM THE STAR POINT CABINETS TO THE STAR CENTER CABINET (1 STAR-CENTER PER 7 CABINETS TOTAL) NEW SUPERCHARGER POST TYP. DC-# DC-# 7" 1'-6" TESLA SUPERCHARGER 1 (877) 798-3752
7 1/2"
1" TYP. NOTE: ATTACH TO FRONT OF SWITCHGEAR 1'-2" TESLA EV SYSTEM DISCONNECT 4"
1" TYP. NOTE: ATTACH TO SWITCHGEAR MAIN DISCONNECT ST HELENA, CA. 94574 PLACARD NOTES: 1. PLACARDS TO BE MADE OF RED PHENOLIC PLASTIC WITH WHITE LETTERING. 2. ATTACH WITH RIVETS OR SELF TAPPING SCREWS. 3. ADDITIONAL PLACARDS REQUIRED FOR ARC FLASH LABELS. 4. TESLA TO PROVIDE ALL PLACARDS AND ARC FLASH LABELS. 5. CONTRACTOR TO INSTALL. SYSTEM PLACARDS 2 SCALE: NONE 1600A, 480/277, 3P, 4W 10" WARNING CONTROLS COMPARTMENT EQUIPMENT IS STILL LIVE WHEN THE MAIN SERVICE DISCONNECT IS IN THE "OFF" POSITION. INDEPENDENT "CONTROLS DISCONNECT" LOCATED ADJACENT TO MAIN DISCONNECT 1" NOTE: ATTACH TO EXTERIOR OF CONTROLS COMPARTMENT PANEL 1/2"
TYP. 1301 MONEY WAY Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION E202

ELECTRICAL DETAILS AC & DC ESTIMATED LENGTHS
4 AC SUPERCHARGER LENGTHS SUPERCHARGER TOTAL NUMBER OF CONDUITS LINEAR LENGTH IN FEET SWITCHBOARD TO SUPERCHARGER ESTIMATED LENGTH IN FEET* 1 2 17 42 LENGTH OF AC AL WIRE PER CONDUIT** 168 LENGTH OF AC AL WIRE *** 336 2 2 22 47 LENGTH OF AC AL WIRE PER CONDUIT** 188 LENGTH OF AC AL WIRE *** 376 3 2 27 52 LENGTH OF AC AL WIRE PER CONDUIT** 208 LENGTH OF AC AL WIRE *** 416 TOTAL LENGTH OF AC AL WIRE **** 1128 TOTAL LENGTH OF EGC ***** 282 NOTES: 1. SEE SHEET E 201 FOR WIRE CONFIGURATION. * AC CONDUCTORS: 25 FT IS ADDED TO THE HORIZONTAL RUN LENGTH TO ACCOUNT FOR BURIED DEPTH & TRANSITIONS. ** ESTIMATED LENGTH OF AL WIRE = SUM OF ESTIMATED LENGTH x 4 WIRES PER SUPERCHARGER *** LENGTH = LENGTH OF AC AL WIRE PER CONDUIT x # OF CONDUITS **** TOTAL LENGTH = SUM OF AC LENGTHS ***** TOTAL LENGTH OF EGC = LENGTH x # SETS DC CHARGING POST LENGTHS SUPERCHARGER CHARGE POST LINEAR LENGTH IN FEET ESTIMATED DC WIRE LENGTH IN FEET* 1 1A 46 68 1B 32 54 1C 12 34 1D 21 43 2 2A 35 57 2B 44 66 2C 53 75 2D 62 84
3 3A 51 73 3B 56 78 3C 73 95 3D 78 100 CONDUIT LENGTH 827 TOTAL CONDUCTOR LENGTH** 3308 TOTAL LENGTH OF EGC & COMM CABLE 827 NOTES: 1. SEE SHEET E 201 FOR WIRE CONFIGURATION. 2. ANY DC RUN OVER 330' SHALL BE BROUGHT TO THE ATTENTION OF THE TESLA CONSTRUCTION MANAGER. * 22 FT IS ADDED TO THE HORIZONTAL RUN LENGTH TO ACCOUNT FOR BURIED DEPTH & TRANSITIONS. ** ESTIMATED LENGTH OF DC AL WIRE = SUM OF ESTIMATED LENGTH x 4 WIRES PER SUPERCHARGER MAIN SWITCHBOARD SB-1, MCB 1600A ZPOWER PHASE GROUND DESIGNATION FRAME AMPS 1,600 1,600 AIC kA 65 65 FRAME MFR EATON TYPE MODEL MPN-616 MPN-616 TRIP UNIT SENSOR AMPS 1,600 1,600 PLUG AMPS 1,600 1,600 DESCRIPTION LSI, 1600AF, 200-1600AP GF, 800-6000AF TYPE/MODEL MAGNUM PXR 20 MAGNUM PXR 20 TRIP UNIT SETTINGS (1600A TRIP) LONG DELAY PICKUP (lr) 1 (1600A) LONG DELAY TIME (tr) 24s SHORT DELAY PICKUP (lsd ) 2.5 (4000A) SHORT DELAY TIME (I2t) 0.1s INSTANTANEOUS PICKUP (l i) 6 (9600A) GROUND FAULT PICKUP (Ig
) 0.75 (1200A) GROUND FAULT DELAY TIME (tg
) 0.5s SUPERCHARGER CABINET BREAKERS PD-3 THERMAL-MAG TRIP UNIT (600A TRIP) INSTANTANEOUS (l i): 5 (3000A) BREAKER SETTINGS
3 Agenda Item #10.7.

34" SUGG. DEPTH
24" MIN. COVER
1'-6" RED WARNING TAPE W/ TRACE WIRE 4" PVC CONDUIT MAX (8) CONDUITS PER GROUP APPROVED BACKFILL EXISTING ASPHALT/CONCRETE NEW FINISHED GRADE, REPAIR CAP TO MATCH EXISTING 4" MIN. SPARE 4" CONDUITS MAY BE USED AS SPACERS CONDUITS MAY NOT BE STACKED MORE THAN 2 HIGH "AC-SPR" CIRCUITS TRENCH - MAX RHO 90 3 SCALE: NONE AC-SPR SLURRY BACKFILL
2" MIN.
36" SUGG. DEPTH
24" MIN. COVER
1'-6" "DC-POST" CIRCUITS TRENCH - RHO 60
1 16 CONDUITS OR LESS SCALE: NONE CONDUITS MAY NOT BE STACKED MORE THAN 2 HIGH RED WARNING TAPE W/ TRACE WIRE DC POST CONDUIT PER SCHEDULE SEE SHEET E201 (1) CONDUIT PER CHARGE POST MAX. (16) CONDUITS PER CONDUIT GROUP DC-POST EXISTING ASPHALT/CONCRETE NEW FINISHED GRADE, REPAIR CAP TO MATCH EXISTING SLURRY BACKFILL NATIVE FILL 2" MIN. 16 CONDUITS OR LESS
30" SUGG. DEPTH
24" MIN. COVER
1'-6" RED WARNING TAPE W/ TRACE WIRE PVC CONDUIT RUN (REFER TO PLANS AND WIRE SCHEDULE FOR ACTUAL NUMBER AND LOCATION OF CONDUITS) IN A SINGLE ROW, CANNOT BE STACKED APPROVED BACKFILL EXISTING ASPHALT/CONCRETE NEW FINISHED GRADE, REPAIR CAP TO MATCH EXISTING "DC-BUS" CIRCUITS TRENCH - MAX RHO 90 2 SCALE: NONE DC-BUS SLURRY BACKFILL
2" MIN. DURALINE SMOOTH-COR FLEX CONDUIT
4 SCALE: NONE KEYLOCK STRIPS NO GLUE DURALINE SMOOTH-COR FLEX TO SMOOTH-COR FLEX COUPLER O-RING GASKET AIR & WATERTIGHT KEYLOCK COUPLING CORRUGATED OUTER WALL HIGH CRUSH STRENGTHSEMI SMOOTH INNER WALL KEYLOCK STRIPS NO GLUE O-RING GASKET AIR & WATERTIGHT DURALINE SMOOTH-COR FLEX TO HDPE, PVC, THREADED GALVANIZED STEEL CLAMP ADAPTER CONDUIT SMOOTH-COR FLEX NOTE: 1. DURALINE SMOOTH-COR FLEX CONDUIT HAS BEEN CERTIFIED FOR USE IN TESLA'S SUPERCHARGER SYSTEM AS DC-POST CONDUIT. 2. TESTING REPORTS FOR COMPLIANCE WITH UL1660, UL 1990, AND UL651A STANDARDS ARE AVAILABLE UPON REQUEST 3. PVC TO BE UTILIZED FOR ALL 90-DEGREE TRANSITIONS. Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION E501
TRENCH DETAILS TRENCHING NOTES: 1. THE DC-BUS, DC-POST, AND AC-SPR TRENCH DESIGNS ARE THE RESULT OF A THERMAL ANALYSIS OF THE CONDUCTORS UNDER LOAD. FOR PROPER PROTECTION THEY MUST BE FOLLOWED. 2. APPROVED BACKFILL IS REQUIRED TO MEET THE DESIGNED RHO VALUES USE THE SPECIFIED BACKFILL LISTED BELOW OR TEST NATIVE SOIL CONDITIONS TO CONFIRM MAX DEFINED RHO VALUES. 3. RHO 60 BACKFILL - CONCRETE BACKFILL WITH MIN 28 DAY COMPRESSIVE STRENGTH OF 3000 PSI MUST BE USED TO ACHIEVE MAX RHO 60. 4. RHO 90 BACKFILL - LOW STRENGTH FLUIDIZED THERMAL (SLURRY) BACKFILL WITH MIN 28 DAY COMPRESSIVE STRENGTH OF 150 PSI MUST BE USED TO ACHIEVE MAX RHO 90 5. FOR TRENCHES WITH MIXED CIRCUIT TYPES, APPLY THE CONDUIT SPACING FOR THE CIRCUIT TYPE WITH THE LARGER SPACING REQUIREMENT 6. CONDUIT TO BE INSTALLED TO A MAX COVER OF 24". COVER MAY BE REDUCED PER THE NEC TABLE 300.5.

Agenda Item #10.7.

Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION Job No.: TSD24 28 Draw/Check By: ACU / LBS

REVISIONS
No. DESCRIPTION DATE

TESLA SUPERCHARGER,
1301 MONEY WAY
ST HELENA, CA. 94574
(12) SUPERCHARGERS
4255 PARK ROAD
BENICIA, CA 94510

DIAMOND ENGINEERING SERVICES
07-19-24 A CD50, FOR REVIEW TESLA
3500 DEER CREEK RD.

PALO ALTO, CA 94304
08-09-24 B LAYOUT REVISION
08-15-24 C LAYOUT REVISION E801
TITLE 24
Agenda Item #10.7.

Plan For EV Chargers
In St. Helena
St. Helena City Council
Presented by Anil Comelo, City Manager and Andrew Bradley, Program Manager October 22, 2024
Agenda Item #10.7.

City Council Goals
 Goal 2: Improve Infrastructure & Further
Environmental Sustainability
 Goal 5: Enhance Quality of Life
Agenda Item #10.7.

Key Decisions
 Do we need EV chargers?
 If yes, where should they be located?
 What type of chargers should the City install?
 Should the City own and maintain the chargers?
Agenda Item #10.7.

EV Chargers at City Hall
 The City has six (6) Level 2 Chargers at City Hall
 New Level 3 Chargers will help the City get closer
to meeting Climate Action goals
 County estimates need for 60 chargers by 2025
Agenda Item #10.7.

Current Chargers at Money Way Lot
Agenda Item #10.7.

EVgo Chargers at Money Way Lot
 EVgo
 Approved by City Council in September 2016
and contract expires in September 2024
 Can charge up to four (4) vehicles using only
CCS1 and CHAdeMO connections
Agenda Item #10.7.

NACS Connector - Industry Standard
  North American Charging System (NACS) is
recognized as the international standard for EV’s
by SAE International
 The NACS (NACS/SAE J3400) port is becoming an
industry standard
Agenda Item #10.7.

NACS Connector
 Manufacturers will have NACS as standard on new EV's:
 Audi (2025)
 BMW (2025)
 Ford (2024)
 Genesis (2024)
 GM (2025)
 Honda (2025)
 Hyundai (2024)
 Jaguar (2025)
 Kia (2024)
 Lexus (2025)
 Lucid (2025)
 Mazda (2025)
 Mercedes-Benz (2025)
 Mini (2025)
 Nissan (2025)
 Polestar/Volvo (2025)
 Porsche (2025)
 Rivian (2025)
 Rolls-Royce (2025)
 Scout Motors (2025)
 Stellantis (2025)
 Chrysler
 Dodge
 Jeep
 Maserati
 Ram
 Toyota (2025)
 Volkswagen (2025)
Agenda Item #10.7.

Charging Options
 ChargePoint
 Intergrative Charging
 Tesla
Agenda Item #10.7.

ChargePoint
 Would require the City to buy, install, manage,
and maintain equipment.
 Costly. City does not have staff that can
maintain specialized equipment
 Could provide some revenue to City over time
Agenda Item #10.7.

Integrative Charging
 Would install and maintain equipment (up to 12
Level 3 Chargers)
 No guarantee of what equipment, connectors,
or network would be used.
 Would install in phases
 City could have limited revenue share ($250 to
$500 per month depending on usage)
Agenda Item #10.7.

Tesla
 Would install and maintain equipment (12 Level 3
Chargers)
 Level 3 Chargers with “Magic Dock”
 Works for vehicles with CCS1 and NACS
 No adapter required
 99% “up time” average across their network
 Most vehicles are moving to the NACS
connector by 2025
 Tesla network is open to all vehicle models
Agenda Item #10.7.

Location Considerations
City
Hall Library Lewis Station
RR
Parking Safeway Sunshine Foods
Oak &
Money
Retail &
Dining No No Yes Yes Yes Yes Yes
RR Tracks No No Yes Yes Yes No No
PG&E
Power - - - - - - Yes
Overhead
Lines No No Yes Yes No No No
Space for
ADA Yes Yes No No Yes Yes Yes
Parking
Layout Yes Yes No No Yes No Yes
Meets
Criteria No No No No No No Yes
Agenda Item #10.7.

Location Considerations (examples)
 Railroad Avenue and Lewis Station Park
 Too close to RR and Powerlines
 Space constraints
 Sunshine Foods
 Small shared lot
 Angled parking would
need reconfigured
Agenda Item #10.7.

Staff Recommendation
 Tesla at Oak Avenue / Money Way Parking Lot
 Work with Tesla to install 12 Level 3 chargers
 “Magic Dock” Chargers
 Tesla will determine rate to be charged
 Will reduce parking for non-charging vehicles by 12
 No cost to the City
 10-year contract
 City can cancel after 10 years with 18 months notice
Agenda Item #10.7.

Current vs. Future Configuration
  Current Parking lot configuration
• 28 total spaces
• 4 used by EVgo (1 ADA)
• 24 for general parking (2 ADA)
 Tesla Charging lot configuration:
• 24 total spaces (4 would be used by infrastructure)
• 12 EV (1 ADA)
• 12 General (2 ADA)
Agenda Item #10.7.

Oak Avenue / Money Way Lot
 12 Level 3 Chargers
 11 chargers + one (1) ADA van space
 ADA space “use last”
 12 spaces available for general parking
 Includes two (2) ADA spaces
 Meets all requirements from providers
and PG&E has already confirmed power
infrastructure is available for location.

Agenda Item #10.7.

Tesla Magic Dock Charging Station v4
 Magic Dock Chargers could be used by vehicles
with NACS and CCS1 connection points
 This includes St. Helena Police Department’s
Ford Mustang Mach-E’s
Agenda Item #10.7.

Potential Implementation Timeline
 Sep 4: Presentation to ATSC
 Oct 22: Recommendation to City Council
 Q4 2024: Agreement Signed with Charging Partner,
Building Plans Submitted to City for Approval
 1Q or 2Q 2025: Installation and Activation of New
Chargers
Agenda Item #10.7.

Agenda Item #10.7.

CITY OF ST. HELENA
RESOLUTION No. 2024-

RESOLUTION AUTHORIZING THE CITY MANAGER TO EXECUTE A SITE AGREEMENT WITH TESLA, INC. FOR THE INSTALLATION, OPERATION AND MAINTENANCE OF TWELVE (12) LEVEL 3 CHARGING STATIONS (SUPERCHARGERS) IN THE OAK STREET/MONEY WAY PUBLIC PARKING LOT FOR A TERM OF TEN (10) YEARS.

RECITALS
A. The City of St. Helena wishes to promote clean transportation to reduce Greenhouse Gases and other harmful vehicle emissions; and
B. Electric vehicles have zero tailpipe emissions, and are widely being adopted in California; and
C. Under California State Clean Air and Greenhouse Gas Reduction Policy, auto manufactures are required to continue to produce and sell electric vehicles in the State of California; and
D. City Staff looked at several Electric Vehicle Charging Service Providers and Options for adding additional electrical vehicle charging infrastructure and options at the Oak Street/Money Way Public Parking Lot in St. Helena; and
E. Of the three options reviewed, Tesla, Inc provided a zero cost, turnkey proposal to the City; and
F. The City Attorney's Office has approved the terms negotiated by City Staff and Tesla, Inc.

RESOLUTION
The City Council of the City of St. Helena hereby resolves as follows:

1. Authorizes the City Manager to execute the Site Agreement with Tesla, Inc.

2. Approves the installation of twelve (12) Tesla, Inc “Superchargers” at the Oak Street/Money Way Public Parking Lot.

Approved at a Regular Meeting of the St. Helena City Council on October 22, 2024, by the following vote:

Mayor Paul Dohring:

Vice Mayor Eric Hall:

Council Member Anna Chouteau:

Council Member Patrick Kenealy:

Council Member Billy Summers:

APPROVED: ATTEST:

Paul Dohring, Mayor Cindy Tzafopoulos, City Clerk
Agenda Item #10.7.

1 Cindy Tzafopoulos
From: Jeff Farmer <[email protected]>
Sent: Friday, December 6, 2024 7:55 AM
To: Cindy Tzafopoulos
Subject: [External] Dec 10th council meeting, item 10.7 Honorable Mayor and City Council Members,
I see that the goal of more EV parking spaces is too aƩract well-to-do tourists to our town. But having twelve such places in that small parking lot is excessive.

I think the city should pursue public/private agreements with parking lot owners in town such as the Sunshine lot, Safeway lot and he lot behind Safeway. These are much bigger and will minimize the loss of tradiƟonal parking spaces in town.

But if you must go with this restrict the exclusive use of these spaces to the weekends when the tourists arrive.

Thank you,
Jeff Farmer
Tainter St.

St. Helena
Agenda Item #10.7.

Dear Mayor and Council, December 6, 2024
I am a little amazed that this item is now back for a third time, almost entirely in the same place it was the first time around. I realize I am just a single voice, but again, with my business located directly adjacent to this public parking lot I have a unique day to day view that nearly nobody else has, including each of you. I provided you with a 'parking study' back in November, which I have again included. I apologize for not doing an additional study from the time of the last CC meeting, but have had a lot of other things going on, but I can assure you that visually, there have not been any noticeable differences from my original study. 12 (really, 14) spaces is just absurd and more than we need at this time, and for the foreseeable future. Plug-in EV's, according to the US Dept. of Energy, of the 36,850,300 registered vehicles in California in 2023, plug-in hybrid and electric vehicles comprised 1,667,300. That is slightly over 4.5%. Here is a link if you need to verify: https://afdc.energy.gov/vehicle-registration.

I understand and realize that there are other places to park, but to take away...excuse me, 'restrict' 14 total spaces (50% of the public parking lot) is just not right. This is a for-profit company coming in with their own, internal due-diligence telling you that this makes sense. What has The City done for their own, verifiable due-diligence on this? I saw the parking analysis that DKS from Oakland submitted on October 17, 2024 at a cost of $36,250. I don't know if you actually looked at it, but it's very apparent that they are not from here. For starters, they included the private parking lot directly adjacent to the Money Way lot as a public lot. I know this because it is our businesses parking as well as a couple other businesses. They identified 77 total off-street public parking spaces. If you take out the 24 private spaces where our business is located, that drops you down to 53 public lot spaces. Then, you take out the library spaces, because literally nobody except for library staff and patrons park there, in part because of proximity, and you take out the 13 spaces at the Parks & Rec facility, because proximity says nobody will park there and the city is actively working on selling that property, you are left with 28 off-street spaces that you want to restrict half of to a private, for-profit company that has the ability to charge about 4.5% of the registered vehicles in this state.

The DKS Parking Study, where to start...pages 9 & 11 show both weekend midday and weekday midday for Lot #1 (the subject lot) show 40%-45% usage, but that number is flawed in its foundational value. Our lot has been underutilized since the Oak Avenue Catering fire on June 5th. The studies were done on June 26 and 29. Aside from mine and my dads vehicles, and 1-3 other tenant vehicles during the week, and between 0-3 tenant vehicles on the weekend, this puts the subject lot usage closer to a 75% threshold, which is more consistent with my study numbers.

In regards to the enforcement aspect to the charging spaces, if the Council does indeed approve this item, does Tesla have legal recourse, or is there a breach of contract if non-EV’s are occupying those spaces? I don’t see anything concrete regarding that other than “EV parking only is enforceable when posted (CA Code)” mentioned in the Staff report.

Agenda Item #10.7.

The City is getting essentially zero money out of this deal and restricting 12 public parking spaces, and eliminating 2 additional public parking spaces for Tesla infrastructure for a base term of TEN years.

I don't have a real horse in this race. We have our own parking for our business. But, what I fairly confident of, is if they build it, they will not come. If you vote to approve as it is now, over the minimum contracted period of 10 years, you will see a partially barren wasteland that half of this parking lot will be. Occupied occasionally, yes. But, 50-120 electric vehicles per day? Let’s get real...it isn't going to happen. Shelve this idea until The City and Tesla can come to more reasonable and realistic terms.

I am very much in favor of this idea in principle, but very much not at the proposed size, scope, and terms.

Respectfully,
Chris "Howdy" Fowler
Alan's St. Helena
1310 Oak Avenue
Saint Helena, CA 94574
707.963.9294
[email protected]
Agenda Item #10.7.

Money Way Parking Numbers
Date Time Total Cars Gas Cars Total EV's Tesla's Ev's @ Chargers Known Employee Cars Tue. 10.22 1115 14 14 0 0 0 1

10.22 1300 21 19 2 0 2 1
Wed. 10.23 1120 20 19 1 0 0 1

10.23 1300 20 17 3 0 2 2

10.23 1515 20 17 3 2 0 2
Th. 10.24 1130 23 20 2 1 1 3

10.24 1315 20 16 4 2 1 3

10.24 1515 20 18 2 1 1 3

10.24 1700 22 20 3 1 1 2
Mon. 10.28 1130 10 9 1 0 1 2

10.28 1400 8 6 2 0 2 2
Tue. 10.29 1200 17 14 3 0 2 3
Th. 10.31 1400 16 14 2 0 1 1

10.31 1645 13 12 1 0 1 1
Fri. 11.1 1315 24 20 4 1 2 2
Sat. 11.2 1100 16 14 2 0 0 1

11.2 1245 22 19 3 1 1 1
Sun. 11.3 1200 20 18 2 1 0 2
Mon. 11.4 1145 13 11 2 0 0 3

11.4 1330 15 12 3 0 1 3
Tue. 11.5 1130 8 8 0 0 0 2

11.5 1400 15 12 3 1 1 3
Wed. 11.6 1215 21 19 2 1 1 2

11.6 1345 20 16 4 2 2 1
Th. 11.7 1000 17 15 2 0 1 4

11.7 1130 20 20 0 0 0 4

11.7 1500 20 19 1 0 0 3

11.7 1700 19 17 2 0 1 2
Fri. 11.8 1000 16 15 1 0 1 1

11.8 1200 23 22 1 0 0 2

11.8 1315 20 18 2 2 0 2
Agenda Item #10.7.

Agenda Item #10.7.

From: Christopher J Warner
To: Cindy Tzafopoulos; Erika Opp
Cc: Ethan Walsh; Anil Comelo; Andrew Bradley; Paul Dohring; Anna Chouteau Subject: Re: [External] Chris Warner Comments on Tesla License Agreement, Consent Agenda Item 10.7, St. Helena City Council Meeting, Dec. 10, 2024
Date: Sunday, December 8, 2024 9:53:42 AM
Attachments: Comments of Christopher Warner Tesla License Agreement Consent Agenda 10.7 Dec 10 2024 St Helena City Council Meeting.pdf
Cindy,
Please use this one for the public, on-line and hearing version; corrected a couple typos.

Thank you!
,
Chris
On Sat, Dec 7, 2024 at 5:41 PM Christopher J Warner <[email protected]> wrote:

Section 1 of the comments has a non-substantive typo: "Oak Street" should be "Oak Avenue." Thank you!
Chris
On Sat, Dec 7, 2024 at 5:34 PM Christopher J Warner <[email protected]> wrote:

Cindy, et alHere are my comments on Consent Agenda Item 10.7, Tesla License Agreement, Dec. 10, 2024 City Council Meeting. Please include in the public record and make available to the public and Council members and appropriate staff asap.

Also, I request that Consent Agenda Item 10.7 be removed from the consent agenda and subject to public hearings or otherwise deferred until the Council has addressed my comments.

Thank you!
Chris Warner
1434 Grayson Avenue
415-309-9572
[email protected]
Agenda Item #10.7.

1 Comments of Christopher Warner
City of St. Helena City Council Consent Agenda Item 10.7 Tesla Supercharger License Agreement
December 10, 2024
The sole-source, 10-year monopoly private for-profit Tesla Supercharger license agreement should be rejected, because Tesla has refused to negotiate reasonable terms and conditions as requested by City Council and by members of the public, including minimal terms and conditions to protect the City and the public such as (1) reducng the size of the charging spaces from 12 to no more than 8; and (2) confirming that the Supercharger parking spaces may be used by the general public when not in use by Tesla electric vehicle charging customers.

In addition to comments by the public and myself already in the public record, here are additional facts, evidence and legal points that require the Council to reject the proposed Tesla license agreement unless amended. The Council instead should direct staff to “go back to the drawing board” and initiate a formal competitive solicitation of electric vehicle fast charging services from the multiple reliable providers of fast charging services, including the new fast charging provider Ionna which is a joint EV charging venture consisting of 8 global and domestic auto manufacturers other than Tesla.1 See IONNA | Juicin' Up North America One Rechargery at a Time .

1. Using a simple, conservative calculation of parking revenues and value, the cost to the City of giving Tesla the private for-profit use of 14 existing off-street public spaces in the Oak Avenue lot for 10 years is at least $605,000- $756,000 in value and cost. The sole-source procurement of the Tesla license agreement violates St. Helena Municipal Code 3.04.100(C), which requires formal competitive procurement of any agreement that would cost the City more than $25,000.
2 In addition, the Tesla license agreement likely would violate the prohibition on gift of public funds and assets under Article XVI, Section 6 of the California Constitution. See calculation of parking space cost and valuation at Attachment 1.

2. A survey of local operating Tesla Supercharger stations in Napa, San Anselmo and San Rafael shows that even Tesla chargers limited in configuration to 8 rather than 12 chargers are significantly under-used at peak traffic and shopping times, and available capacity is not constrained. Any claim by Tesla to the contrary is false. See survey photos and results at Attachment 2.

3. Tesla has entered into numerous licenses for 8-space Supercharger Stations with the right of the city to allow alternative uses and to terminate the license within 5 years. 3 In addition, the
Tesla Supercharger license agreement is a license, not a municipal ordinance, and therefore public use of the Tesla charging station stalls for other than EV charging is not subject to City of St. Helena municipal law or prohibition. Moreover, use of the Tesla charging station stalls during the 80+ percent of time not in use for EV charging as forecast by Tesla itself and by 1 Ionna’s partners include GM, Toyota, Honda, BMW, Mercedes-Benz, Hyundai, Kia and Stellantis. 2 Violations of the City’s procurement requirements are subject to appeal to the City Council in accordance with the appeal provisions of Chapter 1.16 of the St. Helena Municipal Code. 3 See, e.g., City of West Hollywood-Tesla Supercharger Agreement, at https://www.dropbox.com/scl/fi/s9xxx5o95drbokxp5gyym/5.A._- _ATTACHMENT_A.pdf?rlkey=wkt2hfz7dkdxlfjq11okg6o9l&dl=0 and excerpts at Attachment 4.

Agenda Item #10.7.

2 national fast charging utilization data means that such use by non-EV drivers would not constitute a material breach of the license agreement.

4. The staff presentation in support of the claim that eliminating 14 off-street public parking spaces in the Oak Avenue lot will not significantly affect the availability of off-street parking in the City is based on a parking study memo that apparently contains false data asserting that 77 off-street public parking spaces are available in the City, including 24 spaces in a lot immediately north and adjacent to the Oak Avenue lot. As indicated by the comments of Chris Fowler, this is false—in fact, the 24 spaces are private spaces according to Fowler, not available to the public for off-street parking. This makes the adverse impacts of the Tesla license agreement on off-street public parking even more egregious than previously pointed out in the record.

5. Public comments on the Tesla license agreement on Next Door indicate significant opposition to the license agreement and to the loss of off-street parking spaces. This opposition is in addition to the formal comments in the record, including public record comments from a prominent local business leader and the personal comments of the Chair of the City’s Active Transportation & Sustainability Committee opposing the license agreement unless significantly amended. See Attachment 3, link to and sample of public comments on Next Door.

6. A new issue not evaluated by the Council or City staff is the adverse impact of eliminating 14 of the Oak Avenue public parking spaces on members of the public and community with mobility limitations. “Mobility-limited” does not necessarily include disabled or handicapped persons, but does include members of the community and public who have limited distances they can walk to reach stores and other providers of essential services, such as retail establishments on Main Street. The Oak Avenue public parking lot is the only parking lot with convenient and reasonable access by mobility-limited persons to Main Street shops and services. Eliminating 14 of the public parking spaces in the Oak Avenue lot would have severe and detrimental impacts on access by these mobility-limited members of the public and St. Helena community.

For all these reasons as well as Tesla’s continued refusal to negotiate in good faith on the proposed license agreement, the City Council should reject the proposed Tesla license agreement and conduct a formal competitive solicitation for EV fast charging services from multiple providers in addition to Tesla.

Christopher J. Warner
1434 Grayson Avenue
415-309-9572
[email protected]
December 7, 2024
Agenda Item #10.7.

3 Attachment 1
Calculation of Cost and Loss of Value of Eliminating 14 Public Parking Spaces under Tesla License Agreement
Assumptions
Parking spaces eliminated: 14
Parking revenue per parking space: $1.50 per hour (Reference: Santa Rosa parking meters) Parking hours: 9 am to 9 pm – 12 hours
Days per year: 6 days a week, 50 weeks a year, 10 years Parking percentages affected: 80 to 100 percent (Reference: Tesla forecast that chargers will be unused at least 80 percent of the time)
Compensation to City: Zero
Value/Cost to City
14 x $1.50 x 12 hours x 6 days x 50 weeks x 10 years x 1.0/0.8 = $604,800 - $756,000 cost to City based on valuation of parking spaces and potential lost revenue4
4 Even if the City chose to only value the parking revenues from weekend use of the 14 spaces, the value and costs would be over $252,000, an order of magnitude over the amount required for formal competitive procurement.

Agenda Item #10.7.

4 Attachment 2
Survey Photos of Usage at Existing Local Tesla Supercharger Stations December 6- 7, 2024
San Anselmo Red Hill Charging Station (8 Chargers), Peak Shopping Time, 1:30 pm, Friday, December 6, 2024
Result: 0 of 8 Chargers In Use
Agenda Item #10.7.

5 San Rafael Third Street Whole Foods Parking Lot Charging Station (8 Chargers) Peak Shopping Time, 2 pm Friday, December 6, 2024
Result: 6 of 8 Chargers in Use
Agenda Item #10.7.

6 Bel Aire Shopping Center Off Trancas Street, City of Napa 12 Chargers
Peak Shopping Time, 3 pm, Friday, December 6, 2024; 1:15 pm, Saturday, December 7, 2024 Result: 5 of 12 Chargers in Use
Agenda Item #10.7.

7 City of St. Helena Oak Avenue Parking Lot
4 Chargers
Peak Holiday Shopping Time, 2 pm, Saturday, December 7, 2024 Result: 1 of 4 Chargers in Use
Agenda Item #10.7.

8 Attachment 3
Next Door Public Comments on Tesla License Agreement
Link:
https://nextdoor.com/p/CR8C9x8QyK5s?utm_source=share&slp=&share_platform=10&ex tras=MTg5NzUzMDY%3D&utm_campaign=1733596549696
Sample Comments:
“Old folks that can’t find a spot will just have to walk longer!!” “This is not a good idea. Already, the lot is full and most electric car dedicated spaces are empty.

Why are they trying to eliminate so much downtown parking? This is killing the vitality of Main Street as a shopping district.”
“Since we first had this discussion several months ago I check this lot nearly every day. I have never seen more than one EV there, the rest of the lot is full or has one or two spaces left.” “The EV spots are rarely used. We don’t need 12 EV spots in that lot. This is ridiculous.” “Yes EV spots are hardly used. Their staff report, with the agenda, reads like we have plenty of parking in the downtown district. Hum! I go round and round looking. That’s not plenty! The lot allows you to park and not get ran over with Hwy 29 traffic parallel parking! Downtown vendors may be hurt.”
“When we had our space next to sunshine we had 30 odd spaces with our lease but most times at weekends we could not find spaces for our students as everyone thinks it is public parking.

People also leave there cars there while commuting. If the lease holders were to enforce there rights to the private spots the city would be in a huge mess. Shops and restaurants would lose business as the city does not have enough parking for customers. It is a ticking time bomb. It is only the kindness of the lease holders that this has not blow up yet.” Agenda Item #10.7.

9 Attachment 4
Excerpt from City of West Hollywood-Tesla Agreement
Allowing Non-EV Use of Tesla Supercharger Parking Space

13. CITY COVENANTS: City represents that: (a) it is the owner of the Property and has the power and authority to enter into this Agreement on the terms hereof; (b) it has obtained any required consents to enter into this Agreement; (c) the Property is subject to no conditions, restrictions or covenants incompatible with the Permitted Use; and (d) this Agreement does not violate any agreement, lease or other commitment by which City is bound. City shall not take any action that would impair or interrupt the use of the Premises or Supercharger Station, except as permitted in Section 12. City agrees to notify Tesla within a commercially reasonable time if (a) it has knowledge of third parties impairing or misusing the Supercharger Station, or (b) it obtains knowledge of a needed repair to the Supercharger Station. If non-Tesla motorists repeatedly park in the Dedicated Stalls, thereby impairing use of the Dedicated Stalls, then the Parties shall reasonably cooperate to allow Tesla to implement an appropriate and effective strategy for preventing such impairment at Tesla’s sole cost, which may include, without limitation, alternative signage and painted asphalt. Nothing herein precludes the City from enforcing parking restrictions, including ticketing for violations and towing enforcement, in the Premises.

Agenda Item #10.7.

From: Christopher J Warner
To: Cindy Tzafopoulos; Erika Opp; Ethan Walsh
Subject: [External] Dec. 10 2024 City Council Meeting - Consent Agenda Item 10.7 Tesla Licensing Agreement - Materials for Public Record
Date: Sunday, December 8, 2024 11:56:59 AM
Attachments: 5.A._-_ATTACHMENT_A.pdf
National Charger DCFC Utilization 16 to 17 Percent.pdf
can-public-ev-fast-charging-stations-be-profitable-in-the-united-states.pdf Cindy, et alFor the convenience of the public record and access by staff and Council members, here are some documentary materials that support my comments and that I request be included in the public record for Consent Agenda Item 10.7 - Tesla Licensing Agreement on the Dec 10, 2024 City Council Meeting agenda.

These documents include:

1. City of West Hollywood-Tesla EV Charger Agreement

2. Fast EV Charger National Utilization Rate

3. McKinsey and Co. Study on Profitability of EV Fast Charger Stations Thx!
Chris
415-309-9572
Agenda Item #10.7.

ATTACHMENT A

SUPERCHARGER AGREEMENT
Agenda Item #10.7.

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SUPERCHARGER AGREEMENT
This Supercharger Agreement (this “Agreement”) is effective as of the date last signed below by and between The City of West Hollywood, a municipal corporation (“City”), and Tesla, Inc., a Delaware corporation (“Tesla”). Tesla and City are each referred to herein as a “Party” and collectively as the “Parties.”

RECITALS
A. The use of electric vehicles has a direct impact on reducing greenhouse gas (“GHG”) emissions. The implementation of electric vehicle (“EV”) charging measures is a vital component to meeting the sustainability goals of the City’s General Plan and Climate Action Plan since they create a reliable and accessible network of resources that encourage the ownership or leasing of EVs as well as multimodal options in the Southern California region;
B. There is significant demand from residents, visitors, and other community members for fast EV charging services in West Hollywood but only a very limited supply of these services in the region and none within City public facilities;
C. The City desires to enter into this Agreement with Tesla whereby Tesla will install a Supercharger Station (as defined below) at the Property (as defined below) at no cost to the City (except as more specifically detailed below) in exchange for the City providing Tesla with parking spaces that will be converted into eight reserved parking spaces for electric vehicle charging at the Property, all as more particularly set forth below. Certain components of the Supercharger Station to be installed by Tesla may also be utilized by the City to provide non-Tesla chargers at other locations on the Property, creating more comprehensive EV charging offerings at the Property.

NOW THEREFORE, in consideration of the above and for other good and valuable consideration, the receipt and legal sufficiency of which is hereby acknowledged, the Parties agree as follows:

1. PREMISES AND NON-EXCLUSIVITY: City hereby grants to Tesla a license to use and access eight (8) parking spaces, up to five (5) feet of additional parking width to provide disability access, and approximately 200-400 square feet of space for equipment, all as depicted on Exhibit A attached hereto (the “Premises”), in order to build a Supercharger Station (as defined in Exhibit B), subject to the terms of this Agreement. The Premises are located on the property commonly known as the Sunset Lot, located at 8759-8775 Sunset Blvd, West Hollywood, CA 90069 (the “Property”).

The parking spaces within the Premises shall not be outfitted with non-Tesla charging equipment and the City shall not license, lease or commit the same during the Term (as defined below); provided, however, nothing herein shall prevent the City from installing, or entering into another agreement with a third-party electric vehicle service provider to install, non-Tesla charging equipment elsewhere on the Property, provided, further, however that certain equipment to be installed by Tesla as part of Tesla’s Work (as defined below) may be utilized by the City or such third-party electric vehicle service provider for such third-party electric vehicle charging equipment, as more particularly set forth in this Agreement.

2. FOOTPRINT: Within the Premises, a total of eight (8) parking spaces shall be outfitted with Superchargers (as defined in Exhibit B) to serve as dedicated electric vehicle charging stalls for vehicles compatible with Tesla technology (“Dedicated Stalls”) for the term of this Agreement.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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3. CONSTRUCTION AND ALTERATIONS:
a. Tesla shall, at its sole cost and in compliance with all applicable laws, make alterations to the Premises and the Property and construct the Supercharger Station which shall consist of the Infrastructure and Trade Fixtures(each as further described and defined in Exhibit B) (“Tesla’s Work”). As part of Tesla’s Work and as more particularly set forth in the Approved Plans (as defined below) and Exhibit C, Tesla shall, at its sole cost, construct the Supercharger Station so that City may install its own Direct Current Fast Charging station (as further defined in Exhibit C).
b. Tesla acknowledges that Tesla’s Work shall only begin after: (a) City has approved the plans and specifications, including equipment locations (the “Approved Plans”); and (b) Tesla has obtained all permits and approvals required by applicable governing bodies. Any alterations to the Approved Plans or Supercharger Station shall be approved in advance by City. City’s approval of the plans and specifications, and of any alterations to the Approved Plans or Supercharger Station, may be by e-mail and shall not be unreasonably withheld, conditioned, or delayed. Tesla shall, at its own expense, promptly repair any damage to the Property caused by Tesla, its agents, contractors and employees while performing Tesla’s Work. c. As part of a preconstruction meeting with the City, Tesla shall provide City with an estimated planned schedule to complete Tesla’s Work, to be approved in advance by City (the “Construction Plan”). The Construction Plan shall include a construction schedule that includes technical details describing the activities taking place on site, including the type of equipment that will be used and the hauling and delivery schedule. All work is to be completed only during permissible construction hours set out in the West Hollywood Municipal Code.

4. POSSESSION DATE: The first date that Tesla may enter the Premises and Property to begin Tesla’s Work is the first business day after: (1) Tesla has obtained all required permits and approvals; and (2) Tesla and the City have agreed on the Approved Plans (the “Possession Date”).

5. COMMENCEMENT DATE: Tesla shall open the Supercharger Station to the public for use (the “Commencement Date”) within one hundred and fifty (150) days following the Possession Date, provided that such time shall be extended to the extent a delay is due to permitting, utility, or other requirements beyond Tesla’s control, or is due to Force Majeure (as defined in Section 38).

Tesla shall deliver written notice to City promptly following the Commencement Date pursuant to the notice provision of this Agreement to confirm such date for recordkeeping purposes.

6. TERM: The initial term of this Agreement shall expire five (5) years from the last day of the month in which the Commencement Date occurs (the “Initial Term”). By mutual agreement and consent of both the City and Tesla, this Agreement may be extended for two five-year optional terms after the Initial Term if the parties agree to the extension in writing no later than thirty (30) days prior to the expiration of the Initial Term or optional term, as applicable. Each five-year option term is a “Renewal Term” and together with the Initial Term, is hereinafter referred to as the “Term” , upon the same terms contained in this Agreement, provided that no Event of Default (as defined in Section 16) by Tesla exists at the time of extension. If the parties do not agree to the first renewal term, City shall pay Tesla the amount specified in Exhibit D for the month in which the term expires(which amount reflects the unamortized costs to construct the Supercharger Station, DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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including the costs of Trade Fixtures, Infrastructure and construction) based on straight-line depreciation over a ten (10) year period.

7. REMOVAL: Tesla shall, at its sole cost, remove the Trade Fixtures (as defined in Exhibit B, but specifically excluding the switchgear which shall remain in place and become the property of the City) promptly following expiration or termination of this Agreement and restore the Premises to a condition commensurate with the rest of the Property, subject to exceptions for reasonable wear and tear, or damage by City or condemnation. City agrees that all Trade Fixtures (except the switchgear) and related intellectual property are and shall remain the personal property of Tesla.

The Trade Fixtures shall be removed no later than sixty (60) days following the expiration or termination of this Agreement. Tesla shall coordinate such removal with City, and the City shall reasonably cooperate with Tesla, to minimize disruption to the Property (it being understood by City, however, that any such removal may require that power be shut-off to the City’s DCFC and the City will cooperate in good faith with Tesla such that Tesla can remove its Trade Fixtures within the time period required under this Section 7). The Infrastructure (as defined in Exhibit B) shall be left in a safe condition and shall become the property of City upon termination or expiration of this Agreement (except for Infrastructure that is upstream of the meter, which is and shall remain the property of the utility). Should Tesla’s removal efforts cause any damage to the Infrastructure or to the City’s DCFC (Defined in Exhibit C), Tesla shall be responsible for repairing such damage or causing such damage to be repaired.

8. UTILITIES: Tesla agrees to arrange and pay the charges for all Tesla-related utility services provided or used in or at the Premises during the Term. Tesla shall pay directly to the utility company the cost of installation of any and all such Tesla-related utility services. Tesla shall arrange and pay the charges to build its own and the City’s DCFC meter service and shall arrange to have the utility service for the Supercharger Station and the City’s DCFC each separately metered. City shall pay its electricity bills generated by the DCFC directly to the utility. Tesla shall pay its electricity bills generated by the Supercharger Station directly to the utility. City shall not be responsible for any damages suffered by Tesla in connection with the quality, quantity or interruption of utility service, unless the cause of the disruption or damage was City’s gross negligence or intentional misconduct. Notwithstanding anything to the contrary contained in this Agreement, the City shall be solely responsible, at its sole cost and expense, for establishing its own utility account for the City’s meter for its DCFC and for arranging for any repair, maintenance, or replacement for such meter.

9. TAXES: Tesla understands and acknowledges that the City's grant of non-exclusive use may be subject to property taxation and that Tesla may be subject to the payment of possessory interest tax levied on the grant of non-exclusive use pursuant to California Revenue and Taxation Code Section 107.6. Tesla shall pay without abatement, deduction, or offset any possessory interest taxes levied on or assessed against the Premises, Trade Fixtures, Tesla's equipment which are directly attributable to this Supercharger Agreement or Tesla's use of the Premises, whether belonging, owned or chargeable against the City. Tesla shall make all such payments directly to the charging authority prior to delinquency and before any fine, interest, or penalty becomes due or is imposed for Tesla's non-payment. Notwithstanding the foregoing, Tesla shall, at its sole cost and expense, have the right to challenge the assessment. Tesla shall provide City with proof of payment of such tax.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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10. USE: Tesla shall use and occupy the Premises during the Term to install, operate and maintain a Supercharger Station, and for any other lawful use approved by City pursuant to the terms of this Agreement (“Permitted Use”). Tesla is authorized to operate and collect payment for use of the Supercharger Station year-round, twenty-four (24) hours per day and seven (7) days per week. All use of the Premises by Tesla shall comply with applicable codes, laws, and ordinances.

11. MAINTENANCE: Tesla shall be responsible for maintaining the Supercharger Station (including repair and replacement of equipment, as necessary, but excluding any equipment belonging to the utility provider) at its sole cost, and City shall have no liability for damage to the Supercharger Station unless caused by City’s negligence or intentional misconduct. Tesla and the City agree to coordinate any maintenance to the Trade Fixtures or Infrastructure that will impair the use of the Supercharger Station or the City’s DCFC station. Notwithstanding the foregoing, City’s normal responsibility to maintain the common areas of the Property shall also apply to the Premises, such as for repaving, restriping, and garbage collection, and City agrees to coordinate such maintenance with Tesla pursuant to Section 12. After review and approval by the City, Tesla may, at its sole cost, install security cameras and other equipment to monitor the Trade Fixtures from off-site. For clarity, Tesla shall not be responsible for any maintenance of the DCFC.

12. TEMPORARY IMPAIRMENT: Tesla agrees that City shall have the right to temporarily access and/or temporarily restrict access to a portion of the Premises to perform routine parking lot maintenance, provided that City shall use commercially reasonable efforts to minimize any impairment of the Premises, including, without limitation, by limiting such impairment to times of day and days of the week that are not busy charging periods, and (c) except in the case of garbage collection or an emergency, City shall provide Tesla at least fifteen (15) days advance written notice stating the date, time, duration and scope of the planned impairment.

13. CITY COVENANTS: City represents that: (a) it is the owner of the Property and has the power and authority to enter into this Agreement on the terms hereof; (b) it has obtained any required consents to enter into this Agreement; (c) the Property is subject to no conditions, restrictions or covenants incompatible with the Permitted Use; and (d) this Agreement does not violate any agreement, lease or other commitment by which City is bound. City shall not take any action that would impair or interrupt the use of the Premises or Supercharger Station, except as permitted in Section 12. City agrees to notify Tesla within a commercially reasonable time if (a) it has knowledge of third parties impairing or misusing the Supercharger Station, or (b) it obtains knowledge of a needed repair to the Supercharger Station. If non-Tesla motorists repeatedly park in the Dedicated Stalls, thereby impairing use of the Dedicated Stalls, then the Parties shall reasonably cooperate to allow Tesla to implement an appropriate and effective strategy for preventing such impairment at Tesla’s sole cost, which may include, without limitation, alternative signage and painted asphalt. Nothing herein precludes the City from enforcing parking restrictions, including ticketing for violations and towing enforcement, in the Premises.

14. PAYMENTS TO CITY: Other than parking fees (or any generally applicable established city fees) charged to all users of the Property, City shall have no right to request or accept payment from Tesla, users of the Supercharger Station or any other third-parties in connection with the Supercharger Station.

15. SIGNAGE: Subject to applicable Laws (as defined in Section 41), Tesla shall install signage for the Dedicated Stalls substantially similar to the signage represented in Exhibit B (“Signage”). Any DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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material revisions or additions to the Signage shall be subject to City approval, which shall not be unreasonably withheld, conditioned, or delayed. All signage shall be professionally prepared, installed and maintained at Tesla’s expense.

16. DEFAULT: Each of the following shall constitute an “Event of Default” under this Agreement:

A. Breach: The failure by either Party to perform or observe any material term or condition of this Agreement and such failure continues for a period of thirty (30) days after receipt of written notice thereof from the other Party, provided, however, that if the nature of such default is such that it cannot reasonably be cured within such thirty (30) day period and the defaulting Party commences to cure within the thirty (30) day period and proceeds with diligence and continuity, then such Party shall have additional time to cure as is reasonably required.

B. Bankruptcy; Insolvency: The appointment of a receiver or trustee to take possession of all or substantially all of the assets of Tesla located at the Premises if possession is not restored to Tesla within sixty (60) days; or a general assignment by Tesla for the benefit of creditors; or any action or proceeding is commenced by or against Tesla under any insolvency or bankruptcy act, or under any other statute or regulation having as its purpose the protection of creditors and, in the case of actions filed against Tesla, is not discharged within sixty (60) days after the date of commencement.

17. REMEDIES: City and Tesla acknowledge and agree that each Party shall have all remedies available at law or in equity if an Event of Default by the other Party has occurred and is continuing. In addition, if an Event of Default by Tesla has occurred and is continuing, then City, may: (a) continue this Agreement in effect by not terminating Tesla’s rights under this Agreement and thereby be entitled to enforce all City’s rights and remedies under this Agreement; or (b) terminate this Agreement and require Tesla to remove its Trade Fixtures within sixty (60) calendar days following such termination.

18. EXCLUSIONS: Notwithstanding anything herein to the contrary, each Party expressly releases the other from any claims for, speculative, indirect, consequential or punitive damages, including any lost sales or profits of the other Party.

19. ASSIGNMENT: Tesla shall not assign this Agreement voluntarily or by operation of law, or any right hereunder, nor sublet the Premises or any part thereof, without the prior written consent of City, which shall not be unreasonably withheld, conditioned or delayed; provided that the foregoing prohibition shall not limit Tesla’s ability to transfer this Agreement to a Tesla Affiliate. “Affiliate” of a Party is an entity that controls, is controlled by or is under common control with that Party, where “control” means possessing, directly or indirectly, the power to direct or cause the direction of the management, policies or operations of an entity, through ownership of voting securities, by contract or otherwise. Any attempted or purported assignment of this Agreement by Tesla (or any of its rights hereunder) in violation of this Section 19 shall be a material breach of this Agreement.

20. INDEMNIFICATION:

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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A. City: Except to the extent a claim arises from any negligence or willful misconduct of a City Indemnified Party, Tesla hereby agrees to indemnify, hold harmless and defend (with counsel approved by the City and such approval will not be unreasonably withheld) City, its Affiliates and their respective directors, officers, managers, members, employees, agents and representatives (each a “City Indemnified Party”) from all losses and liabilities, including court costs and reasonable attorneys’ fees, on account of or arising out of or alleged to have arisen out of any third party claim directly related to: (i) Tesla’s use of the Premises; (ii) Tesla’s breach of this Agreement; or (iii) bodily injury or damage to real or tangible personal property caused by the use of the Trade Fixtures.

B. Tesla: Except to the extent a claim arises from any negligence or willful misconduct of a Tesla Indemnified Party, City hereby agrees to indemnify, hold harmless and defend (with counsel approved by Tesla and such approval will not be unreasonably withheld) Tesla, its Affiliates and their respective directors, officers, managers, members, employees, agents and representatives (each a “Tesla Indemnified Party”) from all losses and liabilities, including court costs and reasonable attorneys’ fees, on account of or arising out of or alleged to have arisen out of any third party claim directly related to: (i) City’s entry onto the Premises; or (ii) City’s breach of this Agreement.

21. LIENS: Tesla shall promptly remove or bond any liens placed on the Property as a result of any claims for labor or materials furnished to Tesla at the Premises.

22. DESTRUCTION: Any total destruction of the Premises shall, at City’s or Tesla’s written election within thirty (30) days of such destruction, terminate this Agreement.

23. INSURANCE: Tesla, at Tesla’s own cost and expense, shall procure and maintain, for the duration of the Agreement, the following insurance policies:

I. Workers’ Compensation Coverage. Tesla is a qualified self-insured for Workers’ Compensation Insurance in the State of California. Tesla will obtain Employer’s Liability Insurance with limits of $1,000,000 each accident and disease, or as may otherwise be required by law. In addition, Tesla shall require any and every subcontractor who will perform Tesla’s Work to similarly maintain Workers’ Compensation Insurance and Employer’s Liability Insurance in accordance with the laws of the State of California for all of the subcontractor’s employees. Any notice of cancellation or non-renewal of all Workers’ Compensation policies must be received by the City at least thirty (30) days prior to such change or ten (10) days for non-payment of premium. The insurer shall agree to waive all rights of subrogation against the City, its officers, agents, employees, and volunteers for losses arising from work performed by Tesla.

II. General Liability Coverage. Tesla shall maintain commercial general liability insurance in an amount of not less than two million and five hundred thousand dollars ($2,500,000) per occurrence for bodily injury, personal injury, and property damage. If a commercial general liability insurance form or other form with a general aggregate limit is used, either the general aggregate limit shall apply separately to the work to be performed by Tesla or its subcontractors under this Agreement or the general aggregate limit shall be at least twice the required occurrence limit or five million ($5,000,000) in the aggregate.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

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III. Automobile Liability Coverage. Tesla shall maintain automobile liability insurance covering bodily injury and property damage for all activities of Tesla arising out of or in connection with the work to be performed under this Agreement, including coverage for owned, hired, and non-owned vehicles, in an amount of not less than one million dollars ($1,000,000) per accident.

IV. Professional Errors and Omissions Coverage. Tesla shall maintain professional errors and omissions coverage in a sum of at least $1,000,000 per claim and $1,000,000 in the aggregate.

If the policy is written on a claims-made basis, the certificate should so specify and the policy must continuously be renewed for three (3) years after the Commencement Date. The retroactive date of coverage must also be listed.

24. ENDORSEMENTS. Each general liability and automobile liability insurance policy shall be issued by insurers possessing a Best’s rating of no less than A:VII and shall be endorsed with the specific language below.

I. “The City, its elected or appointed officers, officials, employees, agents, and volunteers are to be covered as additional insureds with respect to liability arising out of work performed by or on behalf of Tesla, including materials, parts, or equipment furnished in connection with such work or operations.”
II. This policy shall be considered primary insurance as respects the City, its elected or appointed officers, officials, employees, agents, and volunteers. Any insurance maintained by the City, including any self-insured retention the City may have, shall be considered excess insurance only and shall not contribute with this policy.

III. This insurance shall act for each insured and additional insured as though a separate policy had been written for each, except with respect to the limits of liability of the insuring company.

IV. Notwithstanding the provisions included in any of the ISO Additional Insured Endorsement forms, Tesla acknowledges that the insurance coverage and policy limits set forth in this section constitute the minimum amounts of coverage required. Any insurance proceeds available to the City in excess of the limits and coverage required in this agreement and which is applicable to a given loss will be available to the City.

V. The insurer waives all rights of subrogation against the City, its elected or appointed officers, officials, employees, or agents regardless of the applicability of any insurance proceeds, and agrees to require all subcontractors to do likewise.

VI. Any failure to comply with reporting provisions of the policies shall not affect coverage provided to the City, its elected or appointed officers, officials, employees, agents, or volunteers.

VII. The insurance provided by this policy shall not be canceled except after thirty (30) days’ written notice has been received by the City or ten (10) days for non-payment.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514
VIII. Tesla agrees to provide prompt notice to City of any claim or loss against Tesla arising out of the work performed by Tesla under this Agreement. City assumes no obligation or liability by such notice, but has the right (but not the duty) to monitor the handling of any such claim or claims if they are likely to involve City.

25. DEDUCTIBLES AND SELF-INSURED RETENTIONS. Any deductibles or self-insured retentions must be declared to the City.

26. CERTIFICATES OF INSURANCE. Tesla shall provide certificates of insurance with original endorsements to the City as evidence of the insurance coverage required herein. Certificates of such insurance shall be filed with the City on or before commencement of performance of this Agreement. Current certification of insurance shall be kept on file with the City at all times during the term of this Agreement.

27. FAILURE TO PROCURE INSURANCE. Failure on the part of Tesla to procure or maintain required insurance shall constitute a material breach of this Agreement.

28. NONPAYMENT OF DEDUCTIBLE. The commercial general and automobile liability policies required by this Agreement shall allow City, as additional insured, to satisfy the self-insured retention (“SIR”) and/or deductible of the policy in lieu of Tesla (as the named insured) should Tesla fail to pay the SIR or deductible requirements. Failure by Tesla as primary insured to pay its SIR or deductible constitutes a material breach of this Agreement. Should City pay the SIR or deductible on Tesla’s behalf upon Tesla’s failure or refusal to do so in order to secure defense and indemnification as an additional insured under the policy, City may include such amounts as damages in any action against Tesla for breach of this Agreement in addition to any other damages incurred by City due to the breach.

29. PREVAILING WAGES: To the extent the Infrastructure or Trade Fixtures installed by Tesla may be considered a "public work," as defined in Labor Code§ 1720, et. seq., Tesla shall comply with the state prevailing wage law, California Labor Code §§ 1720 et seq. and 8 CCR§ 16000 et seq. for any "public work" (as that term is defined in the statutes) performed pursuant to this Agreement. For purposes of compliance with prevailing wage law, Tesla shall comply with provisions applicable to an awarding body. Compliance with state prevailing wage law includes, without limitation, payment of at least prevailing rates as determined by the Director of Industrial Relations, overtime and working hour requirements, apprenticeship obligations, payroll record-keeping requirements, and other obligations as required by law.

30. CONFIDENTIALITY AND PUBLICITY:

A. Confidentiality: Tesla acknowledges that the City is obligated by law to comply with the California Public Records Act. Tesla and City agree that any proprietary or trade secret information or documentation provided to City by Tesla in connection with this Agreement and marked “TRADE SECRET AND PROPRIETARY” , as proprietary information is defined in the Public Records Act, will not be made public to any person requesting such information, unless as required by law. City agrees to notify Tesla if proprietary information is a requested from the city, to allow Tesla an opportunity to agree or challenge any potential disclosure should the parties disagree on whether disclosure if required under the law.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514
B. Publicity: Neither Party will use the other Party’s name, trademark or logo without obtaining the other Party’s prior written consent.

31. DATA: Within thirty (30) days following a written request from City, Tesla shall provide to City anonymized charging data from the Supercharger Station on Tesla’s standard form showing the number of charging sessions occurring at the Supercharger Station. Notwithstanding the foregoing or anything to the contrary contained herein, Tesla shall be under no obligation to provide the City with any personal information related to any Tesla drivers.

32. ENVIRONMENTAL MATTERS: City represents and warrants that the Premises and any areas of the Property on which Tesla will perform Tesla’s Work pursuant to the Approved Plans shall be delivered free of environmental contamination that violates any applicable environmental law.

Notwithstanding any provision in this Agreement to the contrary, City agrees that it will indemnify and hold Tesla harmless from all costs from, and Tesla shall have no liability for, any environmental contamination of the Property, unless caused by Tesla, its agents, employees or contractors. During the Term, City is responsible for remediating any pre-existing contamination and any contamination not caused by Tesla, its agents, contractors or employees, but only to the extent required by applicable environmental law.

33. BROKERS: Each Party represents to the other Party that it has not dealt with any broker and each Party hereby agrees to indemnify and hold the other Party harmless from all losses and liabilities, including court costs and reasonable attorneys’ fees, arising out of any claims for commissions or fees related to any broker, finder or similar person with whom the indemnifying Party has dealt, or purportedly has dealt, in connection with this Agreement.

34. SALE OR TRANSFER: In the event of a sale or transfer of all or a portion of City’s interest in the Property or Premises while this Agreement is in effect, Tesla’s rights shall be conveyed with the Property or Premises and City warrants that any transferee shall be bound by all terms and conditions of this Agreement, and shall obtain any necessary documents to confirm such assignment.

35. REDEVELOPMENT OF PROPERTY: In the event the City decides to redevelop the Property at any point during the Term, City shall have the option to terminate this Agreement by providing Tesla with no less than one hundred eighty (180) days’ advance written notice, and such termination shall be effective on the date set out in City’s notice. If City exercises its right to early termination during the Initial Term or the First Renewal Term, City shall pay Tesla an early termination fee on or before such early termination date equal to the amount specified in Exhibit D for the month in which the termination occurs (which amount reflects the unamortized costs to construct the Supercharger Station (including the costs of Trade Fixtures, Infrastructure and construction) based on straight-line depreciation over a ten (10) year period. City’s repayment obligation as set forth herein shall expressly survive any such early termination. Notwithstanding anything to the contrary contained herein, in the event of such early termination, Tesla’s removal obligation shall be limited to removing its Trade Fixtures and leaving the Infrastructure in safe condition. The Parties may mutually agree to waive the repayment obligation if the redevelopment accommodates Supercharger Stations (but shall be under no obligation to do so).

36. SUCCESSORS AND ASSIGNS: This Agreement shall be binding upon and shall inure to the benefit of City and Tesla and their respective successors and assigns.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514

37. SUBORDINATION: Subject to Section 13 above, this Agreement is subject to and subordinate to all ground or superior leases and to all mortgages which may now or hereafter affect such leases or the real property of which the Premises are a part and to all renewals, modifications, consolidations, replacements and extensions of any such ground or superior leases and mortgages; provided that Tesla’s rights under this Agreement shall not be disturbed by such subordination so long as no Event of Default by Tesla exists. This Section 37 shall be self-operative and no further instrument of subordination or non-disturbance shall be required by any ground or superior lessor or by any mortgagee, affecting any lease or the Property.

38. FORCE MAJEURE: If either Party’s performance of its obligations under this Agreement is delayed by Force Majeure, then such Party’s time of performance will be extended by a corresponding number of days. As used in this Agreement, “Force Majeure” means an act, event, condition or requirement beyond such party’s reasonable control, including, without limitation, labor disputes, governmental restrictions, natural disasters, fire, flood, inclement weather, pandemic, disease or other outbreak of infectious disease or any other public health crisis, inclusive of quarantine, shelter order or similar restrictions on employees or travel, declaration of national, regional or local state of emergency, explosion, embargoes, war, terrorism, civil disturbance or other similar events.

39. INCENTIVES: City agrees that Tesla shall own and receive the benefit of all Incentives derived from the construction, ownership, use or operation of the Supercharger Station, including, without limitation, from electricity delivered through, stored at or generated by the Supercharger Station. City will cooperate with Tesla in obtaining all Incentives, provided that City is not obligated to incur any out-of-pocket costs in doing so unless reimbursed by Tesla. If any Incentives are paid directly to City, City agrees to immediately pay such amounts over to Tesla. “Incentives” means (a) electric vehicle charging or renewable energy credits or certificates, carbon credits and any similar environmental or pollution allowances, credits or reporting rights, (b) rebates or other payments based in whole or in part on the cost or size of equipment, (c) performance-based incentives paid as periodic payments, (d) tax credits, grants or benefits, and (e) any other attributes, commodities, revenue streams or payments, in each of (a) through (e) under any present or future law, standard or program and whether paid by a utility, private entity or any governmental, regulatory or administrative authority.

40. REPORTING. The City may rely on the Supercharger Station and the City’s DCFC for reporting obligations as they directly relate to the City’s Climate Action Plan and any other local, regional and state Greenhouse Gas reporting and reduction obligations, as long as such reporting and reduction does not infringe on the terms listed in Section 39 (“Incentives”) of this Agreement.

41. COMPLIANCE WITH LAW: Each Party shall comply with all applicable codes, laws and ordinances (“Laws”) in fulfilling its respective obligations under this Agreement. Each Party represents that it is in good standing under the Laws of the state of its organization.

42. GOVERNING LAW: This Agreement shall be governed by the Laws of the State of California, and exclusive venue for any action involving this Agreement will be in Los Angeles County.

43. INTERPRETATION: The headings and defined terms in this Agreement are for reference purposes only and may not be construed to modify the terms of this Agreement. Neither Party shall have DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514
the right to unilaterally revoke or terminate this Agreement, unless such revocation or termination is pursuant to the explicit terms of this Agreement.

44. SEVERABILITY: If any provision of this Agreement is invalid or unenforceable, the remainder of this Agreement shall not be affected, and each provision shall be valid and enforceable to the fullest extent permitted by law.

45. COUNTERPARTS: This Agreement may be executed in counterparts, each of which shall be deemed an original and all of which together will constitute one agreement. Electronic signatures and other signed copies transmitted electronically in PDF or similar format shall be treated as originals.

46. WHOLE AGREEMENT. This Agreement supersedes any and all other agreements either oral or written, between the Parties and related to the Premises, and contains all of the covenants and agreements between the Parties, with respect to the matters described herein. Each Party to this Agreement acknowledges that no representations, inducements, promises or agreements, orally or otherwise, have been made by either Party, or anyone acting on behalf of either Party, which are not embodied herein, and that any other agreement, statements or promise not contained in this Agreement, with respect to the matters described herein, shall not be valid or binding. Any modifications of this Agreement will be effective only if signed by both Parties.

47. AUTHORITY. Each Party warrants to the other that the individuals who have signed this Agreement have the legal power, right, and authority to make this Agreement and to bind each respective Party. This Agreement may be modified only by written amendment executed by both Parties. City’s City Manager may execute any such amendment on City’s behalf.

48. NOTICES. All notices, demands and approvals permitted or required under this Agreement shall be in writing and shall be delivered by prepaid first class certified mail, or by a reputable overnight delivery service, to the addresses of the respective Party as specified in this Section 48. Notice given by certified mail shall be deemed given on the second business day after deposit in the United States Mail, and any notice given by overnight delivery service shall be deemed given on the next business day after deposit with such overnight delivery service. Copies of notices, demands and approvals shall also be delivered if a “copy to” e-mail or other address is specified in this Section 48. Notwithstanding the foregoing, as provided in Section 3.b, City may approve the plans and specifications by e-mail. Either party may change their respective address for notices by giving written notice of such new address in accordance with the provisions of this Section 48.

CITY OF WEST HOLLYWOOD
8300 Santa Monica Boulevard
West Hollywood, CA 90069
Attention: Francisco J. Contreras, AICP
Innovation Manager
Phone: (323)848-6874
With a copy to:

Email: [email protected]; and
[email protected]
TESLA, INC.
3500 Deer Creek Road
Palo Alto, CA 94304
Attention: Supercharger Team
Phone: (650) 681-5000
With a copy to:

Email: [email protected]
24-hour Technical Support & Service:
877-79-TESLA (877-798-3752)
DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514

49. NON-DISCRIMINATION. No discrimination shall be made in the employment of persons in the work contemplated by this Agreement because of race, religion, color, medical condition, sex, sexual orientation and/or gender identity, national origin, political affiliation or opinion, or pregnancy or pregnancy-related condition. A violation of this section exposes the violating Party to the penalties provided for in Labor Code Section 1735.

50. COMPLIANCE WITH LAW. Both Party’s activities under this agreement shall comply with all applicable laws and regulations.

51. EQUAL BENEFITS ORDINANCE, No. 03-662. Tesla shall abide by the provisions of the West Hollywood Equal Benefits Ordinance.

52. RESTRICTIONS: ARAB LEAGUE BOYCOTT OF ISRAEL. Pursuant to the West Hollywood Municipal Code, Title 3, Chapter 3.08, Part A, Subsection 3.08.020, Tesla hereby affirms it does not honor the Arab League Boycott of Israel.

53. TIME IS OF ESSENCE. Time is of the essence for each and every provision of the Agreement.

54. NO THIRD-PARTY BENEFICIARY. This Agreement and every provision herein are for the exclusive benefit of Tesla and the City and not for the benefit of any other party. There will be no incidental or other beneficiaries of any of Tesla’s or the City’s obligations under this Agreement. [Signature page follows.]
DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

v. 20200514
IN WITNESS WHEREOF, the Parties have each caused an authorized representative to execute this Agreement as of the date signed below.

CITY: TESLA:

Tesla, Inc.
a Delaware corporation
__________________________________
Maximilien de Zegher, Senior Manager
North America Charging Infrastructure
CITY OF WEST HOLLYWOOD:

Oscar Delgado, Assistant City Manager
Paul Arevalo, City Manager
ATTEST:

Yvonne Quarker, City Clerk
DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

EXHIBIT A
Premises and Property Depiction and Address
Property Address: 8759-8775 Sunset Blvd, West Hollywood, CA 90069 Premises and Property Depiction:

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

EXHIBIT B
Supercharger Station
Tesla shall install the Supercharger Station on the Premises pursuant to the terms of this Agreement and the Approved Plans.

The “Supercharger Station” shall consist of: (a) necessary utility infrastructure, which may include a utility transformer, metering equipment, conduit, wiring and concrete pads (collectively, the “Infrastructure”); and (b) certain trade fixtures as determined by Tesla, which shall include eight (8) charge posts (“Superchargers”), power electronics equipment, switchgear and Signage (collectively, the “Trade Fixtures”).

Signage
Dedicated Stall Sign Example

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

EXHIBIT C
Direct Current Fast Charging (“DCFC”) Station
Collaboration with City
The City intends to have a City-owned DCFC station (as defined below) in a location on the Property outside of the Premises, and as part of Tesla’s Work, Tesla will install the Trade Fixtures and Infrastructure, as more particularly shown on the Approved Plans, such that the City may install its own DCFC station at the Property outside of the Premises as more particularly set forth herein. Tesla agrees to reasonably cooperate with City in the City’s installation of the City’s DCFC.

Scope of City DCFC Station
City or City’s contractor will design, construct, operate and maintain a DCFC station in a location on the Property outside of the Premises. The DCFC station will consist of up to four (4) DCFC dual-corded units that support both CHAdeMO and CCS (SAE Combo) charging platforms, or upgraded equivalents (it being understood by City however that Tesla shall be under no obligation to upgrade any equipment above and beyond what is initially installed by Tesla as part of Tesla’s Work pursuant to the Approved Plans). City will be responsible for the power consumption by the City's DCFC station, as provided in the Section 8.

Tesla agrees to pay for costs and expenses associated with establishing the electric service to the City’s DCFC station and the Supercharger Station as described in this Agreement, which costs shall be limited to (1) City's application for electric service design charges and deposit, (2) switchgear and meter main costs and installation, and (3) a new underground vault and ducted tunnel with conduit for both City and Tesla pursuant to the Approved Plans. Tesla agrees to pay for costs and expenses associated with the installation of City’s DCFC switchgear cabinet and equipment, such costs being limited to establishing electric service to the City’s DCFC station (which service shall provide the City’s DCFC with 350 kVa), costs to purchase and install the switchgear (which switchgear shall provide the City with the capability to utilize the allocated 350 kVa), and costs to install conduit for the switchgear as shown on the Approved Plans.

City and Tesla agree to coordinate any maintenance to the Trade Fixtures or Infrastructure that will impair the use of the Supercharger Station or City’s DCFC station. City or Tesla shall have no liability for any damage or loss of use to the other Party's charging station unless caused by the negligence or willful misconduct of such Party.

Rights to DCFC Station
The City owns all rights to its DCFC station. Tesla shall have no rights to the City’s DCFC station.

DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

EXHIBIT D
Termination Fee Schedule
Number of
Months
Elapsed
between the
Commenceme
nt Date and the
Termination
Date
Termination
Charge
1 $482,941.67
2 $478,883.33
3 $474,825.00
4 $470,766.67
5 $466,708.33
6 $462,650.00
7 $458,591.67
8 $454,533.33
9 $450,475.00
10 $446,416.67
11 $442,358.33
12 $438,300.00
13 $434,241.67
14 $430,183.33
15 $426,125.00
16 $422,066.67
17 $418,008.33
18 $413,950.00
19 $409,891.67
20 $405,833.33
21 $401,775.00
22 $397,716.67
23 $393,658.33
24 $389,600.00
25 $385,541.67
26 $381,483.33
27 $377,425.00
28 $373,366.67
29 $369,308.33
30 $365,250.00
31 $361,191.67
32 $357,133.33
33 $353,075.00
34 $349,016.67
35 $344,958.33
36 $340,900.00
37 $336,841.67
38 $332,783.33
39 $328,725.00
40 $324,666.67
41 $320,608.33
42 $316,550.00
43 $312,491.67
44 $308,433.33
45 $304,375.00
46 $300,316.67
47 $296,258.33
48 $292,200.00
49 $288,141.67
50 $284,083.33
51 $280,025.00
52 $275,966.67
53 $271,908.33
54 $267,850.00
55 $263,791.67
56 $259,733.33
57 $255,675.00
58 $251,616.67
59 $247,558.33
60 $243,500.00
61 $239,441.67
62 $235,383.33
63 $231,325.00
64 $227,266.67
65 $223,208.33
66 $219,150.00
67 $215,091.67
68 $211,033.33
69 $206,975.00
70 $202,916.67
71 $198,858.33
72 $194,800.00
73 $190,741.67
74 $186,683.33
75 $182,625.00
76 $178,566.67
77 $174,508.33
78 $170,450.00
79 $166,391.67
80 $162,333.33
81 $158,275.00
82 $154,216.67
83 $150,158.33
84 $146,100.00
85 $142,041.67
86 $137,983.33
87 $133,925.00
88 $129,866.67
89 $125,808.33
90 $121,750.00
91 $117,691.67
92 $113,633.33
93 $109,575.00
94 $105,516.67
95 $101,458.33
96 $ 97,400.00
97 $ 93,341.67
98 $ 89,283.33
99 $ 85,225.00
100 $ 81,166.67
101 $ 77,108.33
102 $ 73,050.00
103 $ 68,991.67
104 $ 64,933.33
105 $ 60,875.00
106 $ 56,816.67
107 $ 52,758.33
108 $ 48,700.00
109 $ 44,641.67
DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

110 $ 40,583.33
111 $ 36,525.00
112 $ 32,466.67
113 $ 28,408.33
114 $ 24,350.00
115 $ 20,291.67
116 $ 16,233.33
117 $ 12,175.00
118 $ 8,116.67
119 $ 4,058.33
120 $ -
*Calculation:

Construction Cost*((120-Months Elapsed)/120)
DocuSign Envelope ID: 860141DB-C952-4A24-830D-EFA895F7FB8E Agenda Item #10.7.

Agenda Item #10.7.

McKinsey Center for Future Mobility
Can public EV-fast charging
stations be profitable in the
United States?
The United States needs more fast public chargers to support the growth of EVs—but generating a profit at a public charging station remains challenging.

October 2023
© Getty Images
By Peter Fröde, Morgan Lee, and Shivika Sahdev
Agenda Item #10.7.

Although the United States has long lagged other regions in electric vehicle (EV) adoption, the country is now reporting record growth. EVs represented about 8 percent of all new passenger cars sold in the United States in 2022, up from around 5 percent in 2021.¹ By 2030, this figure could rise to 53 percent.

The United States will need about 28 million ports by 2030 to meet the demand for electricity by zero-emission passenger vehicles (Exhibit 1). Private ports are expected to increase in number from around 2.5 million to nearly 27 million, representing about 95 percent of the total.

There are two types of public charging: direct current fast charging (DCFC), which is used on highways and for fast fill-ups, and slower Level 2 (L2) charging, which is available at places such as grocery stores, malls, car dealerships, golf courses, and banks, where people may park for longer periods. L2 charging may also occur next to sidewalks or near street parking. About 150,000 L2 and DC plugs are now available across the United States, but that number is expected to increase to 1.5 million by 2030, when they will represent about 5 percent of the total.

While public fast charging is a piece of the overall charging solution, current EV demand for electricity is still so low that profitability is challenging—and this could remain the case over the short to medium term. To help charge-point operators improve their financial picture both now and during scale up, we examined the EV market, including the ongoing shifts in ownership patterns and charging demand. We then analyzed the factors that influence charging station revenues and identified potential improvement levers for optimizing profitability. Among the most important: a focus on utilization and pricing. 1 Maximilian Fischer, Nicolaas Kramer, Inga Maurer, and Rachell Mickelson, “A turning point for US autodealers: The unstoppable electric car,” September 23, 2021, McKinsey.com.

Exhibit 1
By 2030, the United States will need about 28 million ports to meet demand for zero-emission passenger vehicles.

US charging demand for zero-emission passenger vehicles, millions of ports Note: Based on a scenario where passenger electric vehicles account for nearly half the vehicles sold in the United States in 2030, in line with a federal target.

Source: McKinsey Center for Future Mobility
By 2030, the United States will need about 28 million ports to meet demand for zero-emission passenger vehicles.

McKinsey & Company
Private Public
2022
~2.6
2025
~9.5
2030
+34% per annum
~28.0
~1.5
~2.5
~9.0
~26.5
~0.1
~0.5
2 Can public EV-fast charging stations be profitable in the United States? Agenda Item #10.7.

Public charging is required, no matter what
Currently, most EV owners tend to be home owners with access to a home charger, and they often have a second vehicle for long-distance trips. But even people that fit this profile will sometimes need public charging. For instance, they might forget to charge their vehicle overnight and thus need to charge on the road, or they might find that the slow L2 charger at their workplace parking garage, where they usually connect during an eight-hour workday, is out of commission. Additionally, long journeys—those over 150 to 200 miles—will necessitate public charging.

As EVs become more common and their owners no longer come primarily from higher income groups, the percentage of charging that occurs at home is expected to fall to 50 percent by 2030 (Exhibit 2). Although about 65 percent of the US population own or rent a single-family home, many people lack garages where a charger could be placed, or find that installation is prohibitively expensive.² Apartment dwellers may also lack a suitable installation site or encounter resistance from landlords who do not want chargers on the premises. In such situations, public charging, either fast or overnight, is the mainstay. 2 2021 Census American Housing Survey.

Exhibit 2
While electric vehicle drivers now do most of their charging at home, more public charging will be needed as demand grows.

Passenger vehicles energy demand by charging use case, % of kilowatt hours While electric vehicle drivers now do most of their charging at home, more public charging will be needed as demand grows.

McKinsey & Company
Note: Based on a scenario where passenger electric vehicles account for nearly half the vehicles sold in the United States in 2030, in line with a federal target; gures may not sum to 100%, because of rounding.

Source: McKinsey Center for Future Mobility
Residential
Public
Work
Fleet
65 25
10 >5
Residential
Public
Work
Fleet
50 30
15 >5
2022 2030
Can public EV-fast charging stations be profitable in the United States? 3 About the McKinsey Center for Future Mobility
These insights were developed by the McKinsey Center for Future Mobility (MCFM). Since 2011, the MCFM has worked with stakeholders across the mobility ecosystem to provide independent and integrated evidence about possible future-mobility scenarios. With our unique, bottom-up modeling approach, our insights enable an end-to-end analytics journey through the future of mobility—from consumer needs to a modal mix across urban/rural areas, sales, value pools, and life-cycle sustainability. Contact us if you are interested in getting full access to our market insights via the McKinsey Mobility Insights Portal.
.

Agenda Item #10.7.

Exhibit 3
There are two main business models for electric vehicle charging infrastructure providers.

Owner operator model (illustrative)
Solution provider model (illustrative)
There are two main business models for electric vehicle charging infrastructure providers.

McKinsey & Company
Charge point operator
Charger owned by
charge-point
operator, eg:
• Blink
• Electrify America
• EVgo
$ for electricity
$
$
Revenue
Retail site,
parking
lot owner,
or other
business
Solution
provider, eg:
• ChargePoint
• EVBox
1 Eg, advertising, subscriptions, and original equipment manufacturer partnerships.

Cost Example players
EV driver
$ for
electricity
$
$
Public
subsidies
Other
revenues¹
Manufacturer
Maintenance
provider
Utility
$ for hardware
and installation
$ for
maintenance/SaaS
$ for electricity and demand charges
$ for hardware
$ for maintenance
$ for electricity and
demand charges
Electric vehicle $ for charger purchased
(EV) driver
Public
subsidies
Other
revenues¹
Charge point operator
Charger owned by
charge-point
operator, eg:
• Blink
• Electrify America
• EVgo
Solution
provider, eg:
• ChargePoint
• EVBox
Hardware
company
Maintenance
provider
Utility
$ for maintenance
Recognizing the need for public chargers, many new players are now entering the sphere. For instance, some major automakers are banding together to invest a minimum of $1 billion in a joint venture that will build stations with about 30,000 fast chargers in urban and rural areas of the United States.³ The challenging economics of charge-point stations
While charge-point operators can follow multiple strategies for generating revenues, two business models are now most common (Exhibit 3):
• Owner-operator. Under this model, the charge-point operator is responsible for all capital costs, including hardware and installation, and for all ongoing operations and maintenance. Owneroperators generate revenue by selling electricity and through other streams (for instance, incentives and energy credits). Currently, three companies—Electrify America, Evgo, and Tesla—have 80 percent of the market for public DCFC charging.
• Solution providers (site-host owners, third-party operators). Under this model, the charge-point operator sells chargers to a site host, such as a grocery store or dealership, which bears the cost of hardware and installation. The site host also pays the operator an ongoing fee for operations and maintenance.
3 Mike Colias, River Davis, and Ryan Felton, “Big Automakers Plan Thousands of EV Chargers in $1 Billion US Push,” The Wall Street Journal, July 26, 2023.
4 Can public EV-fast charging stations be profitable in the United States? Agenda Item #10.7.

Regardless of business model, the up-front capital costs for fast charging stations are high. A 150 to350kW DCFC charging unit can cost anywhere from $45,000 to over $100,000, and installation costs can range from $40,000 to over $150,000. Additionally, grid upgrade and integration costs can amount to millions, depending on the number of fast chargers installed at the location.

We examined the economics for a hypothetical DCFC charging station with an owner-operator business model in California. In line with typical patterns, we assumed the charging station would have 4 150kW chargers.⁴ In our first analysis, we assumed that the charge-point operator did not receive any government subsidies or credits; in the second, it did.

Fast public charging-station economics without subsidies or credits Assuming 15 percent utilization—equivalent to about seven 30-minute charging sessions per day—our hypothetical station would generate $265,000 to $285,000 in annual revenue, given a price of $0.45 per kWh dispensed. (Pricing may vary by time of day). On the cost side, we assumed annual expenses of $220,000 to $250,000 for electricity, demand charge rates, fixed operational expenditures, R&D, and SGA.⁵ Capital expenditure depreciation would total about $85,000 to $95,000 yearly. With these metrics, the station would lose about $40,000 to $50,000 per year in EBIT (Exhibit 4) Exhibit 4
Subsidies can meaningfully change the economics of a public fast charging station.

Station economics without subsidy,
$ thousand
Station economics with subsidy,¹ $ thousand
Note: Analysis assumes 4 direct current fast charging (DCFC) 150KW chargers at each station; 15% utilization, 80% charger e­ciency, price of ~$0.45/kWh, Costs assume wholesale electricity at $0.20/kWh with a $20/kW demand charge (PG&E A-10 commercial rate), 75% concurrence, ~$250/month per charger for maintenance, ~$95,000 per charger for the charging hardware and installation excluding grid and site equipment, 5% SG&A / R&D, 15% discount rate. 1 Analysis assumes ~80% of the capital cost is covered by a subsidy.

Source: McKinsey Center for Future Mobility
Subsidies can meaningfully change the economics of a public fast charging station.

McKinsey & Company
Charging
revenue
Electricity
cost
Demand
charges
Fixed
OPEX,
SG&A,
R&D
CAPEX
depreciation
EBIT Charging
revenue
Electricity
cost
Demand
charges
Fixed
OPEX,
SG&A,
R&D
CAPEX
depreciation
EBIT
265–285 120–130
80–90
20–30
85–95
265–285 120–130
80–90
Revenue/pro£t Cost Subsidy Loss
20–30
15–20
70–75
25–30
–40 to –50
4 FWHA NEVI Formula Program Guidance, US Department of Transportation, Federal Highway Administration, June 2, 2023. 5 We calculated demand charges by assuming a cost of $20 per kilowatt, with peak demand of 480kW per month.

Can public EV-fast charging stations be profitable in the United States? 5 Agenda Item #10.7.

Fast public charging-station economics with subsidies and credits If the same fast public charging station received government subsidies or credits, the economics would be very different because these programs can significantly reduce costs. For instance, the recent Inflation Reduction Act includes up to a 30 percent tax credit for EV charging stations within low-income or nonurban census tracts through December 2032, up to a maximum of $100,000 per charger.⁶ The National Electric Vehicle Infrastructure (NEVI) Formula Program, which will disperse $5 billion in funding from the Department of Transportation over a five-year formula grant period, provides credits and subsidies through the end of fiscal year 2026.⁷ For each charging station, it will fund up to 80 percent of project costs, provided that the station serves the public and meets other criteria, such as being located along Federal Highway Administration Alternative Fuel Corridors.⁸ If the charging station in our example received subsidies or credits, annual capital-expenditure depreciation would fall by an estimated $70,000 to $75,000. With this decrease, the station’s EBIT would be positive (in the range of $25,000 to $30,000).

Several levers will be required to achieve profitability Even if fast public charging stations do not receive subsidies or credits, they may still be able to improve their bottom line. We have identified several potential levers for driving improvements that span multiple areas: utilization, electricity cost, electricity price, demand charge cost, lifetime hardware costs, and ancillary revenue (Exhibit 5).

Exhibit 5
With increased utilization or reduced demand charges a public fast charging station could be protable.
15 20

0.45 0.53 0.20

0.13 20
9 95
45 0
12 Base case Break-even case
+1.3× +1.2× –0.4× –0.5× –0.5× +$12,000
Change needed in prot levers to break even without any incentives¹ Change in protability lever Utilization,
%
Price to
customer,
$/kilowatthour (kWh)
Electricity
cost, $/kWh
Demand
charge cost,
$/kW
Hardware and
installation
cost,
$ thousand
Ancillary
revenue per
charger per
annum,
$ thousand
1 Analysis assumes case of a charging station with 4 direct current fast charging (DCFC) 150kW chargers in California (PG&E A-10 commercial rate) with 75% concurrence, 80% charger eŽciency, 5% SG&A / R&D, 15% discount rate. 2 Inclusive of maintenance, software, network fees, rent, etc.

Source: McKinsey Center for Future Mobility
With increased utilization or reduced demand charges a public fast charging station could be protable.

McKinsey & Company
6 United States Congress, Public Law 117–169, August 16, 2022, congress.gov. 7 US Department of Transportation, Memorandum, 2023 Vehicle Infrastructure Formula Program Guidance, June 2, 2023, fhwa.dot.gov. 8 Alternative Fuels Data Center. Afdc.energy.gov, accessed May 23, 2023. 6 Can public EV-fast charging stations be profitable in the United States? Agenda Item #10.7.

While all of these levers are important, charge-point operators would have to apply them aggressively to make a difference. Consider utilization and competitive pricing, which could potentially drive the greatest gains. Using our example of a typical fast public charging station in California, the owneroperator would break even if utilization increased from 15 percent to 20 percent, or if the price for charging customers increased from $0.45/kWh to $0.53/kWh. Profitability would also be possible in other scenarios (Exhibit 6).

Achieving the desired improvements in price and utilization may not be easy, however. The average nationwide annual utilization rate for 2022 was about 7.5 percent, with the average for highest recorded month around 12 percent—both lower than the 15 percent utilization assumed in our example.⁹ Going from that level to 20 percent utilization will require an extremely large increase in demand, but we believe that this is feasible in the coming years, given expectations about the increased number of EVs on the road and the belief that charge point operators will begin focusing on utilization rates when deciding where to build new infrastructure, rather than continuing to prioritize market expansion.

Pursuing ancillary revenue streams, such as retail sales or advertising, could also help public DCFC charging stations improve the bottom line. At traditional gas stations, 35 percent of sales revenue comes from the associated convenience stores or food service. (About 50 percent of people who buy Exhibit 6
Various price and utilization combinations could help public fast charging stations become protable.
5%
15%
25%
35%
45%
–345
–105
–55
–35
–25
–270
–70
–30
–15
–5
–220
–50
–15
0 10
–180
–30
0 15
20 –150
–15
10 20
30 –125
$0.25 $0.30 $0.35 $0.40 $0.45 $0.50
–5
20 30
35 EBIT across utilization and price scenarios, $ thousand Note: Based on a scenario where passenger electric vehicles account for nearly half the vehicles sold in the United States in 2030, in line with a federal target.

Analysis assumes: Wholesale electricity cost at $0.20/kWh with a $20/kW demand charge (PG&E A-10 commercial rate), 75% concurrence, 80% charger e‹ciency, ~$250 / month per charger for maintenance, ~$95,000 per charger for the charging hardware and installation excluding grid and site equipment, 5% SG&A / R&D, 15% discount rate.
1 Including installation; representative of a 4–150kW charging station in California.

Source: McKinsey Center for Future Mobility
Various price and utilization combinations could help public fast charging stations become protable.

McKinsey & Company
Utilization,
%
Price charged to end customer,
$/kilowatt-hour
Can public EV-fast charging stations be profitable in the United States? 7 Agenda Item #10.7.

Copyright © 2023 McKinsey & Company. All rights reserved.

Peter Fröde is an associate partner in McKinsey’s Southern California office, Morgan Lee is a solution associate in the Waltham, MA office, and Shivika Sahdev is a partner in the New York office.

The authors would like to thank Vittorio Bichucher, Priyank Chheda, and Cross Pagano for their contributions to this article. fuel also make retail purchases). Since public DCFC stations are placed in a wider variety of locations than traditional stations, there may be more variation in the opportunities that they pursue. If the DCFC station in our example generated $12,000 in ancillary revenue streams, it could break even.

EV sales have finally gained momentum in the United States and continue to accelerate. More public fastcharging stations must be built to support the new EVs, but they require careful planning. Stakeholders must select station locations that maximize utilization and consider dynamic pricing—for instance, increases during commuting hours—to balance demand for chargers. While subsidies will be necessary for near-term profitability, public charging-station operators must also apply other improvement levers, such as branching into retail offerings, for long-term success. These efforts, combined with the support of OEMs, government agencies, real estate operators and others, will help DCFC operators build a profitable public charging network across United States that sustains the growth of EVs. 8 Can public EV-fast charging stations be profitable in the United States? Agenda Item #10.7.

From: Cindy Tzafopoulos
To: Erika Opp
Subject: FW: [External] For posting re: EV chargers proposal on Dec 10 agenda Date: Monday, December 9, 2024 4:04:48 PM
From: Pamela Smithers <[email protected]>
Sent: Friday, December 6, 2024 9:34 PM
To: Cindy Tzafopoulos <[email protected]> Subject: [External] For posting re: EV chargers proposal on Dec 10 agenda Dear Mayor and City Council members,
Thank you for allowing my comment on the proposal for Tesla charging stations in the Oak Avenue parking lot. I wish I could attend in person but will be out of town on Tuesday. I urge a resounding yes vote on the Tesla charging station item on your agenda.

When I don’t walk or ride my bike downtown, I drive and have to find parking (other commenters may not have this experience since they live so close to downtown or have their own parking spots). There is ALWAYS a place to park within a block of downtown. I don’t know what world these folks live in that can’t find a spot (unless they are only willing to park directly next to their destination). It’s honestly not that hard to find a spot to park, as staff had pointed out! It’s a bit of an urban myth, honestly, the no parking complaint.

As the owner of a Tesla for the last nine years, I feel especially able to comment on this issue, especially since my husband and I have driven our Tesla to Montana and back many many times, driving through the states of California, Oregon, Washington, Idaho, and Montana, experiencing a range of station types and locations. What is being proposed is top of the line and will be much in demand.

In case you don’t drive a Tesla, the way it works is that as you drive, with a tap on your car screen, you are shown instantly all the charging options within 100 miles. These stations differ in terms of speed of charging, numbers of charging slots, and current availability. You do not stop at a location with no availability (obviously). This is why you need the twelve slots offered. The city of Napa recently added 12? slots in the Whole Foods parking lot; every time I’ve gone there most of the slots have been in use. This means drivers from the Bay Area coming north will pass on those and head to ours. Tesla is taking the expense to install these because they know they’ll be used! These folks are experts at their craft. So you need not doubt these slots will be used. And as your staff Agenda Item #10.7.

report details, almost all EVs will be able to use these chargers, not just Teslas.

I can also tell you that I have NEVER gone to a charging station and not purchased something from a nearby retailer. I guarantee that the drivers will visit downtown. This is why the location staff has chosen is perfect for our merchants, so close to downtown.

Lastly, if you don’t do this, trust me, Calistoga or Yountville will. For all the handwringing by merchants about our lack of foot traffic, I’m frankly shocked that a local merchant is opposing this. I cannot guess at his motivations but I can tell you this will absolutely positively have a positive effect for our downtown merchants. thank you for your service to our community and for this forward looking proposal.

Pam Smithers
Agenda Item #10.7.

Agenda Report to the City Council
Agenda Section: PUBLIC HEARINGS
Department: Planning
DATE: December 10, 2024
FROM: Maya DeRosa, Community Development Director
SUBJECT: Introduction and waive first reading of an Ordinance approving Zoning Ordinance Amendment (ZOA 2024-
001) to amend Chapter 17.30 of Title 17 of the St. Helena Municipal Code regarding the calculation of housing in-lieu fees.

RECOMMENDED
ACTION:

Introduction and waive the first reading of the proposed Ordinance to:

1. Find that the proposed changes to Chapter 17.30 of
the Zoning Code are exempt from CEQA Guideline
15061 (b)(3); and

2. Approve and adopt Zoning Ordinance Amendment
(ZOA 2024-001) to amend Chapter 17.30 of Title 17
of the St. Helena Municipal Code regarding the
calculation of housing in-lieu fees.

PREVIOUS COUNCIL
ACTION:

On June 25, 2024 the City Council considered this item but deferred action until the policy direction on the Housing Impact Fees was determined.

STATEMENT OF THE
PURPOSE:

To amend the St. Helena Municipal Code zoning
ordinance Chapter 17.30 in order to update the
methodology for calculation of housing impact fees.

FINANCIAL IMPACT: The fiscal impact cannot be quantified, however, it is anticipated this updated methodology of housing impact
fee calculation will yield more revenue to the Affordable Housing Impact fund.

BACKGROUND:

The City Council will be considering the approval of updated Housing Impact fees on December 10, 2024. The recommended impact fee is different than how the City currently calculates Housing Impact Fees as noted in the the zoning code Section

17.30.030E. In order to ensure the zoning code is not in conflict, on May 21, 2024, the Planning Commission considered an amendment to the zoning ordinance (ZOA 2024- 001) and recommended the City Council approve the ordinance amendment (see attached ordinance).

DISCUSSION:

St. Helena Municipal Code Section 17.30.030 E provides a methodology for housing impact fee calculation which is a percentage basis of the projected construction cost of Agenda Item #11.1.

the market rate dwelling unit. After review by consultant Wildan who has been retained by the City to update all impact fees, it was recommended that the methodology be revised to charge the fee based on the new square foot floor area. The attached ordinance with noted amendments reflects the updated in- lieu fee methodology policy and is consistent with how other cities calculate housing in-lieu fees.

ENVIRONMENTAL REVIEW:

This ordinance is exempt from review under CEQA under Section 15061(b)(3) of the State CEQA Guidelines because it can be seen with certainty that the provisions contained herein would not have the potential for causing a significant effect on the environment.

GOAL:

Goal 1: Strengthen Financial Sustainability
Miscellaneous/Other
DOCUMENTS ATTACHMENTS:

Ordinance - Housing In-Lieu Fee Calculation-12-10-2024
Agenda Item #11.1.

83578.00012\42255084.1
ORDINANCE NO. ______
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF ST. HELENA AMENDING SECTION 17.30.030.E OF CHAPTER 17.30 (AFFORDABLE HOUSING PROGRAM) OF TITLE 17 OF THE ST. HELENA MUNICIPAL CODE REGARDING

THE CALCULATION OF HOUSING IN-LIEU FEES
WHEREAS, Chapter 17.30 (Affordable Housing Program) of the St. Helena Municipal Code (SHMC) establishes an affordable housing program, housing impact fees on developers of nonresidential development projects in the City, inclusionary housing requirements and alternative means of compliance, requirements for inclusionary units, and administration and enforcement measured for the program; and WHEREAS, SHMC section 17.30.030 authorizes the City Council to adopt by resolution housing in-lieu fees that would be paid by residential developers as an alternative means of compliance with the inclusionary housing requirements of SHMC Chapter 17.30; and
WHEREAS, SHMC section 17.30.030.E (Calculation of Housing In-Lieu Fee) provides that the housing in-lieu fee shall be charged on a percentage basis of the projected construction costs of market rate dwelling units, as established by resolution of the City Council; and
WHEREAS, the City engaged with Willdan Financial Services (“Consultant”) to perform a nexus study of affordable housing impact fees needed to fund new development’s share of affordable housing induced by the household spending associated with new market rate development, and commercial linkage fees to quantify the connection between the development of commercial, office, industrial and hotel, development projects and the demand for affordable housing units; and WHEREAS, Consultant completed an “Affordable Housing and Commercial Linkage Impact Fee Study” dated May 22, 2024 (“Fee Study Report”), which studies support the adoption of said fees; and
WHEREAS, the affordable housing impact fees supported by the Fee Study Report are calculated on a per square foot basis, as opposed to a percentage basis of the projected construction costs of market rate dwelling units; and WHEREAS, the City desires to amend SHMC section 17.30.030.E to ensure consistency with the methodology supporting the adoption of the housing in-lieu fee as set forth in the Fee Study Report, and as authorized by SHMC section 17.30.030; and WHEREAS, the Planning Commission held a duly noticed public hearing at a Regular Meeting on May 21, 2024, on the proposed Ordinance during which public hearing the Planning Commission received comments from City staff and members of Agenda Item #11.1.

83578.00012\42255084.1
the general public and recommended approval to the City Council through Resolution No. _____; and
WHEREAS, the City Council held a duly noticed public hearing on December 10, 2024 on the proposed Ordinance, during which public hearing the City Council received comments from City staff and members of the general public; and WHEREAS, the City Council desires to approve the requested amendments to Section 17.30.030.E of the St. Helena Municipal Code through approval of this Ordinance.

NOW, THEREFORE, the City Council of the City of St. Helena does hereby ordain as follows:

Section 1. Recitals. The above recitals are incorporated as though set forth in this section.

Section 2. Amendment. Subsection E of Section 17.30.030 of the St. Helena Municipal Code is hereby amended to read as follows (new language is underlined, deletions are in strikeout):
“E. Calculation of Housing In-Lieu Fee. The housing in-lieu fee shall be charged on a per square foot basis for net new floor area percentage basis of the projected construction costs of market rate dwelling units. The amount and calculation of the housing in-lieu fee shall be established by resolution of the City Council. Construction costs of market rate dwelling units is determined in accordance with the definition in Section 17.32, Definitions of Terms.

Construction costs shall be separately calculated for each dwelling unit in attached single-family residential and rental residential development projects, and the appropriate fee paid for each unit within the residential project. The housing in-lieu fee required by this Section may be satisfied either by cash payment or, upon the recommendation of the Community Development Director and approval of the City Council, by an alternative which will provide the City with a value equal to or greater than the amount of the required in-lieu fee.” Section 3. Severability. If any section, subsection, phrase, or clause of this ordinance is for any reason held to be unconstitutional, such decision shall not affect the validity of the remaining portions of this ordinance. The City Council would have passed this ordinance and each and every section, subsection, sentence, clause, or phrase not declared invalid or unconstitutional without regard to whether any portion of the ordinance would be subsequently declared invalid or unconstitutional.

Section 4. CEQA. This ordinance was assessed in accordance with the authority and criteria contained in the California Environmental Quality Act (CEQA), the State Agenda Item #11.1.

83578.00012\42255084.1
CEQA Guidelines (the Guidelines), and the environmental regulations of the City. The City Council hereby finds that this ordinance is exempt from review under CEQA under Section 15061(b)(3) of the State CEQA Guidelines because it can be seen with certainty that the provisions contained herein would not have the potential for causing a significant effect on the environment.

Section 5. Effective Date. This Ordinance shall take effect and be enforced within thirty (30) days from and after the date of its adoption by the City Council at a second reading and shall be posted and published in accordance with the California Government Code.

THE FOREGOING ORDINANCE was introduced at a regular meeting of the St.

Helena City Council on the day of , 2024, and was adopted at a regular meeting of the St. Helena City Council on the day of , 2024, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

ATTEST:__________________________ APPROVED:_____________________ Cindy Tzafopoulos, City Clerk Paul Dohring, Mayor
Agenda Item #11.1.

Agenda Report to the City Council
Agenda Section: PUBLIC HEARINGS
Department: Finance
DATE: December 10, 2024
FROM: Mandy Kellogg, Administrative Services Director
SUBJECT: Review of the City's Affordable Housing In-Lieu Fees and Nonresidential/Commercial Linkage Fee Options and
provide guidance to staff regarding the appropriate fees.

RECOMMENDED
ACTION:

Staff recommends approval of the attached resolutions
adopting the affordable housing in-lieu fees and the
nonresidential/commercial linkage or housing impact fees, which will take effect after the ordinance is in effect.

PREVIOUS COUNCIL
ACTION:

November 24, 2015 - Approval of Professional Services
Agreement with Willdan Financial Services.

November 14, 2017 - Approval of Amendment #1 for
Water and Wastewater Impact Fees.

October 9, 2018 - Approval of Amendment #2 to Update
Cost Allocation Plan.

August 24, 2021 - Approval of Amendment #3 to Add
Commercial Linkage Fee Analysis.

July 25, 2023 - Approval of Amendment #4 for Additional Funding to Complete User Fee Study.

August 8, 2023 - Approval of Amendment #5 for Additional Funding to Complete the Development Impact Fee Study.

July 23, 2024 - Approval of Amendment #6 for Additional Funding to Complete a Feasibility Analysis.

October 8, 2024 - Majority City Council approval of
proposed fees and direction to bring back fees to adopt by resolution.

STATEMENT OF THE
PURPOSE:

The purpose is to provide information related to the
Affordable Housing Feasibility analysis and receive
direction pertaining to the recommended Affordable
Housing Impact Fee and Commercial Linkage Fee.

FINANCIAL IMPACT: The financial positive impact to the Affordable Housing Trust fund could range from $200,000 to $288,000
increased revenues based on the FY 2023-24 collections.

BACKGROUND:

Development impact fees are charged to new development and support upgrades to the City’s infrastructure necessitated by such development and are generally paid as a requirement to obtain a building permit.

Agenda Item #11.2.

During the FY 2020-21 budget development, City Council requested funding for an inclusionary and workforce housing study be included in the FY 2020-21 adopted City budget. On February 23, 2021, the City entered into a Professional Services Agreement (PSA) with Lisa Wise Consulting, Inc. to complete the Inclusionary Housing Study.

However, after staff review of the initial report and concerns with the data source, that work on that project was terminated.

As part of the Inclusionary Housing Study and during the final analysis of the Affordable Housing In-lieu fees, established as part of the City's inclusionary housing ordinance it was determined that it would be necessary to include a commercial linkage fee analysis in order to update the commercial linkage fee, which is paid by non-residential uses to address impacts those uses have on the City's need for affordable housing. This fee links the jobs created by commercial development to the needs for the productions of affordable housing. Willdan Financial Services conducted this analysis and prepared recommendations for the amounts and classifications for a commercial linkage fee for St. Helena. The study determines the per-unit affordability gap by number of households in each job type, by income level to determine linkage fee on a per square foot basis by category of non-residential development.

Willdan Financial Services completed the draft Affordable Housing and Commercial Linkage Fee Study in December 2023 (Attachment 1). The maximum justified fee, which is the fee level required to fully mitigate the impact of new residential or commercial development on the affordable housing was calculated for each land use as follows:

Land Use Maximum Justified Fee
Residential
Rental Unit $135
For Sale Unit $196
Non-Residential
Hotel $75
Commercial $141
Office $176
Industrial $67
Following the completion of the review of the report by staff and the City Attorney, the City released the draft report on January 22, 2024 to local builders and affordable housing organizations and requested comments prior to formal adoption and approval by City Council. Comments were requested following a three-week review period. Staff and consultant reviewed the comments and prepared responses to those comments (Attachment 2).

On June 25, 2024, Willdan Financial Services presented the Affordable Housing and Commercial Linkage Fee study at a Regular City Council meeting. Based on the results of the Affordable Housing and Commercial Linkage Fee Study, staff recommended Agenda Item #11.2.

adopting 10% of the maximum justified fee to ensure that the new fee does not result in the financial infeasibility of new development.

After careful deliberation the City Council made a motion to continue the matter to a future meeting and directed staff to work with the Consultant to conduct additional analysis on the appropriate fee for the different land uses.

DISCUSSION:

Upon direction at the June 25, 2024, Willdan Financial Services conducted a Development Impact Fee Nexus Study Update to determine financial feasibility (Attachment 1 - Appendix). The feasibility analysis included the following:

1. Preparation of a memorandum evaluating the development feasibility of each land use type included in the affordable housing impact fee and commercial linkage fee study.

2. Evaluation of development feasibility using a pro-forma analysis approach that identified the maximum supportable affordable housing related fees for a prototype associated with each land use included in the study.

The analysis examined the economics of six prototypes as follows:
 Single Family Residential
 Multi-Family Residential
 Hotel
 Office
 Retail
 Industrial/Warehouse
The financial feasibility analysis uses a pro forma approach to calculate the projected return that the six development prototypes are likely to generate. Each prototype’s proforma estimates the residual land value, a method of estimating the value of land for a project that calculates the total revenue generated by a project (either in the form of sales price or the present value of projected lease income) and subtracts the costs of developer and operations (as applicable) to arrive at a net amount that is attributable to the land under the project.

The analysis assumes that if a residual land value is negative, the project is not feasible. A low land value means a project is challenging to develop and may not be feasible. Willdan and staff have reviewed transactions in St. Helena in the past ten years and estimate that a value below $25 per square foot (psf), or $1.1 million per acre, indicates a low feasibility and low probability of completion for the prototype development in question. This analysis was used to determine the maximum feasibility, which is the highest fee that can be charged without negatively impacting the financial viability of a project or development. This concept is used to ensure that while fees are set to cover costs or address impacts, they do not become so burdensome that they deter development or investment.

Agenda Item #11.2.

Willdan prepared Table A.1 on page 12 of Appendix: Development Impact Fee Feasibility Study (shown below), which shows the maximum estimated feasibility compared to the maximum justified fee, as well as 15% of maximum and 10% of maximum.

Attachment 3 - Table A.1
Proposed Fees (per square foot)
Land Use Maximum
Justified
Maximum
Estimated
Feasibility (1)
15% of Max 10% of Max
Residential
Rental Unit $135 NA $20 $14
For Sale Unit $196 $168 $29 $20
Non-Residential
Hotel $75 $75 $11 $8
Commercial $141 $20 $21 $14
Office $176 NA $26 $18
Industrial $67 NA $10 $7
(1) Max Estimated Fee at $1.1 million per acre residual value.

It is important to note that the feasibility is based on the current market conditions, which will fluctuate as the market changes. NA indicates that the particular land use is not feasible even without the fee at the present time. It is also important to note that as applied to multifamily residential uses, this fee is an "in-lieu fee", meaning that it is only paid if the developer desires, and the City Council agrees, that the developer will pay a fee rather than developing affordable units on site as part of the residential development.

Additionally, with regard to the housing-impact fee, it is important to note that in a typical hotel development entitlement process, the City will often negotiate and enter into a development agreement with the applicant which could include a negotiation for an affordable housing contribution or construction of actual units in-lieu of directly paying the adopted housing impact fee. This is a common practice among other cities and allows for a community to receive benefits from the hotel project that are appropriate for that project.

On September 12, 2024, the City held a study session to present the findings of the feasibility analysis and receive public comment on the proposed Housing Impact Fees prior to City Council action on October 8, 2024. Based on the feedback received at the study session, staff is presented three options for consideration.

Fee Implementation Options
Agenda Item #11.2.

On October 8, 2024, staff provided Option A and Option B as outlined below for discussion and direction which revised the hotel land use fee from per square foot to per room (as shown in Attachment 1, Table 2, Proposed Fees on page 3 of the Appendix).

In addition, staff presented a third option, Option C, which included fees from both Option A and Option B and is detailed below in Option C - Staff Recommendation.

Option A
Option A proposed all land uses with the exception of hotels be charged 10% of the Maximum Justified Fee per square foot. The hotel land use is proposed at a per room fee equal to the maximum feasible amount for the hotel land use, based on Willdan's additional analysis to convert the proposed per square foot fee to a per room fee for the hotel land use. The proposed per room fee for the hotel land use is intended to ensure that the fee is applied more equitably to new hotel developments and does not penalize hotels that have more common area that could significantly increase total square footage without providing an equal increase in revenue. A per-room fee is more intuitive for hotel developers and easier to integrate into proformas.

Land Use Proposed Fee Current Fee % Increase from
Current Fee
Residential
Rental Unit $14 per square
foot

2.5% Construction
Cost 71.8% (1)
For Sale Unit $20 per square
foot

2.5% Construction
Cost 145.4% (1)
Non-Residential
Hotel $41,797 per room $3.80 per square
foot 1,233.9% (2)
Commercial $14 per square
foot
$5.21 per square
foot 168.7%
Office $18 per square
foot
$4.11 per square
foot 338.0%
Industrial $7 per square foot $1.26 per square
foot 455.6%
(1) Based on a prototype with 2,761 square feet and a $900,000 construction cost. (2) Based on a prototype with 53,597 square feet and 65 room count.

Option B
Option B proposed all land uses with the exception of hotels be charged 15% of the Maximum Justified Fee per square foot. Hotel land use is proposed at a per room fee identical to Option A.

Land Use Proposed Fee Current Fee % Increase from Current Fee
Residential
Agenda Item #11.2.

Rental Unit $20 per square
foot

2.5%
Construction Cost 145.4% (1)
For Sale Unit $29 per square
foot

2.5%
Construction Cost 255.9% (1)
Non-Residential
Hotel $41,797 per
room
$3.80 per square
foot 1,233.9% (2)
Commercial $21 per square
foot
$5.21 per square
foot 303.1%
Office $26 per square
foot
$4.11 per square
foot 532.6%
Industrial $10 per square
foot
$1.26 per square
foot 693.7%
(1) Based on a prototype with 2,761 square feet and a $900,000 construction cost. (2) Based on a prototype with 53,597 square feet and 65 room count.

Option C - Staff Recommendation
Option C proposes all land uses with the exception of commercial and hotel land uses be charged 10% of the Maximum Justified Fee per square foot. Commercial land use is proposed at a fee equal to the maximum feasible amount for the hotel land use of $20 per square foot. Hotel land use is proposed at a per room fee identical to Options A and B.

Land Use Proposed Fee Factor
Residential
Rental Unit $14 per square foot 10% Max Justified
For Sale Unit $20 per square foot 10% Max Justified
Non-Residential
Commercial $20 per square foot Max Feasible
Office $18 per square foot 10% Max Justified
Industrial $7 per square foot 10% Max Justified
Hotel $41,797 per room Max Feasible
On October 8, 2024, a majority of the City Council voted to move forward with presenting a resolution to adopt the fees outlined in Option C. In addition, City Council requested that staff complete a survey of the surrounding agencies to provide a comparative analysis of the total building permit costs, which includes planning and building fees, development impact fees, and state fees associated with issuing a building permit. The comparative analysis is included in Addendum 1.

As illustrated in Addendum 1, the fees for the City are notably higher in certain categories compared to the surveyed cities. This is primarily because the proposed housing impact fees are driven by the City's significantly higher land costs. Given that land costs in our City exceed those of most cities in the survey, the expense of Agenda Item #11.2.

constructing affordable housing - an endeavor these fees are designed to support - is correspondingly higher. To adequately subsidize the development of affordable housing and address the unique financial challenges posed by our local market conditions, it is necessary to implement fees that are above the average of our peer cities. These higher fees are critical to ensuring that the City can meet its affordable housing goals while balancing the economic realities of our community.

Public Notice
A public notice was published October 24, 2024 in the Napa Valley Register for a public hearing to be held on November 12, 2024, which was continued to a date certain of December 10, 2024. The proposed fee schedule and methodology for the fee calculations was made available for public review, electronically on the City's website by clicking the following link: Affordable Housing and Commercial Linkage Fee Study or by appointment in the City Clerk’s office.

Resolution
St. Helena Municipal Code Section 17.30.030.E outlines the methodology for calculating housing in-lieu fees, which is currently based on a percentage of the projected construction cost of the market-rate dwelling unit. Pursuant to a prior agenda item, staff has recommended introduction of a proposed ordinance that will amend Section

17.30.030.E of Chapter 17.30 of the City's Municipal Code to revise the calculation methodology based on square foot floor area and authorize the amount and calculation of the housing in-lieu fee to be established by City Council resolution.

This change aligns with the recommendations in the Affordable Housing and Commercial Linkage Fee Study prepared by Willdan, which supports a more transparent and standardized approach. Transitioning to a square footage-based methodology is consistent with practices adopted by many jurisdictions across the state and simplifies implementation for City staff and decision-making for the Council.

Staff proposes that the City Council approve the resolutions adopting the updated housing in-lieu fees and nonresidential/commercial linkage or housing impact fees.

These updated fees are based on the Affordable Housing and Commercial Linkage Fee Study and are contingent upon the approval of the proposed ordinance and will not take effect until after the ordinance is in effect.

The first reading of the proposed ordinance is scheduled for the December 10, 2024 City Council meeting, with the second reading planned for January 14, 2025. If adopted, the proposed fees will become effective on February 10, 2025, which is 60 days after the adoption of the resolution.

ENVIRONMENTAL REVIEW: None.

Agenda Item #11.2.

GOAL:

Goal 1: Strengthen Financial Sustainability
Goal 5: Enhance Quality of Life
DOCUMENTS ATTACHMENTS:

Resolution - Housing In-Lieu Fee 12-10-2024
Resolution - Housing Impact Fee- 12-10-2024
Attachment 1 - St. Helena - Affordable Housing and Commercial Linkage Fee Report - Final
Attachment 2 - Willdan Responses to Affordable Housing and Commercial Linkage Fee Nexus Study Comments
Attachment 3 - St. Helena - Financial Feasibility Analysis May 2024 Attachment 4 - St. Helena Fee Update - Affordable Housing PowerPoint 10.08.2024 Attachment 5 - Prototype Impact Fees Paid
Addendum 1 - Summary of Comparative Building Permit Data Agenda Item #11.2.

83578.00012\42402179.1
RESOLUTION NO. ______
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ST. HELENA

ADOPTING HOUSING IN-LIEU FEES FOR RESIDENTIAL DEVELOPMENT PROJECTS PURSUANT TO ST. HELENA MUNICIPAL CODE CHAPTER 17.30 (AFFORDABLE HOUSING PROGRAM)
WHEREAS, all communities in the State of California, including the City of St.

Helena (“City”), face a housing crisis that includes the lack of access to affordable housing, which has a direct negative impact on the public health, safety, and welfare of the residents of St. Helena; and
WHEREAS, inclusionary housing policies, and related affordable housing in-lieu and nonresidential/commercial linkage fees, are tools that help jurisdictions increase the supply of affordable housing units; and
WHEREAS, the provision of safe and stable housing for households at all income levels is in the public interest; and
WHEREAS, California Government Code section 65580 provides that the availability of housing is of vital Statewide importance and that local governments have a responsibility to use their powers to facilitate the development of housing and make adequate provision for the housing needs of all economic segments of the community; and
WHEREAS, the adoption of affordable housing policies, including affordable housing in-lieu fees and nonresidential/commercial linkage fees, is critical for the City in reaching its Regional Housing Needs Allocation (RHNA) housing requirements for very low, low, and moderate income households; and
WHEREAS, Chapter 17.30 (Affordable Housing Program) of the St. Helena Municipal Code (SHMC) establishes an affordable housing program, housing impact fees on developers of nonresidential development projects in the City, inclusionary housing requirements and alternative means of compliance, requirements for inclusionary units, and administration and enforcement measured for the program; and WHEREAS, SHMC section 17.30.030 authorizes the City Council to adopt by resolution housing in-lieu fees that would be paid by residential developers as an alternative means of compliance with the inclusionary housing requirements of SHMC Chapter 17.30; and
WHEREAS, the City engaged with Willdan Financial Services (“Consultant”) to perform a nexus study of affordable housing impact fees needed to fund new development’s share of affordable housing induced by the household spending associated with new market rate development, and commercial linkage fees to quantify Agenda Item #11.2.

83578.00012\42402179.1
the connection between the development of commercial, office, industrial and hotel, development projects and the demand for affordable housing units; and WHEREAS, Consultant completed an “Affordable Housing and Commercial Linkage Impact Fee Study” dated December 14, 2023 (“Fee Study Report”), which studies support the adoption of said fees; and
WHEREAS, to ensure that the housing in-lieu fees set forth in this Resolution do not exceed the actual affordable housing impacts attributable to the development projects on which the fees are imposed, the City Council has received and considered the Fee Study Report, which demonstrates that said fees do not exceed the affordable housing impacts attributable to the development projects on which the fees are imposed; and
WHEREAS, at least ten (10) days prior to the date this Resolution is being heard, data was made available to the public indicating the amount of cost, or estimated cost, required to provide the affordable housing for which the fee is being levied and the revenue sources anticipated to provide the affordable housing, in accordance with Government Code section 66019; and
WHEREAS, notice of the hearing on the proposed fees was published twice in a newspaper of general circulation in the manner set forth in Government Code section 6062(a), in accordance with Government Code sections 66004 and 66018; and WHEREAS, a duly and properly noticed public hearing regarding the affordable housing in-lieu fees proposed in this Resolution was conducted by the City Council on December 10, 2024.

NOW, THEREFORE, BE IT RESOLVED that the facts set forth in the recitals in this Resolution are true and correct and incorporated herein by reference. The recitals constitute findings in this matter and, together with the staff report, other written reports, oral staff presentation, public testimony, and other information contained in the record, are an adequate and appropriate evidentiary basis for the actions taken in this Resolution.

BE IT FURTHER RESOLVED that the City Council of the City of St. Helena hereby finds as follows with regard to the housing in-lieu fees to be adopted pursuant to St. Helena Municipal Code section 17.30.030:

A. The purpose of the affordable housing requirements and the housing inlieu fees are to ensure that the private sector, in addition to public sector, participates in the provision of affordable housing for current and future residents of the City of St.

Helena and ensure the long-term affordability of units and availability for income-eligible households in years to come.

Agenda Item #11.2.

83578.00012\42402179.1
B. The housing in-lieu fees will be placed in the City’s Affordable Housing Trust Fund established pursuant to SHMC section 17.30.050 and be used to increase and improve the supply of housing affordable to households of moderate, low and very low income households, including reasonable administrative expenses.

C. Every new residential development creates a further demand for affordable housing to the extent that such development offers market-rate-only housing.

The affordable housing requirements and the housing in-lieu fee are reasonably related to the mitigation of negative impacts upon the City’s affordable housing supply.

D. The lack of affordable housing options in the City has an impact upon a broad range of income groups, and no single housing program will be sufficient to meet the City’s housing need. Affordable housing ordinances applicable to new residential developments necessarily increase the supply of affordable housing (Homebuilders Assoc. v. City of Napa (2001) 90 Cal. App. 4th, 188, 196), and therefore there is a direct relationship between the housing in-lieu fee and the City’s attainment of its affordable housing goals. Based on the information and analysis provided in the “Affordable Housing and Commercial Linkage Impact Fee Study” dated December 14, 2023, the City Council hereby finds that the schedule of housing in-lieu fees adopted by this Resolution is reasonably related to the cost to develop affordable housing units in accordance with the City’s Affordable Housing Program.

BE IT FURTHER RESOLVED that this Resolution is exempt from the California Environmental Quality Act (“CEQA”) pursuant to CEQA Guidelines section 15061(b)(3) because it can be seen with certainty that there is no possibility that the Resolution will have a significant effect on the environment; and because it is not a “project” under CEQA. This resolution will not affect the physical environment by permitting a new use or intensifying an existing use. Instead, the resolution adopts housing in-lieu fees that serve as one of the range of means by which individual projects may satisfy the requirements of the City’s Affordable Housing Program. There is no potential for the changes to result in a significant effect on the environment.

BE IT FURTHER RESOLVED that the City Council hereby adopts the housing inlieu fees as set forth in Exhibit “A” attached hereto and incorporated herein by reference, and directs that these fees be incorporated into the City’s Master Fee Schedule. This approval is conditioned upon the adoption of Ordinance No. _____ by the City Council, and shall not be effective unless and until such ordinance is effective.

BE IT FURTHER RESOLVED that the housing in-lieu fees shall be reviewed every two years by the City Council in accordance with St. Helena Municipal Code section 17.30.050.B. The housing in-lieu fees adopted pursuant to this Resolution will be adjusted annually on July 1st for inflation based on the annual percentage change for the prior calendar year compared to the previous year for the Consumer Price Index for All Urban Consumers for the San Francisco-Oakland-Hayward, California area.

Agenda Item #11.2.

83578.00012\42402179.1
BE IT FURTHER RESOLVED that the City Clerk shall attest and certify to the passage and adoption of this Resolution which shall take effect which shall take effect sixty (60) days following the adoption of this Resolution or the effective date of Ordinance No. ___, whichever is later.

BE IT FURTHER RESOLVED that each component of the fees and all portions of this Resolution are severable. Should any individual component of the fee or other provision of this Resolution be adjudicated to be invalid and unenforceable, the remaining provisions shall be and continue to be fully effective, and the fee shall be fully effective except as to that portion that has been judged to be invalid.

PASSED AND ADOPTED at a regular meeting of the St. Helena City Council on December 10, 2024 by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

APPROVED:_____________________
Paul Dohring, Mayor
ATTEST:__________________________
Cindy Tzafopoulos, City Clerk
Agenda Item #11.2.

83578.00012\42402179.1
EXHIBIT “A”
Housing In-Lieu Fee for Residential Development Projects Type of Residential Unit Fee per Square Foot
New Residential Rental Unit $14
New Residential For Sale Unit $20
Comments:

1. Application. A developer of four or fewer residential dwelling units which are the whole of a residential development project may meet the requirements of St. Helena Municipal Code section 17.30.030.A (Inclusionary Requirement) through payment of the housing in-lieu fee.

2. Fees shall be paid prior to the issuance of a building permit. For good cause shown, the City Council may allow for the fee to be paid at the time of final inspection/certificate of occupancy.

Agenda Item #11.2.

RESOLUTION NO. ______
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ST. HELENA

ADOPTING HOUSING IMPACT FEES FOR NONRESIDENTIAL DEVELOPMENT PROJECTS AND CONVERSIONS PURSUANT TO ST. HELENA MUNICIPAL CODE CHAPTER 17.30 (AFFORDABLE HOUSING PROGRAM)
WHEREAS, all communities in the State of California, including the City of St.

Helena (“City”), face a housing crisis that includes the lack of access to affordable housing, which has a direct negative impact on the public health, safety, and welfare of the residents of St. Helena; and
WHEREAS, inclusionary housing policies, and related affordable housing in-lieu and nonresidential/commercial linkage fees, are tools that help jurisdictions increase the supply of affordable housing units; and
WHEREAS, the provision of safe and stable housing for households at all income levels is in the public interest; and
WHEREAS, California Government Code section 65580 provides that the availability of housing is of vital Statewide importance and that local governments have a responsibility to use their powers to facilitate the development of housing and make adequate provision for the housing needs of all economic segments of the community; and
WHEREAS, the adoption of affordable housing policies, including affordable housing in-lieu fees and nonresidential/commercial linkage fees, is critical for the City in reaching its Regional Housing Needs Allocation (RHNA) housing requirements for very low, low, and moderate income households; and
WHEREAS, Chapter 17.30 (Affordable Housing Program) of the St. Helena Municipal Code (SHMC) establishes an affordable housing program, housing impact fees on developers of nonresidential development projects in the City, inclusionary housing requirements and alternative means of compliance, requirements for inclusionary units, and administration and enforcement measured for the program; and WHEREAS, SHMC section 17.30.020 authorizes the City Council to adopt by resolution housing impact fees that would be paid by developers of nonresidential development projects and conversions to offset the impacts of the demand the new nonresidential development or conversion has on the demand for affordable housing; and
WHEREAS, the City engaged with Willdan Financial Services (“Consultant”) to perform a nexus study of affordable housing impact fees needed to fund new development’s share of affordable housing induced by the household spending associated with new market rate development, and commercial linkage fees to quantify Agenda Item #11.2.

the connection between the development of commercial, office, industrial and hotel, development projects and the demand for affordable housing units; and WHEREAS, the Consultant completed an “Affordable Housing and Commercial Linkage Impact Fee Study” dated December 14, 2023 (“Fee Study Report”), which studies support the adoption of said fees; and
WHEREAS, to ensure that the housing impact fees set forth in this Resolution do not exceed the actual affordable housing impacts attributable to the development projects on which the fees are imposed, the City Council has received and considered the Fee Study Report, which demonstrates that said fees do not exceed the affordable housing impacts attributable to the development projects on which the fees are imposed; and
WHEREAS, at least ten (10) days prior to the date this Resolution is being heard, data was made available to the public indicating the amount of cost, or estimated cost, required to provide the affordable housing for which the fee is being levied and the revenue sources anticipated to provide the affordable housing, in accordance with Government Code section 66019; and
WHEREAS, notice of the hearing on the proposed fees was published twice in a newspaper of general circulation in the manner set forth in Government Code section 6062(a), in accordance with Government Code sections 66004 and 66018; and WHEREAS, a duly and properly noticed public hearing regarding the housing impact fees proposed in this Resolution was conducted by the City Council on December 10, 2024.

NOW, THEREFORE, BE IT RESOLVED that the facts set forth in the recitals in this Resolution are true and correct and incorporated herein by reference. The recitals constitute findings in this matter and, together with the staff report, other written reports, oral staff presentation, public testimony, and other information contained in the record, are an adequate and appropriate evidentiary basis for the actions taken in this Resolution.

BE IT FURTHER RESOLVED that the City Council of the City of St. Helena hereby finds as follows with regard to the housing impact fees to be adopted pursuant to St. Helena Municipal Code section 17.30.020:

A. The purpose of the affordable housing requirements and the housing impact fees are to ensure that the private sector, in addition to public sector, participates in the provision of affordable housing for current and future residents of the City of St. Helena and ensure the long-term affordability of units and availability for income-eligible households in years to come.

B. The housing impact fees will be placed in the City’s Affordable Housing Trust Fund established pursuant to SHMC section 17.30.050 and be used to increase Agenda Item #11.2.

and improve the supply of housing affordable to households of moderate, low and very low income households, including reasonable administrative expenses.

BE IT FURTHER RESOLVED that this Resolution is exempt from the California Environmental Quality Act (“CEQA”) pursuant to CEQA Guidelines section 15061(b)(3) because it can be seen with certainty that there is no possibility that the Resolution will have a significant effect on the environment; and because it is not a “project” under CEQA. This resolution will not affect the physical environment by permitting a new use or intensifying an existing use. Instead, the resolution adopts housing impact fees that serve as one of the range of means by which individual projects may satisfy the requirements of the City’s Affordable Housing Program. There is no potential for the changes to result in a significant effect on the environment.

BE IT FURTHER RESOLVED that the City Council hereby adopts the housing impact fees as set forth in Exhibit “A” attached hereto and incorporated herein by reference and directs that these fees be incorporated into the City’s Master Fee Schedule. This approval is conditioned upon the adoption of Ordinance No. _____ by the City Council, and shall not be effective unless and until such ordinance is effective.

BE IT FURTHER RESOLVED that the housing impact fees shall be reviewed by the City Council every two years in accordance with St. Helena Municipal Code section

17.30.050.B. The housing impact fees adopted pursuant to this Resolution will be adjusted annually on July 1st for inflation based on the annual percentage change for the prior calendar year compared to the previous year for the Consumer Price Index for All Urban Consumers for the San Francisco-Oakland-Hayward, California area.

BE IT FURTHER RESOLVED that the City Clerk shall attest and certify to the passage and adoption of this Resolution which shall take effect sixty (60) days following the adoption of this resolution or the effective date of Ordinance No. _____, whichever is later.

BE IT FURTHER RESOLVED that each component of the fees and all portions of this Resolution are severable. Should any individual component of the fee or other provision of this Resolution be adjudicated to be invalid and unenforceable, the remaining provisions shall be and continue to be fully effective, and the fee shall be fully effective except as to that portion that has been judged to be invalid.

PASSED AND ADOPTED at a regular meeting of the St. Helena City Council on December 10, 2024 by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

APPROVED:_____________________
Paul Dohring, Mayor
Agenda Item #11.2.

ATTEST:__________________________
Cindy Tzafopoulos, City Clerk
Agenda Item #11.2.

EXHIBIT “A”
Housing Impact Fee for Nonresidential Development Projects and Conversions Type of Project Fee
Commercial $20 per square foot
Office $18 per square foot
Industrial $7 per square foot
Hotel $41,797 per room
Comments:

1. Application. Fees apply to all developers of nonresidential development projects and conversions, except for nonresidential projects that fall within one or more categories specified in St. Helena Municipal Code section

17.30.020.A.

2. Fees shall be paid prior to the issuance of a building permit. For good cause shown, the City Council may allow for the fee to be paid at the time of a final inspection or prior to issuance of a certificate of occupancy.

Agenda Item #11.2.
























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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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Agenda Item #11.2.




















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Agenda Item #11.2.



















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jOfUXQT|hrjy}f`USQUNPeQRTfTO^KLMNOPLQRS`Rc~`bQTyOfUS_}f`USQU\m\\Z  Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 

















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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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@^B^D_E mNXGLJUQx\GIZNWKhNIJGONOHD]DCEb`_ ^PEfD Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 

















!"#$%&'())*+ ,-./0-1 /234#5 6#78.5(88-)#95.,.,:+#;./,-/*#2 <(;;.2# ())*+ ,-./= ># 9#5)#/,.8., "
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Agenda Item #11.2.

 
















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XQBCDC@VbtGHFHbHWcWKU`WJGPV`IJHBcWJgDMDCCQOQ CPD@X Agenda Item #11.2.

 
















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Agenda Item #11.2.

 

















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Agenda Item #11.2.

 
















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Y]BACY_DNPHPFOQDNPHEPPEPUvEPHFaKFOHUlNaObEUFOQnNrrEEoINeCXC_cC[Y \UYC^ Y]BACAApNNQLKEeFKFHMNOFOQoEKqMObvEGFHEQSNKTEKPUVGGWHIEKCXC_A@[c YU]Zc Y^B_C__pMKPHBlMOEoaeEKqMPNKPNrDNaPETEEeMObFOQtFOMHNKMFGSNKTEKPCX_\ZZ[] ZUYZ\ Y^B_C_@ pMKPHBlMOEoaeEKqMPNKPNrlFOQPJFeMObUlFxOoEKqMJEUFOQuKNaOQPTEEeMObSNKTECKXP@__Y[^ YUA_^ Y^B@C__tFOMHNKPFOQnGEFOEKPUhyJEeHfFMQPFOQDNaPETEEeMObnGEFOEKP@X^Z^Z[c cU_\_ Y^B@C_@ fFMQPFOQDNaPETEEeMObnGEFOEKPCXc@^c[c @UY]@ Agenda Item #11.2.

 
















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Agenda Item #11.2.

 
















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@EBXDXX]IHSMBcI^RiKfRHaISPHSPjoRJVN^IJSTn^SMNLLRHSTN^_vRfNIHRHSDWCA\@ZE YT@[@ @EBCDXX`PgfKMRHTFKMPgNMR_kRLLRHTN^_UjjIJRoNJVI^RvRfNIHRHSDWDb\\ZA @Tb\[ @EBCDCXvN_IPT`RLLKLNHTN^_kPtRHdeKIfgR^Mn^SMNLLRHSN^_vRfNIHRHSDWDXCEZ[ DT\bY Agenda Item #11.2.

 
















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_aB\DCaoKOHdFUPNLVeFNOiKOOFUPD[DDD\]@ @X\A_
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_aB\DA\mIIViIIqMLseNHdMLFuSFUNOIUPNLVEFLVFUPD[DD\C]@ DXaCC Agenda Item #11.2.

 
















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@ABlDAZIGcLJbNMWJNw`WGJMaOHbNMfaWKXLJMDYDDZE[AAES@\C @ABlDACIGcLJIUaOWVfLJaWGJMDYDDAC[ADhS\hZ
@ABlDZAeWaWNGOaJp^OPNOLLJMaOHkGNULJVfLJaWGJMDYDDhE[h lS\CE @ABlDCA QaWLJaOHQaMWLcaWLJgJLaWqLOWIUaOWaOHepMWLqVfLJaWGJMDYDD]h[h lS\]E @ABlDEAjXLqNKaUIUaOWaOHepMWLqVfLJaWGJMDYDDDl[E CS@\Z @ABlDEZ maMIUaOWVfLJaWGJMDYDDDl[ADlSEl\
@ABlDECILWJGUL`qI`qfepMWLqVfLJaWGJMSiLoNOLJpVfLJaWGJMSaOHma`PLJMDYDDZE[ADASAAh @ABlDEEIUaOWaOHepMWLqVfLJaWGJMSTUUVWXLJDYDDDl[h CSE\D Agenda Item #11.2.

 
















!"#$%&'())*+ ,-./0-1 /234#5 6#78.5(88-)#95.,.,:+#;./,-/*#2 <(;;.2# ())*+ ,-./= ># 9#5)#/,.8., "
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@gBfD@ArQWOVRTIKLXTOJjKQWXTKJRUTSPGTKRUTVDY]gf[Z@ D\@fg Agenda Item #11.2.

 
















!"#$%&'())*+ ,-./0-1 /234#5 6#78.5(88-)#95.,.,:+#;./,-/*#2 <(;;.2# ())*+ ,-./= ># 9#5)#/,.8., "
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Agenda Item #11.2.

 
















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Agenda Item #11.2.

 

















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Agenda Item #11.2.

 
















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bbCBVBBRI^MGQMPlGdGIlPQGr^IsGIU[eKKfMSGIVWVAaXYZ V[VXb Agenda Item #11.2.