►
Description
The Joint Committees on Streets & Services and Global Opportunities and the Creative/Innovative Economy of the Council of the City of Philadelphia held a Public Hearing on Monday, January 30, 2017, at 10:00 AM to hear testimony on the following
item:
No. 161039
Resolution authorizing Council's Streets and Services Committee and Committee on Global Opportunities and the Creative/Innovative Economy to hold hearings regarding the installation of electric vehicle parking spaces in Philadelphia.
Streets and Services
Chair: Councilman Mark Squilla (1st District)
Vice Chair: Councilwoman Maria D. Quiñones-Sánchez (7th District)
Global Opportunities and the Creative/Innovative Economy
Chair: CouncilmanDavid Oh (At Large)
Vice Chari: Councilman Al Taubenberger (At Large)
A
You
very
much
while
they're
approaching
the
table
I'll
ask
my
colleagues
and
recognizing
that
here
with
me,
councilman
bill
Greenlee
and
Councilman
Allen
DOM.
Do
you
have
any
comments
to
make?
No
okay?
So
let
me
summarize
for
the
public
that
this
is
a
hearing
which
was
brought
to
my
attention
because
there
are
apparently
there
is
a
process
whereby
citizens
who
own
electric
vehicles
can
apply
for
a
electric
vehicle
charging
station
and
a
reserved
parking
space
in
front
of
their
home.
It
was
I
think
a
very
cutting-edge
type
of
solution
ten
years
ago.
A
The
question
is:
is
that
best
practices
today
and
is
that
a
process
that
we
should
continue,
considering
that
there
are
more
and
more
electric
vehicles
being
purchased,
and
it
looks
like
that
will
continue
so
with
that
I
will
ask
our
panel
to
identify
yourself
for
the
record
and
then
provide
us
your
testimony,
starting
with
Richard
montanez
from
the
streets
department.
Thank
you
thank.
C
You,
sir
good
morning,
chairman
members
of
the
committee
on
streets
and
members
of
the
service
and
Committee
on
global
opportunity
and
creative
innovative
economy.
My
name
is
Richard
montanez
I
am
the
Deputy
Commissioner
of
transportation
for
the
streets
department.
I'm
here
to
present
testimony
and
resolution
number
16
1039
authorizing
hearing
regarding
vehicle
parking
spaces,
electric
vehicle
or
EV,
which
can
include
plug-in
hybrid
electric
vehicle
and
all-electric
vehicles,
present
a
tremendous
opportunity
to
serve
a
significant
portion
of
Philippe's
mobility
needs
and
simultaneously
reduce
energy
use,
dependence
on
oil
and
gas,
fuel
costs
and
greenhouse
gas
emissions.
C
12
dash
2809
of
self
eco
to
provide
for
penalties
for
non
electric
vehicles
that
illegally
part
in
a
designated
electric
vehicle
parking
space.
Section
number
12
dash
1131.
They
reduce
barriers
for
EV
charging
infrastructure,
but
it
did
so
only
for
those
who
could
afford
the
administrative
fees
and
costs
for
installing
of
charging
infrastructure.
These
call
can
be
a
significant
expense
that
a
majority
of
Philadelphia
residents
cannot
afford,
and
although
section
12
11
31
makes
clear
an
EV
parking
space
is
not
a
personal
parking
space,
they
can
be
viewed
by
some
as
personal
the
electricity
floor.
C
Space
is
associated
with
a
property
and
that
property
controls
the
electric
for
that
applicable
charging
station,
the
office
of
transportation
and
infrastructure
system
and
the
streets
department
are
committed
to
providing
to
promoting
EV
usage,
equitable
access
to
EV
charging
infrastructure.
There
is,
however,
no
simple
solution
to
providing
equitable
access
to
EV
charging
infrastructure.
V's
in
many
ways
represent
a
new
approach.
The
fuel
instead
of
a
fillip
model
of
emptying
and
then
refilling
EV
drivers
should
never
make
a
separate
trip
to
fuel
due
to
the
time
needed
to
charge.
C
Rather
through
a
top-off
model,
they
should
be
able
to
consistently
top
off
their
batteries
as
they
park
during
the
course
of
their
day-to-day
driving
to
determine
the
best
way
to
modify
our
av
policy.
We
first
must
have
a
clear
understanding
of
the
behaviors
and
the
needs
of
drivers
and
EV
owners,
the
charging
technology
of
v's
and
the
change
charging
infrastructure
potential
incentive
mechanisms,
various
models
used
for
integrating
EV
infrastructure
into
the
transportation
network
and
best
practices
for
EV
parking
wayfinding.
C
We
are
currently
evaluating
and
innovation
in
the
EV
industry
and
the
best
practices
from
peer
cities.
We
will
work
with
federal
state
local,
as
well
as
other
stakeholders
to
develop
and
implement
a
powerful
plan
for
equitable
increased
access
to
electrical
vehicles
throughout
the
city,
the
street
department,
the
office
of
transportation
and
infrastructure
systems
and
the
Office
of
Sustainability
look
forward
to
working
with
you
to
develop
an
equitable
plan
for
EV
infrastructure
and
parking.
I
am
happy
to
answer
any
questions
you
have
thank.
D
D
O'connor
deputy
executive
director
to
Philadelphia
Parking
Authority
I'm
here
to
testify
resolution
1610
39
good
morning,
councilmen
and
committee
members.
My
name
is
Kareem
O'connor,
as
I
said,
I'm
a
deputy
objectives
you're
after
I
showed
off
your
partner.
Sorry
I'm
here
testify
on
the
10-year
policy,
which
enable
the
installation
of
one
street
electrical
vehicles.
There
are
currently
51
active
zones
with
an
additional
12
approved
waiting
for
installation.
The
authority
is
currently
work
with
the
city
of
Philadelphia
to
further
review
this
program.
This
program
has
been
in
effect
for
10
years.
D
We
feel
it's
time
to
revisit
how
the
program
was
originally
set
up
and
comes
to
a
solution
which
were
not
only
benefit
the
operators,
the
electric
vehicles,
but
also
all
citizens
of
Philadelphia
to
wish
you
utilize
the
publisher
to
show
it
off
you.
The
authority
looks
forward
to
work
with
the
city
to
create
a
program
to
support
these
goals.
Thank
you
for
the
opportunity
to
testify
in
front
of
the
committee
this
morning,
I'll
be
happy
to
answer
any
questions
at
this
time.
E
Thank
you.
Thank
you
for
testifying.
Both
rich
and
Korean.
I
have
a
few
questions
before
you
don't
mind
them.
We
met
several
times
on
this
issue
with
the
concerning
of
now
that
the
electric
vehicle
has
come
down
in
price
and
the
ability
for
people
to
them
have
access
to
the
cars
and
also
have
a
charger
in
front
of
their
house.
It
allows
them
to
to
park
there
I
think
what
they
have
done
was
regulated
similar
to
the
handicapped
parking
as
far
as
how
many
electric
car
spots
per
street.
E
Now
we
are
in
support
of
green
infrastructure
or
obviously
to
use
this,
but
I
think
this
hearing
will
go
a
long
way
to
come
up
with
maybe
different
alternatives
to
maybe
having
charging
stations
in
an
area
that
could
be
shared
by
multiple
people
or
in
a
closed
by
parking
lot,
or
something
like
that.
Instead
of
physically
in
front
of
someone's
home
because
then
it
has
parking
and
parking
is
more
scarce,
it's
a
great
way
as
an
individual.
E
Do
we
look
at
best
practices
in
other
modalities,
how
this
works,
and
are
we
looking
to
see
in
their
ways
that
other
municipalities
are
using?
As
far
as
far
I
know,
minneapolis
is
coming
up
with
selling
spots
and
were
four
people.
I
don't
know
if
that's
something
we
would
even
look
at,
but
are
we
looking
at
best
practices
throughout
the
country
to
see
what
ways
we
could
better
this
legislation
to
prevent
just
a
personal
parking
spot
in
front
of
their
home?
If
you
haven't
electric
vehicle.
C
Yeah,
we
are
looking
at
best
practices
throughout
the
nation.
For
example,
San
Francisco
the
city
provides
the
charging
stations
when
you
run
your
credit
card
through.
Not
only
does
it
charge
you
for
your
parking
space,
but
it
also
charges
you
for
electricity
you're
using
and
in
residential
areas.
There
is
currently
we
limit
the
amount
of
I
I,
guess
private
parking
or
authorized
parking
spaces
24
per
block.
C
So
if
you
have
a
handicap
slot
electric
station
and
a
loading
zone,
you
already
got
three,
so
we
would
only
issue
the
permit
for
one
more,
and
that
would
be
that's
how
we're
limiting
error.
That's
also
assuming
that
there's
parking
on
both
sides
of
the
street.
If
you
distinguish
I'd
parking,
then
we're
living
in
two
spaces.
C
E
There
a
way
now
I
mean,
if
you
look
at
this,
the
expense
of
of
doing
this
years
ago
in
2007,
when
this
was
first
introduced
to
electric
cars,
were
very
expensive,
and
now
we
see
that
the
actual
electric
cars
are
just
as
cheap
as
a
regular
car.
The
only
reaction
added
court
would
be
your
infrastructure
for
electric
and
that
has
really
reduced
also.
So
what
is
the
course
of
a
permit
to
have
an
electric
car
at
one
individual
parking
spot.
D
E
So
if
you
look
at
it
for
it's
a
great
investment
for
parking,
so
if
I
one
of
the
parking
spot
in
front
of
my
home
for
the
initial
course
of
buying
the
car
and
the
infrastructure
I
in
center
city,
it's
only
a
hundred
fifty
dollars
a
year
after
the
first
initial
year
that
cheap
you
can't
get
that
for
most
parking
and
now
your
partner
from
your
home
and
if
you're
outside
the
center
cities
areas
it's
fifty
dollars.
So
if
we
look,
maybe
that
should
be
five
thousand
dollars
for
that
parking
spot,
or
something
like
that.
E
C
E
Really
doesn't
hold
them
any
good,
I
mean
I,
have
people
say
I'm,
just
gonna
buy
a
car
all
right
part
of
that
guy
electric
spot
and
leave
it
there
all
the
time
you
know
so
we're
starting
to
create
this
issue
in
the
street,
where
we
have
people
upset
about
it.
So
we
have
to
come
up
with
something
I,
don't
know
what
the
answer
is.
I'm
sure
we're
gonna
hear
testimony
from
some
residents
as
we
go
through
and
I
really
do
believe.
Initially.
E
This
was
a
good
legislation
to
try
to
promote
this,
but
I
think
need
to
now
come
up
with
ways
to
look
at
alternatives
and
I.
Don't
know
what
the
answers
are,
and
maybe
we'll
hear
from
some
of
our
residents
out
there
to
have
the
answers,
but
hopefully,
as
together
as
we
work
on
this,
we
should
come
up
with
something
that
that
would
work
better
than
what
we
currently
have.
Thank
you,
I
helped
them
in
greeley.
F
Actually,
I'll
be
very
quick
because
in
the
area
that
great
minds
think
alike,
I
was
going
to
say
exact
same
encapsulants
colleges
there
by
Miss
Martin,
it's
just
on
the
one
thing
and
the
councilman
brought
it
up.
You
say
that
the
law
makes
it
clear.
Evie
parking
spot
is
not
a
personal
parking
space,
but
in
reality,
really
is
isn't
it
like,
unlike
handicapped
parking,
anybody
that
has
a
handicapped
spot
can
park
in
that
spot
and
the
owner
of
the
property
request.
F
C
F
Yeah,
the
only
other
thing
is
saying
this
again
kind
of
thing,
the
same
thing
that
councilman
scroller
said
if
we
have
seen
I
think
we'll
hear
from
residency
area,
including
the
area
that
I
live
in
and
fairmount,
where
this
would
be,
it's
becoming
an
issue
and
it's
becoming
an
issue
where
you
got
neighbors
against
each
other
and
work.
Obviously
anything
we
can
do
to
avoid.
That
would
be
great.
F
So
again,
I'd
be
interested
to
hear
what
other
cities
to
doing
what
other
possibilities
there
are
they
at
least
you
don't
have
a
if
there's
any
way
to
to
avoid
a
24-7
parking
spot
for
someone,
especially
as
the
EV
cars
or
are
increasing
I
think
is,
is
beneficial
to
everybody
so
and
again,
we're
not
against
that,
where
it's
great,
that
people
have
electric
vehicles,
but
there's
a
parking
in
a
lot
of
our
communities
or
very
difficult,
and
anything
we
can
do
to
kind
of
have
a
fair
system.
I
think
works
for
everybody,
Thank
You.
Mr.
A
You
very
much
we
do
have
on
our
next
panel
Kevin
Miller,
director
of
public
policy,
for
charge
point
he
will
be
testifying.
They
are
the
largest
provider
in
the
nation
of
electric
vehicle
charging,
I
just
like
to
say
that,
from
my
perspective,
as
far
as
I
understand,
you
know,
the
electric
vehicle
took
many
hours
to
charge
back
in
2007
upwards
of
12
hours
and
and
there
was
very
slow
charging.
So
you
know
the
charging
come
from
the
house.
A
So
it
seems
as
though
it
is
important
for
us
to
incentivize,
not
individual
charging
stations
in
front
of
people's
houses,
but
fast
charging
stations
available
in
many
parts
of
our
region,
so
people
can
take
long
trips
and
and
recharge
quickly
and
those
type
of
things,
and
so
that
seems
would
be,
at
least
in
my
perspective,
what
we're
doing
from
what
I've
heard
from
both
the
streets
department
and
the
parking
authority
it
felt
as
though
you
are
also
looking
at
best
practices
and
a
better
way
to
to
do
this.
Profit
are
you?
A
A
G
G
The
second
question
is
because
what
I've
heard
from
my
colleagues
about
finding
out
what
other
cities
are
doing
regarding
this
matter,
we
also
quite
contacted
the
manufacturers
of
electric
cars
and
ask
to
them
like
Tesla,
pose
the
problem
to
them
and
ask
them
what
their
possible
solution
might
be.
That's
feasible.
We.
G
E
Thank
you
Thank
You
them,
and
I
agree,
I
think,
the
more
people
we
ask
or
more
information
the
better
off.
We
are
one
last
thing
as
as
this
problem
pursued
we're
starting
to
get
this
again,
like
I
said
not
just
in
center
city
area,
but
throughout
the
neighborhoods
in
the
city.
So
we
know
when
we
see
that
there
is
an
issue,
so
it's
great
to
hear
that
will
be
alikum
moratorium,
some
sorts
on
this
just
to
we
wrap
our
hands
around
it.
D
D
E
All
right
so
they're
all
right
and
then,
if
we
come
up
with
an
alternative,
maybe
there's
a
way
for
these
folks
who
then
use
the
alternative?
Is
there
anything
that
would
then
be
able
to
transfer
their
rights
over
to
whatever
our
alternative
is
now
that's
done
through
legislation
or
with
that?
Would
they
be
willing?
They
be
concerned
about
a
legal
challenge
in
that
aspect,
insert.
E
G
G
D
The
Philadelphia
Parking
Authority
currently
is
counting
so
summery
a
Philadelphia
National
Airport
at
that
parking
garage
and
all
the
total
support
Authority
garages.
So
when
you
parking
you
pay
for
parking,
thingy
teachers
and
you're
not
paying
an
additional
charging
fees
because
we
can't
we're
not
charging
for
the
electricity
share.
Your
payment
report
will
cover
that.
So.
G
There
is
an
app
there's,
an
application,
an
app
that
Tesla
has.
That
tells
you
exactly
where
the
charging
stations
are
on
the
city
and
was
you
know
ballpark,
which
ones
are
theirs,
which
ones
are
private
cetera,
but
that
may
be
a
starting
point.
I
would
strongly
recommend
you
go
to
these
companies
because
their
interest
is
to
help
us.
Okay.
Thank
you.
E
E
H
E
I
would
say,
I
know
we
have
a
for
your
record.
We
have
your
testimony.
If
you
just
want
to
summarize
it
was,
it
seems
it
is
lengthy
for
sale,
but
just
go
to
get
an
idea
of,
because
we're
gonna
have
other
testimony
from
some
residents
after
you
and
I.
Think.
If
we
could
just
summarize
that
it
would
be
great,
then
we
could
ask
questions
great.
H
H
We
do
not
own
and
operate
the
charging
stations
themselves.
We
partner
with
local
psychosis,
from
municipalities
to
state
entities
to
private
workplaces,
to
homeowners
or
folks
who
live
in
multi-unit
dwellings
and
they
purchase
our
smart
networked
EV
charging
station
and
they
partner
with
us
to
use
our
wide
range
of
network
control
and
services
and
maintenance
features
to
provide
EV
charging
services
to
themselves
to
their
employees,
to
the
general
public
and
by
having
these
network
stations
they're
able
to
allow
different
layers
of
access.
So
they
can
be
open
to
the
general
public
at
some
points.
H
During
the
day
they
can
be
closed
and
just
available
to
work
places.
It's
critically
important
to
know
that
eb
charging
primarily
takes
place
at
home.
Over
sixty
percent
of
charging
takes
place
at
home.
Almost
thirty
percent
of
charging
takes
place
at
the
workplace
and
it's
really
only
about
three
percent
of
charging
that
takes
place
elsewhere.
So
when
trying
to
set
forth
a
range
of
policies
to
support
EV
charging,
it's
critically
important
to
make
sure
you
were
addressing
that
residential
use
case.
H
Whether
or
not
someone
has
a
single-family
home
to
be
able
to
have
that
charging,
as
well
as
in
a
workplace
environments.
There
isn't
a
one-size-fits-all
approach.
Curbside
charging
is
one
approach
and
charged
point
has
worked
with.
Cities
is
like
a
New
York
City
Los
Angeles,
to
deploy
curbside
charging,
but
it's
also
important
to
investigate
a
range
of
other
options
for
in
the
short
and
near
term
such
as
partnering,
with
parking
garages
to
deploy
and
co-locate
satellite
charging
for
a
residential
charging
experience
for
the
workplace
charging
experience.
H
But
it's
also
important
to
look
in
the
long
term.
One
primary
tool
to
do
so
is
to
address
the
building
code
for
the
city,
looking
at
how
to
add
in
a
requirement
for
new
construction
to
be
EV
reading,
so
that
doesn't
mean
to
require
a
charging
station
to
be
installed
at
every
new
commercial
parking
lot
or
every
new
commercial
building
that
has
parking
but
to
when
you're,
already
laying
in
the
wiring
and
all
of
the
underlying
infrastructure.
H
To
also
lay
the
underlying
infrastructure
for
the
charging
station
so
that
you
can
allow
future
tenants
and
residents
to
make
the
decision
to
install
charging
stations
and
have
it
be
much
more
economical.
It
can
reduce
costs
to
the
future
tenant
resident
or
workplace
by
up
to
ninety
percent
to
be
able
to
install
a
charging
station
on
an
EV
ready
spot
versus
a
complete
retrofit.
So
you
know
there
are
also
a
number
of
other
ways
to
think
about
how
to
increase
equitable
access
to
charging.
H
It's
not
just
for
the
light
duty,
a
vehicle
owner,
not
everyone,
has
access
to
a
personal
vehicle.
So
it's
also
important
to
consider
when
looking
at
the
full
range
of
options,
how
to
increase
access
to
electric
buses,
as
well
as
how
to
consider
other
forms
of
clean
transportation
such
as
are
sharing
a
pilot
with
electric
vehicles
for
lower-income
residents.
There's
a
pilot
looking
into
that
in
Los
Angeles
right
now.
So
there
is
a
greater
range
of
detail
of
recommendations
for
different
approaches
that
the
council
can
take
as
well
as
a
the
city.
H
So
it's
my
hope
that
charge
point
can
continue
to
be
a
resource
and
to
participate
in
a
broad
public
private
stakeholder
group
to
develop
some
of
those
charging
solutions.
Again,
it's
not
a
one-size-fits-all
approach.
Curbside
charging
is
one
approach,
but
instead
of
stopping
one
entirely
and
replacing
that
policy
with
another,
it
would
be
charged
points
recommendations
to
look
at
the
wide
range
of
options
available
and
to
use
all
of
them
simultaneously
to
broadly
increase
access
to
clean
transportation
throughout
the
city.
A
Thank
you,
I'm
I
just
wanted
to
kind
of
frame
this
so
from
a
city's
perspective,
at
least
giving
my
opinion.
We
have
a
lot
of
people
living
in
a
relatively
small
area
and,
as
we
are
trying
to
accommodate
the
changes
in
transportation,
technology
and
and
bicycle
lanes,
pedestrian
and
all
that
and
and
a
reduction
of
of
paid
parking
spaces,
it
would
not
be,
in
my
opinion,
a
good
policy
for
us
to
see
that
as
electrical
vehicle
purchases
increase,
that
we
are
encouraging
residential
charging
stations
per
household.
A
H
Great
question
councilman,
so
there
are
three
typical
levels
of
charging
infrastructure
level.
One
is,
as
you
point
to
the
very
long-term
charge,
anywhere
up
to
18
hours
for
a
cold
charge.
That's
like
a
wall
120
volts
level.
Two
is
twice
that
in
terms
of
voltage,
240
volts
and
that
gets
a
full
charge
in
anywhere
from
three
to
six
or
four
to
eight
hours.
It
all
depends
on
the
vehicle
at
some
point
on
how
fast
the
charge
they
can
get,
what
their
rate
of
charges.
H
Those
stations
can
then
also
be
networked
to
allow
for
different
layers
of
access.
So
it's
not
just
one
person's
vehicle.
Multiple
individuals
could
access
those
charging
stations
and
use
the
electricity
while
covering
those
costs.
If
the
site
host
chooses
to
set
one,
there
are
also
DC
direct
current
fast
charging
stations.
Chargepoint
just
released
a
modular
infrastructure
for
charging
stations
with
a
direct
current
of
up
to
four
hundred
kilowatts,
so
that
becomes
as
you're
pointing
to
gentlemen
a
very
fast
rate
of
charge.
H
There
is
also
a
high
power
output
as
a
result
of
that
and
cost
there
higher
to
maintain
and
operate
those
types
of
stations
there.
Opportunities,
though,
to
look
at
how
you
can
meet
multiple
needs
with
that
type
of
faster
charging
infrastructure,
for
example,
public
buses
that
are
electric,
are
now
using
the
same
infrastructure
as
light
duty
vehicles.
H
So
you
could
start
to
see
the
possibility
of
creating
public-private
partnership
where,
by
overnight,
you're
charging
a
municipal
electric
bus
and
then
you're,
allowing
that
faster
charging
infrastructure
to
be
available
for
private
fleets
during
the
day
and
also
the
general
public.
Perhaps
so,
there's
a
lot
of
ways
to
investigate
that
option,
but
at
the
same
time,
understanding
that
it's
helpful
to
ensure
that
you
have
that
level.
2
charging
infrastructure
available.
Also
not
everything,
needs
to
be
a
15-minute
charge.
H
People
do
tend
to
park
in
a
longer
term
scenario,
but
when
considering
a
curbside
charging
I
understand
that
there
are
a
lot
of
needs
to
balance
right,
that
real
property
is
significant
and
so
understanding
how
you're
setting
a
value
for
that
space
and
how
you're
ensuring
that,
at
the
very
least,
it's
not
just
a
one-person
space
as
a
consideration
that
the
council
might
want
to
have.
So
some
infrastructure
cannot
allow
for
multiple
drivers
to
engage
and
to
cover
the
costs
of
the
electricity
that
they're
using
so
that
you're
not
just
passing
the
buck.
Others
can't.
H
A
I.
Thank
you
for
that.
I'm
just
going
to
note
that
if
there
is
a
slow
charging
station
that
takes
nine
hours
or
18
hours,
it's
pretty
much
not
going
to
be
available
to
too
many
people.
It's
just
you
know
it's
over
night,
pretty
much
and
after
that
you
know
so
you
could
put
in
some
device
or
someone
could
charge,
but
are
they
going
to
take
nine
hours
in
front
of
your
house
when
you've
left,
even
if
they
pay
you
for
your
electricity?
H
Of
the
key
tools
that
charge
points
I
host
use
is
to
be
able
to
set
price
signals
right.
So
after
an
hour
of
charging,
you
could
set
a
different
price
to
the
driver,
so
you
incentivize
turnover
in
the
asset
I,
do
here
the
point
that,
on
the
slower
stations
which
charge
point
doesn't
sell,
that
18
hours
is
a
long
period
of
time,
the
turnover
rate
for
a
level
2
charging
station.
H
Would
you
probably
get
three
sessions
right
over
the
course
of
the
day,
and
you
know
also
understanding
that
the
daytime
use
might
differ
from
the
evening
used.
So
there
are
a
lot
of
things
that
need
to
be
taken
into
consideration.
I
acknowledge
that
and
understanding
what
kind
of
infrastructure
the
city
is
incentivizing
to
be
made
available
to
the
general
public
that
can
impact
the
experience
of
other
drivers
as
well.
So
it's
not
a
one.
Technology
fits
all
approach.
Just
like
it's,
not
a
one
policy
fits
all
approach.
Alright,
thank
you
very
much
cosmic.
F
H
Some
of
those
other
cities
that
I
mentioned
we've
seen
more
of
a
city
orchestrated
approach
whereby
would
be
more
public
access,
not
a
reserved
spot,
and
you
would
tend
to
want
to
see
deployed
in
those
spots
infrastructure
that
would
allow
for
the
city
or
for
a
private
site
host
whomever.
It
may
be
that
the
city's
partnering
with
to
be
able
to
ensure
that
it
has
open
access
to
the
general
public
in
terms
of
those
who
have
db's
and
also
that
you're
able
to
turn
over
the
use
of
the
esta
and.
H
H
H
The
technology
advances
rapidly
right
policies
have
to
take
effect
on
the
ground
into
account.
There
isn't
always
a
one
solution
at
the
time.
A
solution
that
worked
up
may
not
work
anymore.
The
private
sector
is
constantly
innovating
and
providing
new
ways
to
provide
access
to
clean
transportation.
So
this
is
a
great
opportunity
to
revisit
the
range
of
policy
options.
Okay,.
G
Thank
you.
Have
a
question
may
not
be
able
to
answer
this,
but
do
you
know
of
any
technology
on
the
horizon
that
would
allow
people
who
have
electric
cars
to
have
like
a
battery
in
their
house
that
they
charge?
Then
they
take
the
battery
to
the
car
that
charged
the
card.
You
don't
need
a
line
you
known
to
be
there.
There.
H
Have
been
some
business
models
that
have
been
tested
gentleman
which
exchanged
the
physical
battery
from
cars.
Those
business
models
did
not
succeed
for
a
number
of
different
reasons
in
terms
of
being
able
to
go
up
to
a
charging
station
and
just
pull
your
battery
out
and
exchange
it
with
another.
There
was
a
company
called
better,
better
way,
which
did
not
succeed.
The
infrastructure
costs
involved
at
that
commercial
level
are
too
high
in
terms
of
removing
the
battery
itself.
H
There
tend
to
be
warranty
issues
when
it
comes
to
the
vehicles
themselves
and
that
can
be
challenging
to
take
those
out
of
the
car.
So
typically,
especially
when
you
get
to
the
higher
range
batteries
and
the
more
power
intensive
charging
situations,
the
charging
station
connects
directly
to
the
car,
but.
G
I
have
to
think
of
the
next
five
years,
or
so
we're
going
to
leave
the
ability
not
to
have
to
be
near
an
electrical
cord
to
charge
these
cords.
It's
going
to
be
like
with
phones,
you
have
those
little
portable
chargers,
there's
going
to
be
some
sort
of
invention.
That's
going
to
solve
this
issue,
I
think.
H
It
would
be
a
presumptuous
for
us
to
believe
that
we've
come
up
with
every
technological
solution,
so
there
are
a
range
of
new
ways
in
which
you're
going
to
be
able
to
deliver
charges.
So
I
definitely
agree
with
the
point
in
terms
of
how
that
technology
will
shape
itself.
It's
unclear
right
now,
where
the
industry
is,
is
that,
in
order
to
achieve
the
faster
rates
of
charging,
there
still
needs
to
be
a
course.
H
There
are
cordless
charging
solutions
out
there,
but
those
are
extremely
slow,
but
in
ten
years
time
from
now
we'll
be
having
a
different
conversation.
So
that's
the
challenge
is
identifying
what's
the
right
policy
solution
today
that
allows
for
enough
flexibility
so
that
you're
not
relying
on
one
policy
to
support
increased
access
to
clean
transportation,
but
the
point
is
well
taken.
Ok,
thank
you.
Thank
you
very
much
and
and.
E
Thank
you
too,
I
I
do
agree,
Aztec,
not
changes
from
even
from
2007
to
today
I'm
what
to
change.
But
as
we
go
more
you
as
longer
you're
going
to
see
the
technology
changed
to
make
us
relook
at
this
legislation,
even
if
we
change
it
at
this
point,
we'll
change
it
again,
maybe
in
five
years
or
so,
but
I
like
what
you
said
that
most
limited
happen.
Most
municipalities
seem
to
have
general
access
to
charging
stations
for
everyone
instead
of
specific
in
front
of
home,
like
charging
I.
E
Think
that
alleviate
some
of
all
problems
of
who
are
able
to
at
least
maybe
copy
that,
to
a
certain
extent
and
see
how
we
could
partner
with
private
public
partnerships
and
or
maybe
work
with
depth
in
their
charging
stations
as
they
move
to
electric
buses
and
things
like
that,
and
maybe
look
at
different
ways
that
we
could
give
our
our
constituents
and
residents
a
way
to
charge
off
site
as
well
as
in
an
area
close
by
and
like
Calculon
down
had
said.
You
know
these
companies
are
looking
to
sell
more
and
more
these
vehicles.
E
I
think
they
would
be
a
great
asset
for
us
and
they
made
them.
We
want
willing
to
partner
with
the
city,
to
I
mean
that,
maybe
that's
not
so
is
your
company,
but
they
may
be
driven
to
partner
with
the
city
to
look
at
different
areas
to
help
us
and
then
help
you
grow,
because
the
more
you
grow
to
better
it
is
for
them.
We.
H
H
The
auto
OEMs
do
indeed
wish
to
sell
their
vehicles
and
we
look
to
partner
with
folks
to
find
the
most
sustainable
and
scalable
way
to
increased
access
to
charging.
So
there's
definitely
a
role
for
everyone
involved.
You
know
from
the
Tesla
stations
that
have
their
proprietary
charging
that's
available,
just
a
Tesla
drivers
to
other
infrastructure
that
is
available
to
all
EV
drivers,
so
ensuring
that
there
is
access
to
charging
in
residences,
whether
they're,
multi-unit
dwellings
or
single-family
homes
at
the
workplace
is
critical.
H
This
isn't
to
say
that
curbside
sure
without
merit
we've
seen
some
curbside
charging
programs
be
successful
as
with
any
policy
throwing
the
baby
out
with
the
bathwater.
Isn't
always
the
the
network's?
But
I
understand
that
again
the
council
has
to
balance
a
range
of
different
interests
when
identifying
at
the
best
way
to
provide
that
access
to
charging.
So
we
look
forward
to
continue
serving
as
a
resource
and
hope
to
partner
with
you
as
you
work,
through
the
different
options
to
implement
in
Philadelphia
and.
E
I
graphically
that's
what
we're
a
little
look
at
options.
I
think
that's
really
what
the
shearing
score
and
you
know
whether
it's
you
know
when
you
have
electric
parking,
maybe
in
electric
parking,
is
not
24
hours
a
day
for
your
vehicle.
Maybe
if
there's
several
hours
and
that's
all
you
get
to
use
that
for
or
maybe
if
you
have
three
people
on
your
block
that
have
it,
they
share
one
spot
and
they
share
the
charging
for
that
right.
I,
don't
know,
we
don't
know
what
the
answer
is
going
to
be,
but
I
mean.
E
Hopefully,
as
we
sit
down
and
go
through
this,
we
could
come
up
with
a
strategy
that
will
work
for
this
instant
in
time
right
and
then,
as
technology
changes,
we
could
move
forward
so,
but
thank
you
for
your
testimony.
Any
other
questions.
Seeing
none
with
my
level.
Please
see
the
next
panel.
Thank.
E
I
I
I
It
discriminates
by
giving
or
granting
a
permit
owner
residence
exclusive
parking
lots
in
front
of
their
houses,
while
the
other
residents
who
rent
or
live
on
the
no
parking
side
of
the
street
or
second-class
citizens,
because
they
can't
qualify
for
the
benefit.
In
addition,
transient
visitors,
contractors,
delivery
trucks
and
mail,
trucks
are
denied
access,
the
parking
spaces
that
are
unoccupied
during
the
day
when
the
electrical
vehicle
is
somewhere
else
with
the
owner.
I
Exactly
one
year
ago,
we
sat
down
with
Councilman
Squealer
to
air
our
concerns
on
how
the
Philadelphia
Parking
Authority
implemented
the
statutes
to
allow
ebc
to
proceed.
Our
meeting
resulted
in
some
amendments
to
section
12,
11
31
of
the
city
code
that
took
effect
febbre
18
2016.
While
these
changes
provided
some
practical
improvements,
such
as
limiting
the
permits
to
three
per
block,
they
didn't
address
some
of
our
most
basic
concerns
about.
First
of
all,
whether
leasing
public
streets
of
private
homeowners,
exclusive
use
is
the
best
way
to
incentivize
the
use
of
electric
or
hybrid
vehicles.
I
The
permitted
homeowners
have
exclusive
rights
to
the
permitted
parking
24
hours
a
day,
7
days
a
week.
In
fact,
as
you
discussed
here
today,
they
only
need
parking
for
several
hours,
which
could
easily
be
accomplished
by
restricting
the
parking
to
certain
times
of
the
day
and
maybe
overnight,
and
also
the
electric
automobile
charger
insulin
installation.
Some
resulted
in
proliferation
of
additional
in
appropriate
signage,
which
is
tacked
onto
in
our
neighborhood.
I
The
Frank
Franklin
light
poles
or
other
existing
streets
department,
photos
and
I've
submitted
with
the
statement
some
photographs
of
those
signs
and
also
the
Chargers
themselves.
Each
individual
there
seems
to
be
no
code
applicable
to
them.
It's
like.
Whatever
electrician
you
hire,
that's
the
charging
you
get
and
some
are
they're
all
different.
I
It
seems
like
in
in
our
neighborhood
the
commercial
parking
spaces
range
from
twenty
four
hundred
dollars
to
about
thirty
thirty
six
hundred
dollars
a
year
and
a
property
owner
with
parking
has
significant
increased
value
over
similar
Park
properties
without
parking
availability
compared
to
other
Philadelphia
neighborhoods
society
hill
has
both
higher
than
average
car
ownership
and
higher
homeowners
occupied
housing.
So
the
demand
for
parkin
streets
high,
especially
when
so
many
who
sort
properties
in
the
neighborhood
lack
accommodation
for
parking.
I
The
current
regulations
provide
an
incredible
benefit
to
a
limited
group
of
homeowners
who
happen
to
have
public
parking
in
front
of
their
house.
The
surest
way
to
ensure
that
more
consumers
buy
into
electric
vehicles
is
to
make
access
to
recharging
stations,
convenient
and
ubiquitous.
We
are
the
city
that
put
a
hold
on
the
issuance
of
new
ebc
permits
and
instead
direct
the
streets
department
to
develop
a
publicly
accessible
electric
vehicle
charging
station
network
in
the
rowhouse
neighborhoods.
I
J
I
E
J
Lawrence
Reynolds
or
Larry
excellent,
alcoa,
Larry
I'm,
the
president
of
the
fair
amount,
Civic
Association
at
this
point,
I
don't
have
a
written
statement
because
we
kind
of
jumped
into
this
very
quickly
last
Wednesday
afternoon,
and
we
did
have
an
opportunity
to
discuss
this
at
our
community
meeting
on
Thursday
night.
I
could
say
that
without
equivocation
that
our
concerns
are
very
similar
to
those
expressed
by
our
my
co-panelists
here
with
regard
to
the
old
sitting,
queen
village
and
canyon
road.
What's
your
area
now,
I.
J
Hill
yeah
they're
all
the
same
I
think
it
was
a
lively
discussion,
but
basically
there
is
very
little
support
for
the
notion
of
dedicated
parking
spaces.
I
think
if
there
was
a
way
to
have
parking
clusters
somewhere
in
the
area
that
might
allow
access
to
a
be
charging
station.
Something
on
that
order
may
draw
an
example
I
think
about
12
years
ago
fully
car
share.
This
sounds
like
I'm,
adding
the
same
discussions
today
that
we
had
12
years
ago
Bell
go
about
Philly
car
share,
at
which
point
they
were
saying.
J
Well,
if
we
have
a
party
totally
crash,
your
car
on
your
block
will
save
17
cars
or
some
other
numbers
that
they
came
up
with.
There
is
a
place
for
them,
there's
a
place
for
probably
car
share
or
now
enterprise
there's
a
place
for
v's,
but
I.
Think
at
this
point
it's
a
relatively
small
percentage
of
the
total
market
place.
J
Personally,
we
have
very
few
garages
in
our
neighborhood.
We
have
a
parking
lot
at
23rd,
fair
amount,
which
has
been
very
successful
in
relieving
some
of
the
pressure.
But
still,
if
you
come
by
any
of
our
blocks
at
five
o'clock
six
o'clock
at
night,
there's
no
parking
anywhere
I
pay
175
a
month
for
a
garage
around
the
corner
and
that's
fairly
typical,
so
175
compared
to
the
150
or
something
like
that
for
the
annual
fee
for
space
in
front
of
your
house,
posle
seem
to
be
economically
equitable
and
see
other
comments.
I
guess
that's
about!
E
You
Thank
You,
Larry
and
Bob
for
your
testimony.
I
just
have
a
couple
questions
I
know
Bob.
We
have
met
over
this
several
times
before
and
the
concern
that
was
started
as
we
sort
of
seeing
more
and
more
cars
go
on
the
same
block.
If
the
city
comes
up
with
something
different
right
now,
I
believe
we
agreed
to
moratorium
on
adding
new
ones.
E
I,
don't
know
what,
like
you
said,
we
don't
know
what
the
answer
is
going
to
be
and
how
it's
going
to
work,
but
I
think
your
real-life
testimony
helps
us
understand
the
challenge
of
the
neighborhood's,
whether
it's
a
sighting
of
Center
City,
a
fair
amount
or
queen
village,
or
even
now,
they're
starting
to
pop
up
in
fishtown
in
Kensington
South
early.
We
see
this
happening
and
we're
getting
the
same
concerns
from
other
neighbors
throughout
the
city.
E
So
we
know
we
have
to
do
something
and
I
think
just
because
I
think
it
happened
more
quickly
in
society,
hill,
queen
village
areas,
you
guys,
have
jumped
on
the
issue
a
little
faster
and
brought
it
to
our
attention.
We
did
make
some
tweaks
to
it,
but
again
it's
filled
it
and
resolved
the
the
overall
issue
of
having
the
private
spots
in
front
of
our
home.
So
I
want
to
thank
you
for
your
diligence
and
your
I.
E
F
Thank
You
mr.
chairman,
just
very
quickly
I,
just
as
mr.
Reynolds
talked
about,
I
well
know
what
he's
referring
to
since
I
live
in
that
same
community
and
we've
heard
a
lot
of
a
lot
of
complaints
and
if
you
know,
I
think
it's
in
everybody's
interest
to
try
to
work
out
something
where
the
the
drivers,
the
electric
vehicles,
are
accommodated,
but
it
is
not
does
not
cause
the
distress.
F
The
things
be
caused
on
a
lot
of
these
rowhouse
neighborhoods
right
now
and
I
just
have
to
add,
for
the
record
that
Larry
and
I
agree
on
this
and
Larry
will
tell
you
he
and
I
don't
agree
on
a
whole
lot
of
things.
So
it's
good
that
we
have
we're
on
the
same
page
on
this
and
I.
I
must
say,
though
mr.
Reynolds
does
a
great
job
as
a
headed,
fairmount,
Civic
Association,
not
an
easy
job,
as
I
can
very
well
tell
you.
Thank
you.
Much
sure
are.
E
B
A
You
very
much
this
is
a
letter
dated
January
27
2017.
It
is
from
the
center
city
residents,
association,
Charles
Goodwin,
president
dear
councilman,
oh
and
honourable
colleagues.
The
center
city
residents
association
provides
us
written
testimony
at
your
request
concerning
dedicated
parking
spaces
for
electric
vehicles,
ccra
at
its
jun
2015
board
meeting
voted
to
oppose
dedicated
on
street
vehicle
parking,
to
the
extent
that
the
dedicated
parking
space
facilitates
only
a
single
owners
charging
of
her
his
EV.
A
As
the
motion
states,
ccra
reserve
judgment
as
to
dedicated
eb
spots,
where
v's
parentheses
other
than
the
householders
EV
can
be
charged.
We
have
previously
supported
alternative
uses
of
parking
spaces
for
car
share
parentheses,
a
private
commercial
purpose
for
bike,
corrals
parenthesis,
a
public
amenity
and
bike
share
stations
parenthesis
also
a
public
amenity.
Thus
a
publicly
available
charging
spot
is
something
we
would
gain
separate
consideration
to
as
opposed
to
a
purely
private
spot,
and
that
is
a
portion
relevant
portion
of
the
statement.
Thank
you
very
much.
Thank.
E
You
councilman
L
I
like
to
thank
everyone
who
testified
and
also
looking
forward
to
working
with
streets
in
the
parking
authority
to
come
up
with
a
plan
I.
We
like
to
keep
this
open
to
the
call
out
of
chairs
for
a
future
meeting.
We
like
to
sit
down
and
hopefully
put
a
timeline
together
to
see
when
we
could
work
with
our
colleague
to
come
up
with
a
plan
of
action
right
now.
We
agree
to
put
a
moratorium
on
future
electric
car
locations.
So
I
guess
that
means
we'll
see
what
that
really
means.