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From YouTube: Committee on Streets and Services 4-9-2018
Description
The Committee on Streets and Services of the Council of the City of Philadelphia held a Public Hearing on Monday, April 9, 2018 to hear testimony on the following items:
170925 An Ordinance terminating a no parking regulation on Ivy Hill Road between Mansfield Avenue and Hazelwood Drive (northeast entrance), south side.
170926 An Ordinance establishing a one way regulation on Hazelwood Drive at Ivy Hill Road.
171117 An Ordinance establishing a no truck parking regulation on both sides of 75th Street from Brockton Road to Lansdowne Avenue.
180004 An Ordinance legalizing an existing retaining wall encroachment at 289 Osborn Street, Philadelphia, PA 19128 under certain terms and conditions.
180079 An Ordinance amending Chapter 9-200 of The Philadelphia Code, entitled "Commercial Activities on Streets," by amending Section 9-204, entitled "Sidewalk Vendors in Center City," to change certain requirements for vending licenses and the process for obtaining locations for Center City sidewalk vending, under certain terms and conditions.
180080 An Ordinance authorizing the relocation of the lines and the striking and abandonment of certain portions of a right-of-way reserved for drainage purposes and water main purposes extending from Meade Street to Gravers Lane, southwest of Shawnee Street on City Plan No. 165, thereby reducing the width of the said right-of-way, under certain terms and conditions.
180102 An Ordinance amending Section 9-205 of The Philadelphia Code, entitled "Sidewalk Sales," by prohibiting vending on both sides of Haverford Avenue between Brookhaven Road and Lansdowne Avenue, all under certain terms and conditions.
180179 An Ordinance amending Section 9-205 of The Philadelphia Code, entitled "Sidewalk Sales," by exempting sidewalk sales by owners and tenants of properties on both sides of Twenty-second street, between Lehigh avenue and Allegheny avenue, and by permitting such activity under certain terms and conditions.
180216 An Ordinance authorizing Timothy McGuriman of St. Joseph's University to construct, own, and maintain a proposed sidewalk café and planters encroachment at 2461-81 N. 54th Street, Philadelphia, PA 19131, under certain terms and conditions.
180218 An Ordinance amending Section 12-1131 of The Philadelphia Code, entitled "Electric Vehicle Parking," to provide for the discontinued approval of new Electric Vehicle Parking Spaces and the expiration of such existing spaces, all under certain terms and conditions.
180262 An Ordinance amending Section 12-701 of The Philadelphia Code, entitled "Bicycle Lanes," by authorizing the Department of Streets to designate bicycle lanes, in both directions, on Parkside Avenue from North 53rd Street to Bryn Mawr Avenue and authorizing the removal of travel lanes, in the same limits, all under certain terms and conditions.
180263 An Ordinance amending Section 12-701 of The Philadelphia Code, entitled "Bicycle Lanes," by authorizing the Department of Streets to designate bicycle lanes, in both directions, on Lansdowne Drive and South Concourse Drive from Sweet Briar Drive to 41st Street Drive in Fairmount Park and authorizing the removal of parking, pursuant to Section 12-203, on both Lansdowne Drive and South Concourse Drive, in the same limits, all under certain terms and conditions.
Committee on Streets and Services
Chair: Councilman Mark Squilla (1st District)
Vice Chair: Councilwoman Maria D. Quiñones-Sánchez (7th District)
A
B
Good
good
afternoon,
chairman
sequela
and
members
of
the
committee
on
streets
and
services,
my
name
is
Rebecca
Swanson
I'm,
the
director
of
planning
for
the
department
of
licenses
and
inspections
I'm
here
to
provide
testimony
on
bill
number
one:
eight,
zero,
zero,
seven,
nine,
as
amended,
which
will
amend
section
nine
to
zero
four
of
the
Philadelphia
Code
entitled
sidewalk
vendors
in
Center
City.
This
section
of
the
code
has
not
been
significantly
changed
in
28
years.
B
Since
changes
were
last
made,
the
vending
landscape
in
the
city
has
shifted
drastically
vending
in
Center,
City
has
become
quite
lucrative
and
limited
number
of
ending
locations
have
been
cut,
become
coveted.
These
locations
are
assigned
through
a
lottery
process
open
to
all
license
vendors.
The
process
was
designed
to
give
all
vendors
a
chance
to
move
into
Center
City.
Every
time
an
existing
location
was
vacated,
but
over
time
L&I
has
found
that
locations
are
simply
not
being
vacated
with
any
frequency.
B
Instead,
vendors
vendors,
who
wish
to
stop
vending
and
who
would
otherwise
simply
give
up
their
location
so
that
it
could
be
reassigned
through
the
lottery
or
selling
or
otherwise
transferring
the
location
to
another
vendor.
To
combat
this,
the
proposed
bill
changes
the
process
for
obtaining
locations
for
sidewalk
vending
in
Center
City.
The
changes
include
reducing
the
number
of
licenses
that
can
be
issued
to
an
individual
from
two
to
one
and
requiring
that
carson
stands
be
operated
only
by
the
licensee
or
an
employee.
B
It
also
changes
a
lottery
selection
process
and
requires
annual
inspections
of
each
licensee
by
L&I
to
ensure
that
the
proper
person
is
using
the
license
that
the
location
meets
all
code
requirements
and
that
the
licensee
has
not
received
more
than
three
code
violations
in
the
previous
year,
which
can
lead
to
license
suspension
or
revocation.
These
changes
are
necessary
to
better
assist
Illinois's
vending
unit
in
uniformly
enforcing
the
code
and
regulating
the
rampant,
illegal
selling
and
transferring
offending
locations
if
the
illegal
transfers
are
reduced
or
eliminated
vending
locations
in
Center,
City
will
open
up
more
frequently.
B
This
would
provide
opportunities
for
other
license
vendors
throughout
the
city
to
operate
in
Center
City,
which
would
increase
the
diversity
and
food
and
products
sold
here.
These
changes
benefit
both
the
public
and
our
vending
community.
Thank
you
for
the
to
provide
the
department's
testimony
you're
happy
to
answer
any
questions.
Thank.
A
B
Good
afternoon,
chairman
sequelae
and
members
of
the
committee
on
streets
and
services
Rebecca,
my
name's
Rebecca
Swanson,
director
of
planning
for
the
department
of
licenses
and
inspections
here
to
provide
testimony
on
bill
number
one,
eight
zero
one,
zero
two,
which
would
amend
section
nine,
two
or
five
of
the
philadelphia
code
entitled
sidewalk
sales.
The
bill
would
prohibit
sidewalk
bending
on
both
sides
of
Haverford
Avenue
between
Brookhaven
Road
and
Lansdowne
Avenue.
The
department
has
no
objections
to
this
bill
and
is
prepared
to
enforce
its
provisions.
Should
it
become
law.
B
A
C
Bill
number
one:
eight
zero
one:
seven,
nine,
an
ordinance
amending
section,
9
205
of
the
philadelphia
code
entitled
sidewalk
sales
by
exempting
sidewalk
sales
by
owners
and
tenants
and
properties
on
both
sides
of
22nd
Street
between
Lehigh
Avenue
and
Allegheny
Avenue,
and
by
permitting
such
activity
under
certain
terms
and
conditions.
Please.
B
The
bill
would
permit
the
owners
and
tenants
of
properties
on
both
sides
of
22nd
Street
between
Lehigh
Avenue
and
Allegheny
Avenue
to
conduct
sidewalk
bending
the
vending
must
be
set
up
next
to
the
building
line
and
must
be
accessory
to
the
business
could
conducted
in
the
abutting
property.
The
Department
has
no
objections
to
this
bill
and
is
prepared
to
enforce
this
provision,
should
it
become
law.
Thank
you
for
the
opportunity
to
provide
the
department's
testimony
happy
to
answer
any
questions.
B
A
D
Afternoon,
councilman
Marc
scrilla
and
Curtis
Jones
jr.
bill,
Greenlee,
David,
oh,
and
also
to
a
Councilwoman
Maria
Sanchez.
My
name
is
Thea
Martin
and
I'm
here
on
behalf
of
the
North
22nd
Street
business
quarter,
I've
been
the
business
quarter
manager
for
the
last
five
years
along
North
22nd
Street
from
Allegheny
down
to
Lehigh
Avenue
I.
Thank
you
for
allowing
me
to
offer
this
testimony
today.
The
North
22nd
Street
business
quarter
historically
was
a
thriving
well-traveled
business
corridor
by
car
and
foot
in
the
city
of
Philadelphia.
D
At
the
height
of
this
quarter,
there
were
up
to
135
businesses
along
the
corridor
at
any
one
time.
Now,
in
the
year
2018
we
have
a
hundred
and
ten
businesses
that
are
open
and
operating,
but
as
the
economy
has
changed,
so
has
the
financial
gain
for
small
business
owners.
In
other
words,
many
of
them
are
struggling
and
they
need
every
trick
in
the
book
to
stay
alive
and
to
begin
to
thrive.
D
Once
again,
today,
we
find
the
small
business
owners
have
to
do
at
least
20
different
things
to
draw
attention
to
their
stores
and
to
get
shoppers
to
come
inside
and
spend
money,
while
most
professionals
and
PR
advertising
and
marketing
will
advise
business
owners
to
buy
advertisement
time
on
radio
and
television
and
to
purchase
ads
in
print
media.
That's
easy
to
say,
but
not
always
easy
to
do
if
your
income
isn't
great
at
your
place
of
business.
One
tried-and-true
way
of
attracting
shoppers
into
a
place
of
business,
however,
is
when
you
offer
sidewalk
sales.
D
We
see
that
practice
happening
in
many
parts
of
the
city.
However,
we
also
understand
that
sidewalk
sales
or
vending
is
not
allowed
everywhere
in
Philadelphia,
currently
along
the
North
22nd
Street
business
corridor,
no
vending
is
allowed,
and,
ironically,
it
was
business
owners
of
North
22nd
Street
years
ago,
when
former
Councilwoman
Donna
Reed
Miller
was
an
office
that
the
business
owners
asked
for
a
no
vending
law.
D
However,
there
asked
somehow
misunderstood
from
day
one
or
22nd
Street
owners
have
always
by
majority,
wanted
to
be
able
to
offer
sidewalk
sales
and
to
vent
outside
in
front
of
their
buildings
where
they
rent
or
own
the
property
business
owners
like
Alvin
little
who
operated
female
fashions
on
North
22nd
Street
for
30
years,
Ray
Murphy,
who
owned
and
operated
Tommy's
men's
store
for
over
40
years
and
Lorraine
savage,
who
owns
Raines
upscale
on
sale,
boutique
and
Lorraine's.
Two
unisex
beauty
and
barber
shop
along
North,
22nd
Street
business
corridor
are
smart,
sharp
and
savvy
business
owners.
D
They
know
you
need
to
have
those
sidewalk
sales.
They
would
not
cut
off
their
nose
to
spite
their
face.
They
were
three
of
the
main
business
owners
years
ago
when
the
issue
of
vending
first
came
up
that
pushed
for
vendors,
who
do
not
have
a
business
or
a
storefront
along
the
corridor
to
not
be
allowed
to
set
up
their
tables
and
rent
outside
in
front
of
the
business
owners
storefronts,
but
to
be
very
clear.
D
We
thank
all
of
your
council
persons
for
hearing
about
our
plight
and
and
in
particular,
City
Councilwoman
Cindy
bass,
who
we
sent
a
letter
to
to
ask
about
seeing
if
we
could
get
this
law
tweaked
and
working
on
our
request
for
us
and
one
of
the
requests
of
our
business
association.
President
Ken
curry.
This
process
seems
to
be
moving
forward
expeditiously
and
we
sound
like
we
are
getting
the
support
that
we
need
today
and
we
could
not.
Thank
you
enough
for
your
attention
to
this
matter.
Spring
is
here.
D
The
summer
is
right
around
the
corner
and,
if
we're
lucky,
we're
praying
that
the
no
venting
law
is
revised
and
soon
and
very
soon
makes
the
changes
in
the
wording
we're
requesting
so
that
by
late
spring,
hopefully
or
early
summer
of
this
year,
smart
thinking
business
owners
will
be
able
to
legally
set
up
their
tables
and
have
this
sidewalk
sales
where
they
can
sell.
Some
of
them
are
two
days
outside
in
front
of
their
respective
addresses
and
draw
shoppers
inside
to
raise
their
revenues.
D
E
E
D
A
G
Hello,
mr.
chairman
members
of
committee,
my
name
is
David
lagoons
I'm,
a
district
traffic
engineer
for
the
Department
of
streets.
That's
who
I'm
representing
right
now
I'm
here
today
to
offer
testimony
I'm
build
number
one:
seven,
zero,
nine
to
five.
The
part
ministries
has
no
objections
to
this
bill.
This
regulation
was
established
on
a
trial
basis,
beginning
on
November
21st
2016.
Thank
you
for
the
opportunity
to
appear
before
you
today
happy
to
take
any
questions.
Great.
H
Afternoon,
chairman
squill
and
members
of
the
committee
on
streets
and
services,
money
miss
Jeremiah
last
I'm
here
to
testify
on
bills,
number
one:
seven,
zero,
nine
to
five
and
one
seven:
zero,
nine
to
six
I'm,
a
resident
of
the
1000
block
of
Hazelwood
Drive
I've
resided
there
for
the
past
12
years,
I've
been
employed
by
the
city
of
Philadelphia
Fire
Department.
For
the
past
29
years,
I
would
like
to
thank
Councilwoman
Shiro
Parker
for
introducing
these
bills,
which
will
solve
the
available
parking
and
traffic
flow
issues
on
Hazelwood.
H
Drive
I
have
witnessed
the
impact
of
available
parking
during
and
at
the
construction
of
new
homes
on
Hazelwood
Drive.
If
one
resident
has
an
invent
available,
parking
on
a
block
is
severely
impacted.
Hazelwood
Drive
is
a
loop
street
that
is
not
directly
connected
to
other
blocks,
with
the
exception
of
Ivy
Hill
Road,
there
are
36
homes
on
Hazelwood
Drive
allowing
parking
on
Ivy
Hill
Road
would
greatly
assist
with
available
parking
for
residents
and
visitors.
In
addition,
allowing
Hazelwood
Drive
to
be
permanent,
one-way
street
would
greatly
improve
traffic
flow
and
protect
children
living
on
the
block.
A
G
Hello,
mr.
chairman
members
of
committee,
my
name
again
is
David.
Diddley
goes
I'm,
jester
Kevin
engineer
for
Department
streets
who
I'm
testifying
before
before
today
on
behalf
of
I'm
here
to
offer
testimony
on
build
number
one:
seven,
zero,
nine
two
six,
the
streets
part,
has
no
objections.
This
regulation
was
established
on
a
trial
basis,
beginning
on
December
6,
20,000
16.
Thank
you
for
a
paternity
r4
I'll.
Have
you
take
any
questions?
Thank.
A
A
F
F
F
I
Good
afternoon,
chairman
scrilla
and
members
of
the
streets
and
Services
Committee
I'm
Sara
Xu
city
planner,
with
the
Philadelphia
City
Planning
Commission
I'm
here
to
testify
on
bill
number
one.
Eight,
zero,
zero,
zero
four,
which
was
introduced
by
councilmember
Jones
on
January
25th
2018
bill
number,
one:
eight,
zero,
zero,
zero
four
proposed
to
legalize
an
existing
precast
interlocking
blocking
retaining
wall
at
the
southwest
corner
of
the
Carey
Street
and
a
loris
new
Street
extending
into
the
public
right-of-way.
For
a
total
length
of
approximately
forty
feet.
I
The
City
Planning
Commission
has
concerns
about
retaining
wall
encroachment,
which
leaves
no
space
for
the
proper
placement
of
the
stop
sign
and
intersection,
and
a
street
light
has
been
blocked
by
the
wall.
So
it
is
difficult
for
City
to
do
it.
Men,
his
work
and
his
meeting
on
February
20
2018,
the
City
Planning
Commission,
recommended
a
bill
number
one.
Eight,
zero,
zero,
zero
four
not
be
approved.
This
concludes
my
testimony
appreciate
the
opportunity
to
testify
before
you
today
and
be
pleased
to
answer
any
questions
you
may
have.
Thank.
A
C
F
Morning,
chairman
school
and
members
of
the
streets
and
Services
Committee
again,
my
name
is
Patrick
differing
and
I'm
an
engineering
supervisor
for
the
Department
of
streets,
I'm
here
to
offer
testimony
on
bill
number
one:
eight
zero,
two
one
six,
this
bill
authorizes
to
me:
Timothy
McGowan
of
st.
Joe's
University
to
construct
own
and
maintain
a
proposed
sidewalk
cafe
and
plan
our
encouragement
at
two
four
six
one:
eight
one
North
54th
Street
Philadelphia,
PA,
19136,.
F
The
street
support
the
streets
department
does
not
support
this
encouragement,
as
it
reduces
the
walking
zone
below
Complete
Streets
minimums.
However,
it
should
be
noted
that
54th
Street
has
abnormally
large
sidewalk
right
away
widths
and
the
remaining
walking
space
will
exceed
that
of
most
foot
ways
in
the
surrounding
area.
Thank
you
for
your
time.
This
concludes
my
testimony.
F
I
Afternoon,
chairman
scuola
and
members
of
streets
and
Services
Committee,
I'm
Sarah
Chu
city
planner,
with
the
Philadelphia
City
Planning
Commission
I'm,
here
to
testify
on
bill
number
one.
Eight
zero,
two
one
six,
which
was
introduced
by
councilmember
Jones
on
March,
8th
2018
bill
number,
one,
eight
zero,
two
one
six
will
permit
sidewalk
cafe
and
planters
encroachments
at
twenty
four
six,
two
one
cash
eighty-one
North,
54th
Street.
The
encroachments
consists
of
a
four
feet:
encroachment
along
the
building
line
as
well
as
well
as
six
feet.
I
8
feet
a
six
inches
along
the
furnishing
zone
for
the
cafe's
tables
and
chairs
on
the
foot
way
of
north
54th
Street.
These
encroachments
will
leave
approximately
eight
feet.
Six
inches
of
clear,
unobstructed
foot
way.
The
Complete
Streets
policy
recommends
a
minimum
of
12
feet:
6
inches
walking
zone
space
for
North
54th
Street.
The
proposed
encroachments
does
not
meet
the
minimum
requirements
that
is
meeting
on
March
20th
2018,
the
City
Planning
Commission
recommended
a
bill
number
one,
eight
zero
to
one
six
not
be
approved.
I
E
And
we
appreciate
the
streets
department
and
the
Planning
Commission,
always
opposing
what
District
Council
people,
one
and-
and
sometimes
you
are
right.
But
in
this
case
I
would
only
say
to
my
colleagues
on
this
committee
is
that
the
whole
ambiance
up
at
54th
and
city
line
has
evolved
and
we
are,
you
know
very
fortunate-
to
have
good
neighbors
like
st.
Joe's
University,
who
pay
particular
attention
not
only
to
safety
but
in
to
the
needs
of
the
community.
Unlike
some
institutions
that
we
may
have
heard
from
earlier.
E
The
town
and
gown
issues
that
we
have
the
business
relationships
with
entrepreneurs
along
that
corridor
is
excellent
and
it
is
a
true
testament
to
student
and
indigenous
residents
getting
along
and
meeting
and
eating
and
greeting
along
that
very
corridor.
And
we
want
to
encourage
that
as
much
as
we
can.
J
Thank
you,
miss
Jeremy
were
quick.
Mr.
Sherk
I'm
I
guess
slightly
confused
by
your
last
sentence.
Here
you
say
it
should
be
known:
54th
Street
has
abnormally
lost
sidewalks
and
remaining
walking.
Space
will
exceed
that
of
most
foot
ways
in
the
surrounding
area.
So
there's
already
foot
ways
that
are
smaller
than
this,
but
you're
opposing
this
one
I'm
a
little
a
little
confused.
F
So
I'd
be
happy
to
clarify
a
little
bit.
We
opposed
the
bill
strictly
on
a
technical
basis
on
the
complete
Street
guidelines
that
we
were
given
to
enforce
and
regulate.
If
we
were
to
do
a
pedestrian
study
on
this
corridor,
it
probably
would
show
that
the
8
foot
6
remaining
walking
space
will
be
sufficient,
but
without
that
study
and
without
coming
through
that
effort,
we
just
recommended
that
we
should
oppose
this
bill
on
a
strictly
technical
basis.
Okay,.
A
F
A
J
H
A
C
G
Chairman
squelen
members
of
the
committee,
my
name
is
Frank
Morelli
survey,
bureau
manager
of
the
department
of
streets,
and
I
would
like
to
offer
the
following
testimony
on
bill
number
one:
eight:
zero,
zero,
eight
zero.
This
is
not
an
administration
ordinance,
but
an
ordinance
requested
by
mr.
Peter
Farnum.
G
The
purpose
of
this
proposed
ordinance
is
to
authorize
the
relocation
of
the
lines
of
a
right-of-way
for
drainage
and
water
main
purposes
reserved
within
the
bed
of
a
former
career
field
street,
from
Mead
to
graters,
lane
southwest
of
Shawnee
Street,
thereby
reducing
the
width
of
the
right-of-way
from
60
feet
to
30.
There
are
no
active
sewer
or
wooder
facilities
in
the
right-of-way,
and
the
water
department
has
agreed
to
proposed
with
reduction.
G
The
purpose
of
this
action
is
to
reduce
the
extent
of
the
encumbrances
of
the
right-of-way
when
the
adjoining
properties
and
clear
area
for
the
construction
of
a
new
single-family
dwelling,
the
Department
of
streets
supports
this
ordinance
and
recommends
to
your
favorable
action
to
your
committee.
I'll
be
happy
to
respond
to
any
questions.
Thank
you,
sir.
A
I
Afternoon,
chairman
scrilla
and
members
of
streets
and
Services
Committee,
I'm
Sarah
Chu
city
planner,
with
the
Philadelphia
City
Planning
Commission
I'm
here
to
testify
on
bill
number
one:
eight,
zero,
zero,
eight
zero,
which
was
introduced
by
councilmember
bass
on
February
1st
2018
bill
number
one:
eight,
zero,
zero.
Eight
zero
will
reduce
existing
width
of
a
right-of-way
for
drainage
and
water
main
purposes
reserved
within
a
former
bed
of
Krefeld
Street
from
Main
Street
to
grievers
Lane.
No
existing
active
utility
line
has
been
reported
within
the
right-of-way.
I
The
fifteen
feet
in
width
on
either
side
of
the
right
of
what
will
be
a
pendant
it
will.
It
will
result
in
a
reduction
of
the
width
from
60
feet
to
30
feet
for
the
future
drainage
purposes.
The
water
department
is
aware
disproportion
and
his
meeting
on
February
20
2018,
the
City
Planning
Commission,
recommended
a
bill
number
one.
Eight,
zero,
zero,
eight
zero
be
approved.
This
concludes
my
testimony
appreciate
the
opportunity
to
testify
before
you
today
and
be
pleased
to
answer
any
questions
you
may
have.
A
G
I
said
good
morning
good
afternoon,
mr.
chairman
remember
that
committee.
Thank
you
for
the
opportunity
to
appear
before
you
today.
My
name
is
Dave
Duga
Lugo's
I'm,
testifying
as
a
desperate
as
a
employer
for
depart
ministries
as
a
district
traffic
engineer
I'm
here
to
attest,
testify
and
build
number
one,
seven
one
one
one:
seven,
the
department's
grace
has
no
objections
to
this
bill.
Once
passed,
science
to
enforce
this
regulation
can
be
passed
for
than
30
days.
I
think
for
opportunity
to
appear
happy
to
take
any
questions.
G
A
C
Number
one:
eight
zero,
two
six:
two:
an
ordinance
amending
section:
12
701
of
the
Philadelphia
Code
entitled
bicycle
lanes
by
authorizing
the
Department
of
streets,
to
designate
bicycle
lanes
in
both
directions
on
Parkside
Avenue
from
north
53rd,
Street
to
bryn,
mawr,
Avenue
and
authorizing
the
removal
of
travel
lanes
in
the
same
limits
all
on
there.
Certain
terms
and
conditions
good.
G
Afternoon
again,
mr.
chairman
members
of
the
committee,
thank
you
for
the
opportunity
to
appear
before
you
today.
My
name
is
David
de
luca's
district
traffic
engineer
for
the
Department
of
streets
I'm
here
to
offer
testimony
on
build
number
one.
Eight
zero,
two
six
to
the
part,
mr.
Issa,
fully
supports
the
passage
of
this
bill
to
install
new
bike
lanes
along
Parkside
Avenue
between
Bryn
Mawr,
North.
5050.
Third
I'll
be
happy
to
take
any
questions
you
have
at
this
time.
Thank.
A
F
Thank
You
mr.
chairman,
my
name
is
Bob
privity
policy
coordinator
for
the
bicycle
coalition
of
Greater
Philadelphia.
Thank
you
for
this
opportunity
to
speak
in
favor
of
bill.
One
eight
zero.
Two
six:
two:
the
bicycle
coalition
wishes
to
express
their
support
for
authorizing
the
streets
department
to
designate
bike
lanes
in
both
directions
on
Parkside
Avenue
in
north
53rd
Street
to
Bryn,
Mawr,
Avenue
and
I
will
add
that
they
worked
very
hard
working
closely
with
the
community
to
get
this
done.
I'll
answer
any
questions.
Thank.
E
A
C
Bill
number
one:
eight
zero,
two:
six:
three:
an
ordinance
amending
section,
12
701
of
the
Philadelphia
Code
entitled
bicycle
lanes
by
authorizing
the
Department
of
streets
to
designate
bicycle
lanes
in
both
directions
on
Landsdowne
Drive
and
South,
concourse
drive
from
Sweetbriar
drive
to
41st
Street
in
Fairmount
Park
and
authorizing
the
removal
of
parking
pursuant
to
section
12,
2
O
3
on
both
Lansdowne
Drive
and
South
concourse
Drive
in
the
same
limits
all
under
certain
terms
and
conditions.
Please.
G
Afternoon,
mr.
chairman
and
members
of
the
committee,
thank
you
for
the
opportunity
to
appear
before
you
today.
My
name
is
David
DeLuca's
district
traffic
engineer
for
the
department
streets
I'm
here
to
offer
testimony
on
build
number
one.
Eight
zero,
two
six
three.
If
our
ministry
is
fully
supports,
the
passage
of
this
bill
thanks
for
opportunity
to
appear
before
you
today
and
I'd,
be
happy
to
take
any
questions.
Thank.
F
You,
mr.
chairman
hello,
my
name
is
Bob
probity
policy
coordinator
for
the
Bicycle
Coalition
of
Greater
Philadelphia
speaking
in
favor
of
bill
number
one,
eight
zero,
two
six
three
thank
you
for
this
opportunity
to
speak
in
favor
of
the
streets
department
to
designate
bike
lanes
in
both
directions
from
Lansdowne
and
South.
Concourse
Drive
from
sweet
buyer
drive
to
41st
Drive
in
Fairmont.
We're
delighted
that
they're
we're
adding
bike
lanes
in
this
area
and
I'm
here
to
answer
any
questions.
Thank.
A
A
L
Afternoon
I,
thank
you,
chairman
school
and
members
of
the
committee
for
inviting
me
to
testify
today
on
council
bill,
one
eight
zero
two
one,
eight,
my
name
is
Patrick
Clark
I'm,
a
transportation
planner
and
grants
coordinator
for
the
managing
directors,
office
of
Transportation
and
Infrastructure
systems,
also
known
as
Otis
in
July
2017.
The
city
formed
electric
vehicle
policy
task
force
to
encourage
the
use
of
v's
within
the
city's
wider,
multimodal
transportation
network
on
March,
8th
2018.
The
e
V
policy
task
force
released
a
final
report
which
issued
recommendations
to
promote
evie
use
in
Philadelphia.
L
Eview
technology
is
rapidly
evolving.
An
ongoing
shift
from
petroleum
to
electricity
is
expected
to
accelerate.
Thus
the
task
force
focused
on
addressing
the
challenge
of
meeting
the
growing
demands
for
charging,
while
distinguishing
it
separate
from
parking
challenges
which
face
drivers
of
all
types
of
vehicles,
particularly
particularly
in
dense
neighborhoods
in
the
city.
At
this
point
in
mine,
the
task
force
is
advocated
for
pursuing
a
multi-faceted
approach
to
EB
charging
that
dresses
the
most
common
barriers
to
EVs,
which
include
cost
convenience
and
awareness.
L
Among
other
recommendations,
the
final
report
recommends
transitioning
from
the
existing
electric
vehicle
parking
space
program,
also
known
as
the
EVPs
program
in
establishing
alternative
opportunities
that
offer
greater
public
accessibility.
The
parking
incentive
offered
by
the
EVPs
program
helped
encourage
early
adoption
of
v's.
However,
the
task
force
found
that
providing
dedicated
parking
to
privately
owned
chargers
in
public
space
is
not
a
scalable
solution
and
does
not
maximize
public
charging
opportunities,
especially
in
dense
urban
areas.
In
Philadelphia.
L
Therefore,
Otis
supports
council
bill,
one
eight
zero
to
one
8,
which
would
close
the
existing
EVPs
program
to
new
applicants
and
phase-out
existing
EVPs
charges
after
15
years,
transitioning
from
the
EVPs
program
will
help
the
city
focus
on
encouraging
the
deployment
of
publicly
accessible
charging
stations
which
provide
broader
benefits
to
evey
users
residing
and
visiting
Philadelphia.
The
EVPs
program
has
provided
utility,
it's
a
number
of
EB
users
in
the
city
and
has
benefited
early
adopters.
However,
this
model
is
not
a
long-term
solution
to
addressing
charging
needs
and
encouraging
evey
growth.
L
The
EVPs
program
is
not
reliably
accessible
to
the
public.
It's
not
scalable.
It's
not.
It
does
not
fully
meet
the
needs
of
EB
owners
without
access
to
part
two
curbside
parking
and
has
had
limited
effectiveness
in
encouraging
more
evey
use.
The
15
years
sunset
provision
featured
in
the
bill
was
agreed
upon
as
a
fair
and
reasonable
time
frame
by
members
of
the
task
force,
which
included
city
representatives,
septa,
DVR,
PC,
PPA,
Evie
owners
and
community
representatives.
L
A
successful
approach
to
long-term
sustainable
transportation
should
seek
to
expand
all
Philadelphia's
access
to
safe,
affordable
and
low
carbon
transportation
EVs
our
key
component
in
achieving
that
goal.
The
work
of
the
EB
policy
Task
Force,
has
shown
there's
a
broad
spectrum
of
potential
partners
who
have
embraced
this
vision
and
are
already
playing
leadership
role
in
reducing
carbon
emissions.
We
look
forward
to
continuing
this
engagement
in
the
long
term,
with
local
organizations,
private
sector
partners,
public
utilities
and
philadelphians
at
large
on
how
to
make
v's
work
in
the
city.
This
concludes
my
testimony.
L
M
I
would
like
to
take
a
moment
to
thank
the
staff
of
the
managing
directors,
Office
of
Transportation
and
Infrastructure
Systems,
for
putting
together
a
clear
nicely
designed
report
containing
well-thought-out
policy
recommendations.
I
think
Patrick
Clark
carried
the
heaviest
staff
load
and
deserves
particular
recognition.
M
Dvr
PC
has
been
involved
in
electric
vehicle
work
for
most
of
the
past
decade.
In
2012,
DVR
PC
released
ready
to
roll
southeast
Pennsylvania's
regional
electric
vehicle
action
plan.
Dvr
FPC
also
carried
out
analysis
for
the
Federal
Highway
Administration
in
2015,
and
is
currently
working
with
the
plug-in
hybrid
and
electric
vehicle
Research
Center
of
the
Institute
of
Transportation
studies
at
the
University
of
California
Davis
to
develop
a
set
of
tools
to
understand
how
electric
vehicle
ownership
and
charging
in
our
region
is
likely
to
proceed
over
coming
years.
M
As
part
of
this
work,
DVI
received
data
from
PennDOT
on
the
location
at
which
every
vehicle
in
the
five
counties
of
southeastern
Pennsylvania
is
registered.
The
electric
vehicle
parking
space
program
started
in
2007.
In
2012,
there
were
only
seven
electric
plug-in
electric
vehicles
registered
in
Philadelphia
by
the
mayor
by
May
of
2015.
That
number
had
increased
at
314.
The
most
recent
data
DVR
PC
has
from
November
7
2017
showed
that
there
were
733
electric
vehicles
registered
in
Philadelphia.
This
rate
of
increase
is
indicative
of
what
is
happening
nationwide.
M
Many
observers
believe
that
the
global
automotive
mobile
market
is
on
the
cusp
of
a
profound
transformation
from
gasoline
and
diesel
burning
internal
combustion
engines
to
using
electricity
driven
motors
to
move
cars.
Philadelphia
is
part
of
this
transition
plug-in.
Electric
vehicles
are
preferable
to
internal
combustion,
gasoline
or
diesel
vehicles.
In
several
ways
they
have
no
tailpipe
emissions.
We
is
good
for
the
air
quality
in
neighborhoods,
where
they
replace
petroleum
engines
even
including
the
pollutants
associated
with
electricity
generation.
Electric
vehicles
are
cleaner.
M
According
to
the
Union
of
Concerned
Scientists,
a
typical
new
gasoline
car
in
Philadelphia
gets
about
2029
miles
per
gallon.
An
all-electric
vehicle
here
travels
up
almost
three
times
as
far
83
miles
before
it
produces
the
same
amount
of
carbon
dioxide
from
its
electricity
use.
Other
missions
are
similarly
reduced.
If
our
electricity
generations
continues
to
get
cleaner
with
natural
gas,
solar
and
wind
replacing
coal
generation,
the
emissions
per
mile
will
similarly
decrease.
Reducing
greenhouse
gas
and
other
emissions
associated
with
cars
is
key
to
meeting
broader
greenhouse
gas
reduction
goals.
M
An
electrification
is
an
excellent
way
to
reduce
the
greenhouse
gases
and
other
undesirable
emissions
associate
with
driving
cars.
However,
it
is
important
to
remember
that
emissions
are
only
one
of
the
many
challenges
associated
with
drought
with
relying
on
personal
vehicles,
whether
they
are
powered
with
gasoline
or
electricity
to
meet
transportation
needs
electric
vehicles,
while
better
than
gasoline
vehicles
are
not
a
panacea.
Like
gasoline
vehicles,
electric
vehicles
contribute
to
congestion,
hit
Philadelphia's,
walking,
philadelphians,
walking
and
riding
bicycles
and
have
the
same
parking
requirements
as
gasoline
vehicles.
M
M
Walkable
communities
with
sidewalks
prioritized
around
transit,
stops
and
safer
crossings
and
intersections
that
make
walkable,
affordable
and
transit
oriented
communities
possible.
Most
of
us
would
agree
that
these
principles
apply
in
Philadelphia
as
well.
Transportation
is
not
about
cars,
it
is
about
people
in
their
communities.
Electric
vehicles,
while
better
than
gasoline
vehicles
are
far
from
vertuous,
particularly
in
dense
neighborhoods,
where
they
can.
Arguably,
where
cars
are,
you
arguably
take
up
more
than
their
fair
share
of
precious
space.
M
However,
for
those
cars
that
are
in
the
city,
it
is
better
that
they
are
electric
rather
than
gasoline-powered,
at
least
when
they
are
moving
when
they're
parked.
They
provide
no
public
benefit
relative
to
their
gasoline
counterparts.
In
fact,
they
are
at
a
disadvantage
in
some
cases.
In
order
for
elective
vehicles
to
meet
their
economic
promise
of
being
less
expensive
to
operate
than
gasoline
cars,
they
need
to
be
able
to
get
most
of
their
power
when
parked
either
near
home
or
near
work.
M
Fast,
charging
is
possible
on
occasion,
but
is
not
practical
or
affordable
on
a
regular
basis
charging,
while
parking
is
easily
done
for
car
owners
that
have
dedicated
off
street
parking.
This
is
what
93%
of
the
electric
vehicles
registered
in
the
city
do.
There
are
733
plug-in
electric
vehicles
registered
in
the
city
and
68
on
street
electric
vehicle
charging
stations
only
7%
of
the
electric
vehicles
registered
in
the
city
charge
while
parked
on
city
streets.
It
is
important
to
note
that
the
city
still
permits
homeowners
to
place
charging
infrastructure
at
curbside.
M
It
will
simply
no
longer
reserve
that
space
for
an
electric
vehicle,
thus,
if
a
homeowner
lives
in
an
area
or
on
street
parking,
is
plentiful
enough
for
them
to
be
confident
in
being
able
to
park
in
front
of
their
home,
nothing
for
rents
them
from
charging
and
from
installing
a
charging
station.
The
7%
of
electric
vehicle
owners
who
do
have
dedicated
on
street
parking
and
charging
will
be
able
to
continue
to
use
those
for
15
years.
M
Those
who
don't
want
to
own
own
at
a
gasoline
car
have
no
dedicated
off
street
parking
and
live
in
an
area
where
honestly
parking
is
scarce,
have
several
choices
arrange
to
rent
an
off
street
space
or
they
can
park
and
charge
their
electric
vehicle
charge
at
their
place
of
work
or
another
location?
To
which
they
drive
their
electric
car
on
a
regular
basis
or
charge
to
the
public
charger
in
their
neighborhood,
the
electric
vehicle
task
force
contains
nine
strategies
to
facilitate
electric
vehicle
charging
infrastructure.
These
are
laid
out
starting
on
page
23
of
the
report.
M
The
report
makes
it
clear
that
Philadelphia
will
actively
pursue
these
strategies.
Of
course,
residents
of
Philadelphia
who
don't
want
to
own
a
gasoline
car,
or
indeed
any
car
at
all,
have
transportation
options
other
than
private
vehicles,
including
using
transit,
cycling,
walking
using
a
car
share
service
using
transportation,
on-demand
services
or
renting
a
car
for
longer
trips.
Note
that
none
of
these
option
requires
dedicated
on
street
parking
in
front
of
residence
houses
and
some
have
additional
benefits
over
electric
cars,
such
as
even
lower
emissions
of
greenhouse
gases
and
pollutants.
N
Good
afternoon
my
name
is
Corrine
O'connor
and
I'm,
the
deputy
executive
director
to
felt
off
your
parking
authority.
Thank
you
for
inviting
me
to
testify
on
bill
number
one.
Eight
zero.
Two
one,
eight
for
the
last
18
months,
I've
had
the
pleasure
of
being
a
member
of
the
city's
electric
vehicle
task
force.
The
task
force
consisted
of
members
of
the
electric
vehicle
industry
members
of
government,
along
with
electric
vehicle
owners
and
operators.
It
was
very
informative
and
I'm
a
happy
of
taking
part
one
of
those
months.
N
The
committee
looked
at
the
city's
current
program
and
the
future
of
electric
vehicles
in
our
city.
I
especially
want
to
thank
you.
It
is
saint
councilman,
o
and
sequela
for
spearheading
this
initiative
and
bringing
all
the
stakeholders
to
the
table
on
this
issue.
Bill
number
one:
eight,
zero,
two
eight
one
reflects
the
committee's
finance,
I'm
in
support
of
the
passage
of
this
bill.
A
Thank
you,
I
just
want
to
thank
everybody
involved
in
the
process.
I
know
it
was
controversial
and
ten
two
times,
but
the
task
force
was
did
a
great
job
of
engaging
both
users
and
residents
and
I.
Think
not
that
everybody's
happy
with
the
end
recommendations,
but
I
think
what
had
happened
from
that
there
were
some
compromises
and
some
discussions
which
hopefully
could
help
move
our
evie
used
to
become
bigger
and
better
in
the
city
of
Philadelphia
I.
A
Think
when
we,
when
we
first
did
it
and
people
were
concerned
with,
how
are
we
able
to
grow
EB
use
in
the
city
of
Philadelphia
and
I
think
these
recommendations
allow
Philadelphia
to
start
looking
at
a
product
and
looking
at
a
policy
in
a
way
to
move
forward,
to
make
sure
that
we
have
the
ability
to
continue
to
grow
the
uses
of
EVs
in
the
city
of
Philadelphia.
So
thank
you
for
your
time
and
thank
you
for
your
inclusion
and
and
I
know.
A
L
A
You
and
I
know
the
public
hearing
is
today,
so
we
appreciate
that
input
is
there
first
of
all,
I
like
to
recognize
councilman,
countin,
Barger,
Councilwoman
bass
and
councilman
Johnson
I
think
and
you
known
as
everybody
else
who's
here,
but
is
there
any
other
questions
to
this
panel
before
we
move
on
seeing
none?
Thank
you
so
much
for
your
testimony
next
panel.
A
O
O
Name
is
Eileen
Wilder.
My
colleague
built
West
was
sitting
next
to
me,
and
I
are
co-chairs
of
the
parking
committee
for
the
Philadelphia
crosstown
coalition.
It's
a
group
of
32
registered
community
organizations
from
across
the
city.
We
are
here
today
to
urge
you
to
vote
in
favor
of
bill
number
one.
O
Eight
zero,
two
one
eight,
which
addresses
the
closing
down
of
the
current
curbside
chanc
charging
program
for
electric
vehicles,
bill
and
I
served
as
community
members
of
the
city's
electric
vehicle
policy,
Task
Force,
which
conducted
a
broad
inquiry
into
the
potential
who
bring
in
large
numbers
of
electric
vehicles
to
the
city.
The
report
of
the
task
force
contains
a
large
number
of
recommendations
and,
frankly,
is
a
very
encouraging
document.
O
Although
replacing
gasoline
and
diesel
powered
vehicles
with
electric
vehicles
on
a
one-to-one
basis
would
do
nothing
to
alleviate
the
problems
of
traffic
and
parking
congestion
in
the
city,
it
would
substantially
improve
the
quality
of
the
air
we
breathe
and
also
give
us
a
quieter
city.
One
of
the
jobs
of
the
task
force
was
to
figure
out
what
to
do
with
the
current
electrical
vehicle
parking
space
program,
which
provides
residents
with
dedicated
curbside
parking
spaces
in
front
of
their
homes
where
they
may
install
chargers
and
recharge
the
vehicle
electric
vehicles.
O
Although
this
program
is
certainly
well
intentioned,
there
is
simply
not
enough
space
on
our
streets
to
accommodate
the
large
number
of
electric
vehicles
of
the
task
force
and
visions.
To
use
a
piece
of
jargon.
The
program
is
not
scalable.
There
are
also
quite
a
few
other
uses
competing
for
space
at
the
curb.
In
addition
to
standard
parking
spots,
there
are
handy
get
spots
which
are
required
by
law.
Bus
stops,
car
share
spots,
taxi
scans,
taxi
stands
spots
for
diplomats
and
loading
zones,
as
our
economy
shifts
to
online
shopping.
O
The
need
for
loading
zones
in
both
commercial
and
residential
areas
will
only
increase.
We
should
also
mention
bicycle
lanes,
such
as
the
one
that
was
recently
installed
on
Chestnut
Street
in
West
Philadelphia,
your
guns
along
the
curve.
The
parking
lane
sits
between
the
bike
lane
and
the
regular
traffic
lanes.
Finally,
some
parts
of
the
curb
must
be
cut.
Three
fire
engines
need
to
get
to
fire
hydrants,
and
the
curb
space
near
intersections
must
be
open
so
that
motorists,
pedestrians,
bicyclists,
skateboarders,
scooter,
riders
and
others
can
all
see
one
another.
O
We
have
too
many
crashes
in
this
town.
In
our
opinion,
in
our
opinion
bill,
one
eight,
zero,
two
and
eight
faithfully
renders
and
two
educated
language.
The
recommendation
of
the
task
force
that
relate
to
the
current
on
street
charging
program.
I
should
emphasize
that
the
task
force
reached
its
conclusion
by
consensus.
The
group
included
three
private
citizens
who
are
electric
vehicle
owners.
The
relevant
sections
of
the
bill
are
three
de
and
F.
Three
D
says
there
will
be
no
new
charging
spaces
established
under
the
program.
O
3E
says
the
existing
spaces
are
non-transferable
and
if
the
permit
holder
ceases
to
own
or
leave
an
electric
vehicle,
the
permit
will
not
be
renewed.
This
section
also
establishes
a
sunset
provision.
Any
spaces
still
in
existence
under
the
program
in
2033
will
be
eliminated.
At
that
time,
3f
says:
if
the
permit
holder
ceases
to
reside
at
the
address
to
which
the
charging
spaces
tied
the
charging
space
will
go
away
immediately.
We
think
this
bill
represents
good
policy
arrived
at
through
a
good
procedure.
O
K
Afternoon,
thank
you,
chairman
school
and
members
of
the
committee
for
the
opportunity
to
testify
today
regarding
council
bill
number
one
8:02
honey.
My
name
is
Mike
Trask
and
I
serve
as
principal
regulatory
and
rates
specialist
of
Pico
philadelphia's,
electric
distribution
company
since
2010
I've
helped
lead
pecos
efforts
to
support
increased
transportation
electrification
in
order
to
deliver
the
benefits
of
a
cleaner
environment
and
new
consumer
choices
to
our
communities.
K
On
behalf
of
Pico
I'd
like
to
thank
you,
councilmen
Oh
members
of
the
committee
and
the
Office
of
Transportation
and
Infrastructure
systems
for
inviting
Pico
to
share
their
views
with
members
of
the
city's
electric
vehicle
policy
task
force.
The
discussions
of
the
V
task
force
led
to
consideration
of
a
number
of
models
to
support
the
future
widespread
deployment
of
these
vehicles
throughout
the
city.
K
Tico
strongly
supports
the
recommendations
of
this
report
and
looks
forward
to
working
with
the
city
to
help
develop
pilot
programs
and
long
term
strategies
to
offer
new
electric
vehicle
charging
options
to
city
residents
as
the
task
force
report,
On,
January,
17th,
Nunes
notes,
densely
populated
cities
like
Philadelphia,
where
large
segments
of
the
population
rely
on
on
street
parking
for
their
vehicles
faced
challenges
in
providing
access
to
charging.
This
challenge
must
also
be
considered
in
the
context
of
other
ways:
Philadelphia's
traveled
to
work
school,
community
and
recreational
activities.
K
Transportation
electrification
also
should
be
considered
in
the
context
of
Philadelphia's
role
as
leader
in
sustainability
and
magnet
for
individuals
and
businesses
with
a
passion
for
protecting
our
environment.
As
we
move
forward
implementing
the
city's
Green
Works
vision,
we
should
recognize
that
electrifying
transportation
is
an
essential
element
to
reach
these
goals.
The
first
step
in
developing
scalable
sustainable
solutions
for
integrating
v's
into
the
city's
urban
landscape
is
receiving
public
input
and
conducting
analysis
of
options.
The
task
force
and
the
report
it
produced
successively
completed
this
task.
K
Pico
supports
the
recommendations
included
in
strategy,
two
that
include
a
range
of
options
for
providing
access
to
charging
for
Philadelphia's.
You
know
who
owned
TVs
today
and
the
growing
numbers
who
will
choose
these
vehicles
in
the
future.
Encouraging
new
off-street
solutions,
implementing
a
neighborhood
demand
based
model
for
establishing
public
charging
locations,
piloting
fast
charging,
pods
and
promoting
workplace
charging
represent
important
pieces
of
this
puzzle.
K
We
are
anxious
to
work
with
the
city
to
collaborate
with
providing
these
options
into
sport.
Efforts
by
the
city
to
secure
funding
through
the
VW
settlement
and
other
programs
bill
number
one.
Eight
zero.
Two
one
eight
also
implements
implements
the
reports
recommendation
at
the
city
transition
away
from
the
dedicated
on
street
charging
space
program
in
favor
of
these
more
scalable
and
sustainable
solutions.
K
The
compromise
proposed
in
2017
that
would
allow
these
spaces
to
remain
but
make
them
available
to
non
electric
drivers
as
to
our
parking
during
daytime
hours
appears
to
be
fair
and
reasonable
solution
for
evey
owners
and
evie
owners.
The
bill
also
provides
a
lengthy
transition
period
for
owners
of
existing
on
street
charges.
With
a
15
year
phase-out
of
the
previous
city
program
by
2033
of
a
range
of
options
for
vehicle
charging,
including
options
that
would
be
far
more
compatible
with
longer
range
and
larger
battery
size.
K
Cars
that
are
already
coming
to
the
market
should
be
readily
available
throughout
the
city.
Beco
does
suggest
either
as
an
amendment
to
this
bill
or
in
a
subsequent
legislation.
That
council
should
consider
providing
more
flexibility
for
how
curbside
Chargers
will
be
treated
at
the
end
of
the
transition
period.
15
years
from
now,
Eevee's
will
almost
certainly
be
far
more
widespread,
and
these
Chargers
may
be
popular
neighborhood
amenities,
adding
a
provision
to
the
bill
that
would
direct
the
city
to
study
alternatives
to
mandatory
removal.
K
The
Chargers
before
that
requirement
comes
into
effect
or
offering
owners
the
opportunity
to
sell
the
equipment
to
the
city
at
nominal.
Cost
could
be
considered
the
next
step
in
ensuring
that
the
benefits
electric
transportation
can
be
achieved
in
Philadelphia,
setting
electrification
goals
and
developing
regional
plans.
To
achieve
these
goals,
we
were
very
proud
of
the
role
that
Pico
has
played,
supporting
Pennsylvania
House
bill
14:46,
which
council
has
also
endorsed
that
would
establish
the
state,
electrification
goal
and
authorize
utilities
to
fund
the
development
of
regional
infrastructure
plans.
K
We
expect
this
bill
to
be
considered
in
the
House
of
Representatives
this
week.
It
represents
a
rare
bipartisan
opportunity
for
our
state
and
region
to
work
together
and
look
forward,
and
we
thank
all
of
you
for
your
support.
Thank
you
again
for
the
opportunity
to
testify
today
and
I'll
be
pleased
to
answer
any
questions.
Thanks.
A
P
Chairman,
my
name
is
Ryan
barn
and
I'm,
a
policy
associate
with
Tesla
I'd
like
to
thank
councilman,
Owen,
councilman,
Scuola
and
other
members
of
the
committee
for
the
opportunity
to
present
this
testimony
on
the
future
of
electric
vehicle
charging
in
Philadelphia
and
bill.
One
eight
zero,
two
one,
eight
Tesla
is
an
American
manufacturer
of
the
world,
advanced
electric
vehicles,
electric
vehicle
supply
equipment,
battery
energy
storage
and
solar
energy
products,
while
best
known
for
its
best
in
class
vehicles.
P
Tesla
has
been
investing
in
global
infrastructure
network
of
evey
charging
stations,
including
plans
for
several
supercharger
developments
in
and
around
the
Philly
metro
area.
This
year,
while
automakers
and
governments
around
the
world
continue
to
push
for
greater
evie
adoption.
Evey
charging
infrastructure
is
quickly
becoming
one
of
the
most
significant
barriers
to
growth
in
this
segment.
P
Leadership
and
initiatives
like
the
development
of
the
cities,
evey
policy
task
force
are
critical
to
ensuring
that
the
benefits
of
transportation,
electrification
are
enabled
and
accessible
as
public
demand
increases,
as
evey
manufacturers
and
EVSE
providers
Tesla's
a
natural
proponent
of
the
city's
goals
to
establish
a
long-term
and
comprehensive
approach
to
e,
be
charging
access
and
use.
We're
encouraged
by
the
infrastructure
strategies
proposed
by
the
task
force
to
ramp
up
and
support,
present
and
future
demand
for
evey
charging
services.
P
We
credit
the
office
of
transportation
and
infrastructure
systems,
Otis
and
participating
individuals
and
organizations
for
developing
a
well-founded
recommendations
to
promote
EVSE
development
and
stimulate
the
adoption
in
the
Philadelphia
region.
Our
experience
working
with
the
relevant
city
offices
and
other
stakeholders,
namely
Pico
to
site
and
develop
level.
Three
super
charging
locations
within
the
city
has
been
positive.
Thus
far.
We
look
forward
to
you,
know,
refining
and
improving
our
coordination
to
support
a
more
efficient
expansion
of
the
city's
infrastructure
network
of
charging
infrastructure
network
pursuant
to
proposed
bill.
P
One
eight
zero,
two
one:
eight
and
the
city
ZV
policy
task
force
recommendations
Tesla
supports
the
Sun
setting
of
the
Philadelphia's
EVPs
program,
provided
that
more
sustainable
curbside
charging
opportunities
are
explored
as
structure
the
program
was
a
creative
incentive
for
early
evie
adopters,
but
was
not
designed
to
support
a
higher
penetration
of
v's
or
improve
public
access
to
charging.
In
previous
comments
to
this
committee,
we've
made
reference
to
a
city
managed
program
in
the
similarly
working
constraint.
City
of
Amsterdam
has
one
such
example
for
consideration.
P
The
facilitation
of
high-density
charging
hubs
with
private
industry
partners
as
referenced
in
the
taskforce
document
is
another
high-yield
urban
charging
solution.
The
city
should
consider
recognizing
that
Philadelphia
continues
to
see
a
surge
in
construction
of
multi-unit
dwellings.
It's
increasingly
more
important
that
evie
ready,
Building
Codes
be
strengthened
and
enforced
to
ensure
that
new
construction
is
compatible
with
transportation,
electrification
and
mitigates
expensive
retrofits
by
owners
and
landlords
in
the
future.
P
A
A
Q
You
very
much
chairman,
thank
you
very
much
and
everyone
for
your
testimony.
Just
a
question
and
a
point
of
information.
So
so
the
first
is
that
I
understand
that,
as
you
testified,
Tesla
is
currently
looking
at
the
possibility
of
installing
some
supercharger
sites
in
Philadelphia
and
typically
when
that
is
done
in
comparison
to
pass.
History
Tesla
appears
to
be
kind
of
a
leader
in
that,
in
the
sense
that
when
Tesla
sets
up
a
supercharger
site,
typically
other
charging
sites
start
to
appear.
P
That's
correct
we're
often
first
in
market,
and
we
were
open
to
Co
developing
sites
oftentimes
when
we
develop
a
site
first
and
market,
those
other
evse
developers
will
come
behind
since
a
large
bit
of
the
work
and
the
service
and
all
that
needs
to
go
into
the
developing.
That
site
has
been
done
by
us
on
the
front
end,
so
we
welcome
the
opportunity
to
work
with
other
private
developers
and
public
partners
all.
Q
Right,
thank
you.
I
just
wanted
to
state
publicly
that
we
did
introduce
a
bill
to
incentivize
evie,
ready
parking
facilities.
People
ask
me
about
that.
It
has
been
given
to
the
parking
lot
owners
for
it
was
kind
of
created
as
a
draft.
They
have
had
it
for
a
while
and
we're
looking
for
their
input
because
they're
the
ones
who
are
going
to
let
us
know
whether
those
incentives
are
substantial
enough
and
what
they're
going
to
do
about
new
and
and
existing
parking
facilities.
Q
P
A
A
R
My
name
is
John
Andrew
McGinty,
my
wife
and
I
are
BB
owners.
Today
we
that's
powered
by
our
solar
panels
on
our
roof
and
I'm
very
I've
read
the
report
from
the
task
force.
The
others
task
force
a
very
comprehensive
report,
well
thought-out,
well
researched,
but
it's
absolutely
ludicrous
that
strategy
one
would
be
to
eliminate
the
current
evie
parking
spaces
you
know
and
going
after
the
start
was
68
people.
You
know
we're
the
leaders
today
in
this
technology
we're
out
there.
R
We
shuttle
we
have
a
dedicated
space
to
and
by
I
heard
I
think
an
alternative
factor
to
it
doesn't
take
up
another
spot.
We
gave
up
our
spot
for
our
driveway,
which
we
didn't
have
to
do.
Well,
we
did
we.
It
was
fine
for
us
to
do
that.
So
you
know
we
talked
about
the
reports
great
to
go
after
us.
The
leaders
today
and
I've
heard
a
lot
of
testimony
about
plans
and
what
is
it?
R
You
know
the
future
future
plans
all
these
things
in
the
future
or
the
leaders
today
who
are
doing
this
and
that
go
after
first
is
ludicrous
and
it
doesn't
make
any
sense.
Certainly
we're
reasonable
people,
and
we
think
that
you
know
certainly
at
some
point
when
an
interest
reasonable
infrastructure
was
in
place
that
yeah
we
could
phase
out
some
of
the
other
things.
But
I'll
just
tell
you.
Yesterday
somebody
came
to
my
door
and
said:
oh
you
have
an
electric
car
like
yes,
like,
oh
I,
just
moved
on
Wharton,
Street
and
I
said:
oh
yeah.
R
How
do
you
like
it
I
told
him
it's
great
and
then
he
said
when
I
said:
I
want
we're
gonna
we're
going
to
look
at
one
I
said:
well,
beware
that
do
you
have
a
garage-
and
he
said
no
and
I
said
we'll,
be
aware
that
they're
not
going
to
give
any
more
spaces
and
I
said
well
that
defeats
I'm
not
going
to
get
one.
So
you
know
we're
reasonable
people,
but
going
after
this
first
makes
as
ludicrous
as
I
said.
It
really
wonders.
S
You
members
of
the
streets
and
service
committee,
and
especially
our
councilman
school
and
Councilman
David
O.
My
name
is
larry
Spector
I'm
here
appearing
as
a
member
of
the
board
of
the
Society
Hill
Civic
Association.
On
behalf
of
the
Association,
we
appreciate
the
opportunity
to
testify,
on
behalf
of
the
bill,
one
eight
zero
two
one.
Eight
this
bill
will
permanently
close
the
electric
vehicle
parking
space
program
and
remove
all
existing
EVPs
signage
no
later
than
January
1
2013
3.
The
Association
is
the
registered
community
association
that
represents
over
5,000
residents
in
the
Society
Hill
neighborhood.
S
Our
boundaries
are
from
the
Delaware
River
to
8th
Street
and
from
walnut
to
Lombard
streets.
The
Association
strongly
supports
the
increase
of
clean
vehicles
in
the
city
and
all
efforts
to
achieve
cleaner
water
and
air,
but
we
do
support
the
phasing
out
of
the
current
EVPs
program
and
we
support
the
recommendations
in
the
task
force
final
report.
S
Councilman,
Scalia
and
Oh
have
strongly
supported
our
neighborhood
in
trying
to
correct
the
situation
that
we
testified
about
in
Council
on
March
30th
2017.
Our
neighborhood
in
particular,
has
a
disproportionate
number
of
the
total
permits
issued
under
the
EVPs
program.
The
bill
allows
existing
parking
spaces
for
private
charging
stations
to
remain
up
for
up
to
15
years,
but
in
the
meanwhile
it
ends
the
proliferation
of
those
stations.
It
ends
the
24
hour,
evie
only
exclusivity
of
the
spaces.
By
codifying
a
two
hour
parking
for
all
vehicles
from
6
a.m.
to
6
p.m.
S
the
recommendation
will
reduce
the
amount
of
signage
on
Franklin,
light,
poles
and
other
poles
in
the
in
the
area.
It
will
stop
this
ad
hoc
installation
of
charging
stations
that
takes
place
and
it
takes
up
valuable
space
on
the
public
sidewalks
and
causes
a
tripping
hazard
for
some
residents
in
our
area.
S
It
will
also
free
up
more
permits
for
handicapped
parking
spaces
in
conclusion
that
the
societial
Civic
Association
strongly
supports
the
task
for
recommendation
that
the
city
put
a
hold
on
the
issuance
of
new
evps
permits
and
instead
have
the
streets
department
develop
a
publicly
accessible
charging
infrastructure.
We
strongly
support
the
general
direction
in
which
the
task
force
is
heading
and
we
give
our
vote
of
confidence
in
the
future
of
evey
charging,
as
recommended
by
the
task
force.
Thank
you
and
I
will
answer
any
questions.
Thank.
G
You
Dave
hi,
my
name
is
Dave
DeLuca's
I'm,
testifying
as
a
privacy
stand
I'm
off
the
clock.
I
am
a
electric
vehicles
non
Tesla
owner
there
are
I.
Do
not
oppose
this
bill,
however,
that
I
have
serious
concerns
that
this
is
being
introduced
without
the
accompanying
bill.
That
councilman
Howe
has
suggested.
There
are
I
mean,
as
I'm
sure
councilman
Nova
has
understood.
There
are
several
concerns
from
the
garage
owners
in
in
the
city.
I
have
encountered
many
of
these
myself.
G
First
of
all
that
there
are
currently
Chargers
in
Center
City
and
in
Philadelphia,
however,
that
they
are
in
private
Lots.
They
are
spread
thin
in
certain
places,
and
often
they
are
blocked
by
non
electric
vehicle
charging
non
electric
vehicle.
We
call
them
ice
cars,
so
internal
combustion
engines
there's
no
one
for
there's.
No
enforcement
of
these
cars
blocking
the
existing
spaces,
nor
you
know
is
there
you
know,
because
that
would
be
dependent
upon
the
parking
lot
owner
to
enforce
the
electric
vehicle
spaces.
G
I
have
come
to
Center
City
many
times
trying
to
get
one
of
the
electric
vehicle
charging
spaces.
They
are
often
blocked
in
the
the
park
line.
Owner.
Does
not
care
doesn't
want
to
do
anything
or
they
are
non-functional
like
some
of
the
charge
points
on
on
Hart
Street,
second,
that
they
take
up
a
lot
of
space
in
private
garages
Tesla,
especially
like,
if
you
see
some
of
their
installations
outside
of
the
city
they
take
up.
G
You
know
what
could
be
a
whole
floor
of
a
parking
lot
in
the
private
garage
that
does
not
account
for
non
Tesla
owners
like
myself.
If
they're
talking
about
people
piggybacking
upon
Tesla
I
will
not
count
on
that.
Because
again,
these
things
take
up
a
lot
of
space.
Wherever
you
go
so
there's
no
one
looking
I
mean
I
appreciate
what
Tesla
is
doing,
but
you
know,
but
there's
no
one
looking
out
for
non
Tesla
owners
and
the
other
groups
is
not
the
same
kind
of
organizational
push
for
non
Tesla
owners.
T
Hi
my
names
mean
El
Raval
I
represent
350
Philly
I'm,
a
Philadelphia
resident
I've
spoken
here
many
times
on
the
need
for
rapid
action
on
climate
and
the
need
to
electrify
our
transportation
system.
So
I'm
not
gonna,
go
into
that.
But
I
know
what
the
last
person
said.
We
can
no
longer
afford
to
sit
on
our
hands
on
this.
We
need
curbside
charging
level
2
charging,
ideally
not
Tesla
specific,
so
that
any
Evie
can
charge
Harris
has
it
a
friend
just
showed
me
photos
of
it.
T
A
I,
thank
you
for
your
testimony
and
thank
everybody
for
testifying,
obviously,
the
task
force.
The
point
of
the
task
force
was
to
know
that
the
reason
why
they
left
it
for
15
years
was
to
continue
the
use
for
15
years
to
do
that,
and
not
this
one
take
us
15
years
to
get
curbside
and
charging
because
I
don't
believe
it's
going
to
take
that
long.
But
it
is
a
work
in
progress
and
we
do
have
a
lot
of
things
to
work
through
before
we
get
there.
A
So
I
think
by
allowing
the
initial
adopters
to
have
the
ability
to
charge
their
vehicles
for
15
years
will
give
us
time
to
catch
up
now.
Our
goal
with
this
task
force
is
to
grow
the
use
of
EVs
and
I.
Think
as
councilman
oh
and
the
task
force
would
say,
understanding
our
current
policy
that
we
would
not
be
able
to
continue
to
grow
with
that,
the
actual
policy
we
had
before
that
so
I
don't
want
to
give
a
specific
timeline
and
say
we're
going
to
have
this
in
three
years.
A
So
you
know
maybe
there's
a
way
to
come
in
the
future,
whereas
technology
changes
and
as
we
move
forward
we'll
be
able
to
see
greater
things
and
greater
opportunities
along
the
way.
So
it
may
not
be
only
curbside
charging.
There
may
be
other
options
and
who
knows
there
may
be
ways
that
you
bring
something
inside
you
charge
it
and
bring
it
back
out
at
the
end
in
the
future.
So
I
know
we're
we're
actively
looking
at
this
and
it's
a
priority.
L
So
that's
part
of
a
cover
letter
that
is
on
the
front
of
the
report,
so
we'll
be
reporting
on
progress,
incremental
progress
with
the
e
V
task
force,
goals
and
recommendations.
I
think
I
have
to
go
back
to
the
actual
report,
but
they'll
be
a
reexamination
and
I
think
a
year
or
two
and
we'll
reexamine
the
assumptions.
Findings
in
recommendations
of
the
report
to
make
sure
they're
still
in
line
with
current
technology
and
then
intermittently
will
be,
will
be
producing
reports
that
update
the
public
on
progress
regarding
evey
charge
area
evey
charging
in
infrastructure.
So.
A
L
F
T
T
A
I
think
yeah.
We
should
be
open
to
that
and
I'm
not
sure
how
that's
going
to
work.
I,
don't
know
if
we
have
a
plan
in
motion
for
that,
but
I
think
we
should
have,
and
maybe
as
part
of
the
task
force.
As
we
give
those
recommendations
yearly
reports,
we
can
also
be
able
still
to
be
able
to
engage
with
the
public
on
where
and
how
sort
of
like
we
do
with
bike
share
and
other
things
where
you
meet
with
the
community.
They
put
request
in
and
say
we
want
more
charging
in
our
area.
A
Q
But
during
that
time
that
the
task
force
met,
including
Evie
owners
or
representatives
from
the
Evie
owners.
The
technology
appears
to
be
growing
rapidly.
We
certainly
in
our
time,
looked
at
portable
solar,
Evie
charging
units
for
the
top
of
parking
facilities
on
streets,
and
you
know
it
appears
at
level.
Q
One
charging
may
not
exist
in
in
15
years,
there's
all
kinds
of
things
that
are
developing
and
so
we're
preparing
that
way
through
legislation
for
the
city
to
gather
the
expertise
in
making
public
charging
stations
we've
certain
looked
at
Europe
we've
looked
at
other
cities
that
have
extensive
public
evie
car
sharing
all
kinds
of
things.
I
will
say
that
in
terms
of
the
parking
owners,
so
we
gave
them
a
financial
incentive,
which
is
what
they're
working
on.
So
currently
we
have
a
high
tax
for
parking
facilities
if
they
re
V
ready.
Q
We
have
put
in
there
a
reduction
in
their
tax
and
they
are
sitting
on
that
right
now.
If
the
so,
the
the
legislation
comes
with
a
financial
incentive
for
them,
and
so
we
shall
see
how
that
goes,
but
I've
left
it
up
to
them
to
come
back
to
us
with
whatever
they
think
that
number
is
supposed
to
be.
We
put
a
number
in
they're
gonna.
Give
them
me
a
number
we're
gonna
see
from
there.
The.
G
One
thing
I'll
say
it's
kind
of
my
point
before
is
that
having
the
the
partnership
with
the
garages,
as
only
as
good
as
they're
able
to
enforce
the
spots,
there's
all
times
like
the
Convention
Center
lot,
which
has
three
spots,
which
is
just
a
Juniper
and
arch
right
here.
If
they're
full,
they
let
people
use
it
and
then
there's
no
way
to
know
it's
full
and
then
you
have
to
drive
around
and
you
might
run
out
of
batteries
before
you
find
another
one.
G
Q
Specifically,
that
was
a
big
part
of
the
consideration
even
of
if
PPA
were
to
put
in
charging
units
in
dense
areas
that
the
problem
is
people
go
in
there
and
just
use
it
for
overly
long
periods
of
time,
and
so
they
would
have
signage.
There
will
be
limitations.
The
rates
would
there
would
be
penalties
for
staying
afterwards
and,
as
you
know,
some
commercial
entities
put
evey
charging
almost
as
an
advertisement,
and
people
come
up
park
there,
all
day,
long
and
and
so
yeah,
so
that
part
of
it
we
are.
Q
G
Q
A
J
A
J
J
At
our
next
session
of
counsel,
bill
numbers,
one:
eight,
zero,
zero,
seven,
nine,
as
amended
one;
eight
zero
102,
one;
eight
zero
one;
seven,
nine
one:
eight:
zero,
zero,
zero;
four,
as
amended
one
eight
zero,
two
one:
six,
one:
eight:
zero,
zero,
eight
zero
one;
seven
one
one,
one:
seven:
one:
eight:
zero:
two:
six,
two
one:
eight
zero:
two:
six:
three
one:
seven:
zero:
nine:
two:
five
one:
seven:
zero:
nine,
two
six
and
one
eight
zero,
two
one.
Eight
second.