►
Description
The Joint Committees on Streets & Services and Global Opportunities and the Creative/Innovative Economy of the Council of the City of Philadelphia will hold a Public Hearing on Monday, May 15, 2017, at 1:00 PM, in Room 400, City Hall, 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.
Committee on Global Opportunities and the Creative and Innovative Economy
Chair: Councilman David Oh (At Large)
Vice Chair: Councilman Al Taubenberger (At Large)
Committee on Streets and Services
Chair: Councilman Mark Squilla (1st District)
Vice Chair: Councilwoman Maria D. Quiñones-Sánchez (7th District)
A
We're
not
gonna,
have
long
speeches
before
we
start,
because
we
know
we're
here
to
look
at
the
ability
for
the
city
of
Philadelphia
to
grow
out
of
the
infrastructure
necessary
to
grow
the
e
V
use
in
our
city,
looking
at
all
the
expertise
and
also
look
at
technologies
that
are
used
throughout
not
only
our
country
but
throughout
the
world
and
how
we
could
then
put
a
plan
together
within
a
year
to
make
this
happen
so
without
further
ado
Matt.
If
you'd
like
to
read
the
first
panel
and
let's
get
started,
thank
you.
B
Sir
resolution,
one
six
one:
zero
three:
nine:
a
resolution
authorizing
council
streets
and
services
committee
and
Committee
on
global
opportunities
and
the
creative
innovative
economy
to
hold
the
hearings
regarding
the
installation
of
electric
vehicle
parking
spaces
in
Philadelphia.
The
first
panel
is
Christopher
pachowski.
C
Hi,
my
name
is
Christopher
Pahokee
go
ahead,
read
my
testimony.
So
thank
you
for
the
opportunity
to
give
testimony
today
on
the
promotion
of
electric
vehicles
as
part
of
a
sustainable
transportation
system.
I'm
the
director
of
policy
and
strategic
initiatives
at
the
managing
directors,
office
of
transportation
infrastructure
systems,
also
known
as
Otis
recent
advancements
and
electric
vehicles
have
brought
this
technology
into
the
mainstream.
While
the
original
legislation
by
then
councilman
Kenya
was
an
important
stimulus.
C
The
technology
has
moved
so
fast
that
now's
a
good
time
for
moratorium
to
review
our
electric
vehicle
policies,
Otis
and
streets
department,
look
forward
to
working
with
other
members
of
the
administration
and
council.
During
this
brief
moratorium
to
examine
staging
the
mayor's
letter
to
council
dated
April
20th
of
this
year,
the
behaviors
the
needs
of
drivers
and
evie
owners,
the
changing
technology
of
EVs
and
Evi
charging
infrastructure
potential
incentive
mechanisms,
various
models
used
for
integrating
Eevee
infrastructure
into
the
transportation
network,
best
practices
for
Eevee
parking
wayfinding.
C
While
examining
these
points
than
others,
the
taskforce
suggested
by
the
mayor
should
keep
in
mind
the
optimal
place
of
electric
vehicles
in
a
larger
mobility
strategy
that
promotes
equity
sustainability
and
safety.
Promoting
the
wider
adoption
of
electric
vehicles,
especially
when
they
are
powered
by
renewable
energy,
is
important.
Equally
important
is
the
promotion
of
inherently
clean,
alternate
modes
of
transportation
such
as
transit,
walking
and
bicycling.
These
modes
are
also
safer
than
electric
vehicles,
which
contribute
just
as
much
to
fatalities
on
our
roadways
as
conventionally
powered
automobiles.
C
A
A
If
we
could
get
a
list
from
you
to
the
chair,
the
people
who
you
think
in
the
administration
who
would
like
to
be
a
part
of
this
task
force
so
that
we
could
put
that
together,
working
with
you
and
plus
some
of
our
stakeholders
that
are
here
today
to
come
out
because
really
I
mean,
if
you
think
about
of
the
year,
it's
not
a
real
long
time.
Yeah.
C
A
We
want
to
make
sure
we
have
all
the
players,
stakeholders
necessary
to
make
this
work,
and
we
also
want
to
be
able
to
put
something
in
place
in
a
plan
in
place
that
we
could
start.
We
have
some
short-term,
reachable
goals
right
away
and
some
long-term
goals
that
we
could
then
be
able
to
show,
as
as
we
move
forward,
where
we're
going
to
be
maybe
five
years
from
now
as
we
move
forward.
So
if
you
could
get
that
list
to
us,
I
think
it
would
be
great
yeah.
C
A
C
D
Thank
you
very
much.
Thank
you
for
testimony.
We
have
discussed
competence,
Mengsk,
Willa
and
I,
and
looking
for
the
input
of
the
administration,
the
support
of
the
administration
on
two
matters.
One
is
the
complaints
we
have
had
before
the
moratorium
and
during
the
time
of
the
moratorium,
is
that
TPA
does
not
tow
vehicles
that
are
in
violation
of
the
of
the
reserved
space,
and
so
we
thought
it
would
be
a
good
idea
to
speak
with
PPA
about
creating
a
number
a
constituent
service
number.
D
So
the
three
V
owners
could
report
vehicles
that
are
in
violation
for
towing.
These
are,
rather
than
kind
of
assigning
that
to
enforcement
officers
just
directly
contact
the
tow
drivers.
The
second
thing
is
that
I'll
be
introducing
a
bill,
along
with
kelts
Manila,
to
increase
the
penalty
for
vehicles
that
are
parked
unlawfully
or
improperly
after
6:00
p.m.
ueb
spaces
that,
hopefully,
will
also
encourage.
You
know
the
vehicles
from
not
being
in
those
spaces
when,
during
the
time
from
6:00
p.m.
to
6:00
a.m.
and
so
certainly
look
for
the
administration
support
on
those
matters.
E
Thank
You
mr.
chairman,
and
thank
you
for
testimony
a
question
for
you,
dr.
pachowski
and
we
as
a
city
looked
at
the
opportunities
in
electric
vehicles
and
the
police
department,
trash,
compactors
or
sanitation
trucks,
all
the
vehicles
that
we
use
as
a
city
complete
management
and
scene.
Maybe
we
could
do
analysis
as
to
cost
how
we're
operating
now
versus
with
electric
vehicles
and
what
the
payback
is.
Because
if
we're
going
to
do
something
like
this,
it
would
be
nice
to
see
the
city
taking
the
lead
with
its
own
vehicles.
Diverting
okay.
C
A
C
A
In
the
summer
that
will
be
electric
buses,
so
I
think
we
are
going
there
and
as
technology
changes
in
and
the
batteries
last
longer,
I
think
we'll
be
able
to
do
more
and
more
this
as
we
move
forward.
So
is
there
any
other
questions
for
this
panel,
seeing
none
Chris?
Thank
you
so
much
for
your
testimony.
Thank
you
very
much.
You're
welcome.
Matt
we'd
like
to
read
the
next
panel
tom.
A
And
before
you
start
to
like
for
the
record,
we
have
your
written
testimony,
I'll
just
state
your
name
and
then
your
your
position
as
if
you,
if
your
testimony
is
real
real
long.
Maybe
if
you
could
summarize
part
of
it
to
get
to
the
main
points
and
then
we'll
try
to
wait
till
you
are
done
it
with
your
testimony
before
we
ask
questions,
that's
a
rape!
So
if
we
want
to
start
with
Tom
your
first
then
Robert
and
then
Karen.
Thank
you
good.
F
They're
from
you
thank
you,
chairman,
Squealer,
chairman
l
and
members
of
the
committee
for
inviting
me
to
testify
today
on
behalf
of
Pico,
without
regarding
the
challenges
and
opportunities
in
transportation,
electrification
for
Philadelphia,
my
name
is
Tom
Bonner
Energy,
Policy
Manager
at
Pico
and
I
worked
with
coordinated
companies,
legislative
and
regulatory
strategies
with
business
approaches
that
will
enable
us
to
meet
the
emerging
needs
of
our
customers
and
communities.
We
Pico,
we
believe
transportation.
F
Electrification,
represents
a
unique
opportunity
for
the
Philadelphia
region
to
improve
our
economy
in
our
environment,
while
delivering
a
better
quality
of
life
for
all.
But
providing
this
access
will
require
an
integrated
plan.
That
word
serves
the
needs
of
those
who
purchase
V's,
those
who
drive
conventional
vehicles
and
those
who
walk
peddle
or
ride
public
transportation
to
bring
these
benefits
to
all
of
our
neighborhoods.
This
could
be
a
challenge
because
most
DVI
owners
charge
their
vehicles
at
home
and
where
owners
have
their
own
garage,
that's
cost
effective
and
convenient.
However,
they
don't.
F
We
need
to
think
more
creatively
about
how
we
provide
charging
access,
the
increasing
focus
of
environmental
sustainability
and
the
dramatic
improvement
in
the
price,
quality
and
variety
of
vehicles.
Electric
vehicles
that
are
available
today
do
demonstrate
to
us
that
this
is
something
we
need
to
be
working
on.
There's
no
path
to
agree,
not
dramatic
greenhouse
gas
reductions
that
don't
involve
significant
transportation,
electrification,
USDOE
estimates
that
an
electric
vehicle
produces
66
percent,
less
emissions
than
a
conventional
vehicle
and
a
hybrid
vehicle.
F
It's
about
50%
for
a
hiker
plug-in
and
as
ranges
get
better
if,
as
the
numbers
for
the
hybrids
continue
to
improve
more
toward
the
electrics
electric
vehicles,
including
buses,
also
remove
ground-level
emissions
from
noise
from
our
neighborhoods,
improving
public
health
and
quality
of
life.
The
range
in
portability
of
these
cars
is
rapidly
improving.
Consumer
reports
currently
lists
twenty
three
models
of
plug-in
electric
or
all-electric
vehicles
available
for
sale
in
the
United,
States
and
easements
are
no
longer
just
small
subcompact.
They
now
include
minivans
and
small
SUVs
as
well.
F
Today's
bolts
have
arranged
53
miles
in
a
sticker
price
of
34,000
and
for
a
few
thousand
dollars
more
later
this
year
the
Volt
will
come
online
with
a
238
mile
range
for
just
a
couple
thousand
dollars
more
addition
to
that
there
are
federal
tax
incentives,
$7,500
for
heavy
purchases
in
Pennsylvania
offers
a
$1,750
rebate,
and
some
manufacturers,
including
Nissan,
are
currently
offering
an
additional
$10,000
incentive
for
customers
in
in
our
service
territory
for
Peco.
So,
while
the
initial
purchase
price
is
still
generally
higher,
you
do
need
to
take
into
consideration.
F
We
call
total
cost
of
ownership,
which
includes
fuel
savings
and
maintenance,
which
are
significantly
cheaper
for
electric
vehicle
than
a
conventionally
fueled
vehicle.
So
these
are
not
just
a
kind
of
upper
market
option
anymore,
they're
increasingly
available
to
customers
in
all
price
ranges
by
2020
they,
the
firm
that
did
this
work
for
us
Accenture
estimate
that's
going
to
grow
to
a
21
percent
favorability.
So
this
really
can
be
an
economically
good
choice
for
the
customer.
If
they
can
get
access
to
the
charging
at
Pico,
we
try
to
take
a
measured
approach.
F
We
don't
believe
in
spending
a
lot
of
public
dollars
or
ratepayer
dollars
ahead
of
the
market,
but
we
also
believe
you
have
to
plan
infrastructure
a
bit
in
advance
when
it's
going
to
be
needed,
we've
checked
our
system.
We
can
accommodate
any
reasonable,
reasonably
foreseeable
level
of
PV
adoption
without
creating
any
problems
on
our
grid.
We've
worked
with
the
DVR
PC
to
make
and
model
where
we
expect
concentrations
of
the
TV
owners
to
come
online
in
the
next
10-15
years.
I
guess.
F
F
One
long-term
Chargers
the
work
in
plays
level
two
where
folks
are
going
to
stop
for
two
to
three
hours
and
then
what
are
the
corridors
where
you
will
need
that
emergency
charging
and
the
backbone
infrastructure
that
probably
tracks
with
the
fast
charging
and
that's
the
analysis
we
need
to
do
Rob-
will
talk
a
little
bit
about
some
of
the
work.
That's
been
that
we've
done
collaboratively
with
the
DB
RPC
also
mentioned.
We've
done
work
on
educating
our
customers
about
this
opportunity.
F
We
believe
the
time
is
right
to
do
more
and
we
visit
ated
we've
watched
the
market.
We
try
to
learn
and
not
get
too
far
ahead,
but
we
see
a
lot
of
developments
that
are
important.
The
Volkswagen
settlement
is
bringing
a
hundred
eighteen
million
dollars
into
Pennsylvania.
There's
also
they've
designated
this
as
other
direct
investment
areas
where
Philadelphia's
lot
of
11
metropolitan
areas
for
an
additional
40
million
of
direct
investment
and
governor
wolf
has
launched
an
AV
infrastructure
task
force.
That
a
number
of
us
who
are
testifying
here
today
are
part
of.
F
We
were
also
very
pleased
when
the
DNC
to
collaborate
with
septa
on
their
TV
bus
demonstration
and
I
believe
they're
bringing
on
25
buses
later
this
year,
and
we
continue
to
work
with
them,
trying
to
identify
the
most
cost
effective
way
to
do
their
charging.
So,
in
order
to
get
this
right,
the
city,
other
local
governments,
transportation,
analyst
utilities
and
industry
experts
need
to
develop
an
integrative
regional
plan.
F
We've
worked
with
stakeholders
to
develop
a
legislative
proposal
that
would
require
the
state
to
set
a
goal
for
electrification
expansion
and
then
require
utilities
to
work
with
a
broad
range
of
stakeholders
to
develop
what
we
call
the
regional
frameworks.
Basically,
how
much
charging
infrastructure
will
be
needed
by
2030
and
where
it
should
be
located?
F
We
would
sponsor
these
frameworks
and
then
submit
the
required
investment
by
the
utility
where
we
leave
because
of
our
long-term
investment
horizon.
We
can
make
those
type
of
long-term
investments
to
our
public
utility
commission
for
recovery.
We're
pleased.
The
representative,
Marguerite
plan
of
Montgomery
County
has
announced
her
intention
to
introduce
legislation
based
on
this
proposal
and
we
hope
to
work
with
Council,
the
city
and
other
stakeholders
to
help
promote
it.
We
do
think
it's
the
best
way
forward
in
terms
of
VW.
F
We
think
the
four
million
dollar
direct
investment
they're,
both
approximately
four
million
dollar
direct
investment,
could
be
best
used
to
look
at
some
neighborhood
pilot
solutions
as
look
in
those
areas
that
are
most
impacted
by
the
number
of
applications
for
the
curbside
Chargers
and
then
also
those
owners
and
potential
owners
by
the
moratorium.
Let's
pilot
some
things
see
what
can
work
looking
things
like:
neighborhood
charging,
pods
or
charging
access
along
public
buildings,
parks,
schools,
etc,
where
it
may
not
have
the
same
kind
of
gut
reaction.
F
As
my
neighbor
has
one
of
these
spaces
in
front
of
his
house,
why
don't
you?
Why
can't
I
get
my
own
space?
So
if
we
put
into
a
public
neighborhood
access
point
that
may
go
over
better
longer-term
part
of
the
evie
investment
and
we
think
the
highest
opportunities
are
actually
in
some
other
areas,
such
as
the
port
airport
and
transit
charging.
F
But
we
do
think
if
you
have
a
successful
pilot
applications
with
the
original
Vita
with
the
local
BW
dollars,
you
can
look
to
use
some
of
the
national
dollars
to
begin
taking
those
to
scale
where
they're
needed.
So
in
summary,
can
we
thank
you
for
the
opportunity
here
today.
We've
really
looked
forward
to
a
long
term,
engagement
with
the
city
and
other
stakeholders
on
how
to
make
EVs
in
the
city
work,
and
we
think
that
requires
a
partnership
of
a
whole
lot
parties,
and
we
appreciate
your
leadership
and
bringing
this
issue
forward.
A
G
G
Afternoon,
I'm
Rob
Graf
I
manage
the
office
of
energy
and
climate
change
initiatives
at
the
Delaware
Valley
Regional
Planning
Commission
DB
RPC.
We
are
the
Metropolitan
Planning
Organization
for
Greater
Philadelphia,
including
Philadelphia,
and
its
eight
surrounding
counties.
It's
my
honor
to
be
invited
by
Councilman
owed
to
participate
in
today's
City
Council
Joint
Committee
hearing
before
the
Committee
on
streets
and
services
and
the
Committee
on
global
opportunities
and
creative
innovative
economies.
G
Givi
RPC
is
honored
to
have
councilman
school
designated
to
represent
the
city
of
Philadelphia
on
our
board
I'm
here
to
present
testimony
under
resolution,
16
103
9,
which
authorizes
hearing
regarding
electric
vehicle
parking
spaces
in
Philadelphia.
My
work
at
dvarka
C
is
enabled
me
and
my
colleagues
to
be
engaged
for
the
past
seven
or
eight
years
in
the
discussions
and
research
surrounding
electric
vehicles
and
electric
vehicle
charging
stations.
I've
brought
copies
today
of
our
report
ready
to
roll
southeast
in
Pennsylvania's
regional
electric
vehicle
action
plan
also
available
on
our
website.
G
They
also
serve
as
a
co-chair
of
the
charging
infrastructure
committee
of
the
Pennsylvania
electric
vehicle
coalition.
The
Tom
mentioned.
My
understanding
is
that
these
hearings
are
taking
place
to
help
City
Council,
as
it
begins
to
formulate
city
policies,
might
facilitate
to
charge
of
electric
vehicles
in
the
city
in
his
later.
G
This
research
I
will
first
provide
a
few
basic
facts
about
electric
vehicle
vehicles,
because
I
think
that's
really
important
to
have
some
understanding
of
that.
First,
then,
I
will
discuss
what
dvarka
C
has
learned
for
recent
discussions
with
officials
and
other
USC
I
will
conclude
with
a
few
recommendations.
G
It's
important
to
start
with
a
few
basic
facts
about
electric
vehicles
and
electric
vehicle
charging.
Policymakers
need
this
information
to
understand
how
best
to
develop
policies
to
address
the
needs
of
the
vehicles,
their
owners
in
the
residence
of
the
cities
to
keep
this
portion
relatively
short.
I
have
simplified
the
issues.
The
end
of
my
testimony
has
some
key
documents
that
provides
additional
detail.
The
term
plug-in
electric
vehicle
covers
a
very
wide
range
of
vehicles
that
use
an
externally
charged
onboard
battery,
an
electric
motor
or
some
or
all
of
their
power.
G
The
batteries
charged
by
plugging
the
vehicle
into
external
source
of
electricity
plug-in
vehicles
vary
widely
and
how
much
power
the
electric
motor
provides
some
plug-in
electric
vehicles
have
a
gasoline
engine
as
well
to
supplement
the
power
of
the
electric
motor
when
needed
or
to
provide
all
of
the
vehicles
power
when
the
battery
is
depleted.
These
are
called
plug-in,
hybrid,
electric
vehicles,
sub
plug-in
electric
vehicles
have
only
a
battery
and
electric
motor
and
run
only
on
electricity.
These
are
called
battery
electric
vehicles
or
all-electric
vehicles.
G
The
all
of
it
that
range,
all-electric
range
of
any
plug-in
vehicle
depends
on
the
size
of
the
battery
the
battery
costs
roughly
under
dollars
for
all-electric
mileage.
That
is
a
battery
for
vehicle.
The
range
of
2,000
miles
costs,
roughly
$2,000
manufacturers
balanced
electric
range
with
vehicle
cost
that
when
designing
their
vehicles,
the
all-electric
range
of
plug-in
hybrid
vehicles
goes
from
under
10
miles
for
early
models
of
the
plug-in
Prius
to
over
50
miles
for
the
current
Chevy
Volt.
G
However,
a
plug-in
hybrid
electric
vehicle
can
continue
to
travel
using
its
traditional
gasoline
genican
when
the
battery
is
depleted.
A
Chevy
Volt,
for
instance,
has
a
total
range
of
420
miles
with
a
full
battery
and
a
full
gas
tank.
The
range
of
an
all-electric
plug-in
all
electric
vehicles
goes
from
a
low
of
about
80
miles
per
so
called
limited
range.
G
All
electric
vehicles
to
up
to
335
miles
for
the
luxury
Tesla
Model
S,
the
Nissan
Leaf,
has
a
range
of
just
over
100
miles
elective
vehicle
to
have
several
attributes
that
make
them
highly
desirable
for
personal
transportation.
For
the
consumer
electric
vehicles
to
be
a
joy
to
drive,
they
have
high
acceleration
rates.
Dry
soothly
are
very
quiet
and
can
be
fueled
at
home
for
much
less
than
the
cost
per
mile
of
gasoline.
From
a
public
good
standpoint.
Electric
vehicles
do
not
produce
tailpipe
emissions
while
they
are
using
only
electricity.
G
They
are,
however,
responsible
for
a
certain
level
of
emissions
with
associated
with
electricity
generation.
It
should
be
noted
that
electric
vehicles,
just
like
any
car
cause
congestion,
take
up
parking
spaces
and
can
hit
people
walking
riding
bicycles
are
driving.
In
addition,
they
do
not
pay
the
state
and
federal
gasoline
taxes
that
help
pay
for
the
roads
they
use
and
for
other
transportation
needs
of
the
city.
G
A
National
Research
Council
study
from
2015
reported
that
between
97
and
98
percent
of
all
charging
by
pev
owners
takes
place
at
home
or
work.
If
these
authors
are
available,
faster
charging
times
are
possible,
but
these
require
voltage
and
power
levels
that
are
not
readily
available
in
residential
areas
require
very
expensive
charging
equipment
and
are
not
practical
to
serve
as
a
primary
way
to
charge.
G
P
V's,
although
they
may
be
appropriate
for
occasional
special
users
such
as
emergency
charging
or
charging
from
long
distance
interstate
trips,
note
for
comparison
that
a
standard
gasoline
pump
delivers
up
to
8
miles
or
up
to
10
gallons
per
minute,
equivalent
to
a
rate
of
about
15,000
miles
of
range
per
hour.
Dvr
PCs.
G
Most
recent
household
travel
survey
found
that,
on
a
typical
day,
80%
of
all
cars
in
our
region
travel
fewer
than
50
miles,
thus
driving
an
electric
vehicle
with
home
and/or
workplace
charging
is
feasible
for
many
drivers
in
our
region
for
people
who
have
dependable
place
to
park
at
home
or
work
where
they
have
access
to
electricity.
Electric
vehicles
are
easy
and
inexpensive
to
fuel.
The
situation
for
charging
electric
vehicles
is,
as
you
know,
quite
different
for
those
who
did
not
have
a
dedicated
parking
spot
in
February
2012
was
part
of
our
research
for
the
region.
G
Electric
vehicle
action
plan,
the
DVR
PC
held
what
we
called
a
garage
free
electric
vehicle
summit
where
we
brought
together
attendees
from
Baltimore
Boston,
Cambridge,
New,
York,
Greater,
Philadelphia,
Washington
DC,
as
well
as
representatives
of
EB
charging
manufacturers,
utility
industry,
car
share
industry
and
even
TV
manufacturers,
including
General
Motors,
Nissan
and
Tesla.
I,
would
suggest
that
that
write-up
of
that
summit
included
as
an
appendix
to
DVR
pcs,
electric
vehicle
action
plan
would
be
a
useful
start
for
the
city's
research
in
this
area.
G
More
recently,
DVR
PC
gathered
information
from
nine
US
cities
about
how
they
handle
electric
vehicle
charging
for
their
residents.
We
spoke
with
representatives
in
San,
Francisco,
Portland,
Oregon
and
Berkley
California
and
gathered
documents
from
Los
Angeles
San
Jose
Chicago
Pittsburgh
in
New
York
City,
with
one
exception.
None
of
these
cities
provide
or
permit
private
installation
of
Auto
Street
electric
vehicle
charging
in
residential
neighborhoods.
That
one
exception
is
Berkeley
California
at
the
beginning
of
2015,
Berkeley
started
a
three
year:
residential
curbside
electric
vehicle
charging
pilot
program.
G
This
program
permitted
residents
of
all
types
of
housing,
including
single-family
duplex
multifamily
to
in
charge
start
install
charges
at
the
curbside
Oly
in
situations
where
the
city
deemed
off
street
parking
was
not
available
or
feasible
to
build.
The
program
was
available
for
the
first
25
installations
and
covered
the
permanent
cost
for
installing
the
charger.
Prior
to
starting
the
program,
Berkeley
officials
contacted
officials
in
Philadelphia
to
learn
about
challenges
that
Philadelphia
has
had
with
its
curbside
electric
vehicle
charging
program.
G
To
avoid
problems,
Philadelphia
faced
Berkeley
chose
not
to
provide
any
signage
of
parking
limitations
with
this
patients
where
curbside
charges
are
installed
and
parking
is
not
limited
to
electric
vehicles.
Because
of
this,
those
checking
to
install
curbside
charging
only
do
so
in
situations
where
they
are
quite
confident
that
we'll
be
able
to
park
in
front
of
the
house
on
a
regular
basis.
G
Social
system
might
work
in
those
neighborhoods
of
Philadelphia
where
on
street
parking
available
city,
the
population
of
Berkeley
is
about
120,000
and
they
had
over
1100
registered
plug-in
electric
vehicles
in
2005
in
2000,
in
2015,
rather
in
2015,
the
city
of
Philadelphia,
which
population
of
over
one
and
a
half
million
had
188
plug-in
electric
vehicles,
only
71
of
which
were
all-electric.
Berkeley
is
over
two
years
into
this
program
and
has
only
had
five
residents
assault
charges.
In
addition,
city
officials
permitted
to
additional
installations
on
private
property
by
creating
off
street
parking
through
Zoning
flexibility.
G
The
current
thinking
Berkeley
is
to
not
renew
this
pilot
program.
Portland
Oregon
has
no
plans
or
desire
to
provide
public,
provide
private
electric
vehicle
curbside
spots
in
front
of
private
residences.
Portland
has
established
a
transportation
hierarchy
that
informs
all
of
the
decisions
on
transportation.
The
highest
authority
is
walking
followed
by
cycling,
transit
other
shared
vehicles,
and
only
then
by
zero
emission
vehicles
such
as
electric
vehicles.
Other
private
vehicles
have
the
lowest
priority.
Portland
does
not
want
to
implement
any
policies
that
encourage
private
automobile
use
in
the
city.
G
San
Francisco
has
a
general
policy
to
discourage
private
vehicles.
They
noted
that
elective
vehicles
have
the
same
problems
as
other
vehicles,
except
for
lower
tail
pipe
emissions.
However,
EVs
are
not
the
most
cost
effective
way
to
reduce
urban
air
pollution.
San
Francisco
has
no
mechanism
for
or
interest
in,
providing
for
honest
recharging
of
residents
electric
vehicles.
However,
these
and
other
cities
do
have
programs
to
help
make
charges
available
for
those
who
need
them.
Portland's
policy
is
the
public
charging
stations.
G
Have
you
cited
in
those
areas
of
the
city
which
are
currently
not
well
served
by
other
charging
facilities
have
low
access
to
transit
and
cycling
facilities
or
multifamily.
Buildings
are
home
to
low-income
and
other
disadvantaged
populations
and
at
workplaces.
However,
the
city
itself
has
no
plans
to
install
charging
facilities,
leaving
that
to
the
marketplace
and
general
Portland
does
not
want
any
charging
in
the
public.
Right-Of-Way
Los
Angeles
Department
of
Water
and
Power
started
a
pilot
program
in
December
2016
to
install
up
to
five
charging
stations
and
utility
poles
with
use
limited
to
four
hours.
G
The
Los
Angeles
partner,
public
works
has
installed
dozens
of
curbside
electric
vehicle
charges
using
the
electric
wiring
on
street
lights.
These
are
operated
by
charge
point
and
uses
pay
a
fee
of
about
$2
per
hour
to
use
them
other
cities
have
similar
programs
or
private
companies
offer
charging
for
a
fee
for
some
UV
owners
without
their
own
charging
stations.
These
may
serve
their
needs,
however.
They
are
generally
best
suited
for
an
occasional
user
and
evie
owner
needs
to
have
a
regular,
dependable
place
to
plug
in
either
at
work
or
home.
G
So
what
solutions
are
there
other
than
privatizing
the
public
street
for
on
street
dedicated
key
B
charging?
First
private
off
street
parking
is
available
at
a
cost
in
most
of
the
areas
of
Philadelphia.
Where
on
street
parking
is
tight,
evey
owners
could
rent
or
purchase
a
parking
space
with
sufficient
demand.
The
market
can
provide
such
spaces
with
EB
charges.
The
city
can
help
facilitate
the
permitting
installation
process
permitting
an
installation
process.
G
For
example,
the
city
can
make
changes
in
laws
and
regulations
to
facilitate
overnight
use
and
private
parking
lots
for
electric
vehicle
charging,
for
instance
a
store.
This
closed
overnight
could
per
could
be
permitted
to
install
an
electric
vehicle
charger
and
restrict
parking
to
paid
customers
who
would
be
charged
by
that
business
or
Department.
Advic
city
could
advocate
for
changes
in
the
building
code
to
require
new
buildings
to
provide
electric
vehicle
charger
ready
parking.
G
As
you
may
know,
the
VW
zero
emissions
vehicle
sediment
will
bring
about
four
million
dollars
for
electric
vehicle
charging
infrastructure
to
the
region.
I've
ordered
the
mayor's
letter
to
the
head
of
this
program
at
vws,
a
suggestion
that
they
used
some
portion
of
that
money
to
pile
up
something
for
residents
of
Philadelphia
DVR
PC
is
ready
to
assist
as
soon
as
it
works
to
address
this
challenge.
Research
question
that
merit
addressing
include
what
is
the
curt
on
and
off
street
parking
in
the
different
areas
of
Philadelphia
at
different
times
of
day.
G
What
are
the
legal
and
regulatory
barriers
for
establishing
dedicated
off
street
parking
spaces
with
EB
charges
and
different
types
of
parking
facilities
such
as
individual
spaces,
commercial,
Lots
and
government
laws
with
different
types
of
time
restrictions
and
what
cost
are
evey
owners
willing
to
pay
to
charge
their
vehicles?
If
you
have
you
take
any
questions
it
might
have,
and
thank
you
for
your
time.
Thank.
A
You
so
much
for
your
testimony.
We're
going
to
hold
the
questions
until
everybody's
done.
I
guess
miss
Karen,
if
you
like
this,
take
your
neighbor
record
then
give
your
title
procedure
your
testimony,
then
we'll
have
questions
in
a
whole
panel
before
you
started.
Take
the
recognized
counseling
green
present
at
the
hearing.
Also
thank
you.
H
This
program
was
known
as
the
e
V
project
I
worked
directly
with
the
mayor's
office
sustainability.
Throughout
the
project
there
were
22
charging
stations
that
were
placed
in
Philadelphia
throughout
the
project
Philly
car
share,
which
was
a
non
profit
operating
in
Philadelphia.
At
that
time,
arranged
the
partnerships
with
the
properties
that
were
charging
stations
were
installed.
H
H
Eco
tally
collected
our
data,
along
with
the
other
cities,
data
to
evaluate
vehicle
use
and
charging
patterns
in
a
variety
of
topographies
and
climate
conditions,
as
well
as
the
effectiveness
of
the
charging
infrastructure
deployed
under
the
e
V
project.
The
collection
and
analysis
of
this
data
was
gathered
to
support
the
expansion
of
the
EB
infrastructure
into
our
region's.
H
H
We
rolled
out
the
EB
program
with
the
introductory
low
hourly
rate
at
that
time
of
four
dollars
and
fifty
cents
per
hour,
and
we
did
end
up
keeping
that
low
rate
for
most
of
the
two-year
program
and
we
still
did
not
experience
increased
usage
or
enough
usage
to
support
the
vehicles.
We
experienced
challenges
with
members,
not
charging
the
vehicle
for
the
next
member,
as
in
car,
share
that
member
that
returns
the
vehicle
is
responsible
to
plug
it
in
to
when
the
next
member
about
there
would
be
fully
charged
for
their
trip.
H
After
the
two-year
agreement,
we
did
remove
the
electric
vehicles
from
our
fleet,
but
as
I
look
back
on
at
the
very
positive
part
of
it
is
that
the
22
charging
stations
were
granted
to
the
partners
with
us
where
they
were.
We
parked
the
vehicle
from
place.
So
we
left
with
the
22
charging
station
infrastructure
in
Philadelphia
at
the
end
of
the
project.
A
H
A
Hopefully
we
keep
there
for
now
for
you
so
you're
out
how
to
reuse
them
and
make
them
accessible
to
others.
I've.
Just
a
quick
questions
and
I'll
go
to
my
colleagues.
First
of
all,
mr.
Bonner
I'm
sure
Pico
would
be
interested
as
being
part
of
this
task
force
as
we
move
along
and
DVR
PC
to
help
fill
Adelphia
come
up
with
this.
Is
there?
Would
you
be
the
person
that
would
be
I.
A
F
Is
not
been
introduced
representative
Quinn
has
issued
was
called
the
co-sponsorship
memorandum
announcing
her
intent
to
introduce
it's
still
because
it's
fairly
novel
piece
of
wall,
that's
being
written.
A
lot
of
there's
been
a
lot
of
back
and
forth
with
the
legislators
attorneys
on
some
of
the
details.
We
expect
that
to
be
completed
any
day
now,
but
I've
been
saying
that
for
a
couple
of
months,
so
we.
A
Know
how
corrugated,
what
that
is?
Yes,
especially
in
Harrisburg
at
this
time,
I'm
sure
it's
not
always
easy
to
get
things
once
they're
introduced.
Then
they
change
again.
So
I'm
sure
there
will
be
a
lot
of
back-and-forth,
but
knowing
the
I
think
a
lot
of
the
folks,
a
bipartisan
would
be
looking
at
this
as
a
benefit
for
the
Commonwealth.
Absolutely.
F
We've
received
real
favorable
reactions
of
the
concepts
we
were
shopping
them
on
both
sides
of
the
aisle,
House
and
Senate.
What
we
tried
to
do
is
build
a
prudent
approach
where
there
be
moldable
kind
of
check,
steps
and
a
lot
of
independent
analysis
before
the
investments
would
be
made
and
really
avoid
some
of
the
problems
we've
seen
in
other
states,
where
the
initial
proposals
were
probably
too
aggressive.
I
know.
A
You
mentioned
a
dollar
figure
to
Philadelphia
would
have
available
from
the
Volkswagen
lawsuit,
but
is
there
going
to
be
I?
Guess
it
decided?
Is
there
a
certain
person
who
decides
how
the
rest
of
that
money
is
being
spent,
and
if
that
we
will
reach
that
percentage
of
money
to
be
spent
for
PV
charging
and
use
you.
F
Know
there
is
118
million
dollars
allocated
to
Pennsylvania
that
every
piece
of
information
we
have
the
Pennsylvania
DEP
will
be
the
entity
that
controls
that
it's
not
been
officially
announced.
After
that
they
have
to
submit
a
plan
to
the
federal
trustee
and
the
federal
trustee
will,
you
know
hopefully
approve
the
Pennsylvania
plan.
Then
solicitations
will
go
out
for
the
dollars.
We
don't
know.
If
those
are
going
to
be
allocated
regionally.
We
don't
know
if
they're
going
to
be
allocated
programmatically.
All
of
that
is
being
held
real
tightly
within
the
administration
and
I.
F
Think
there's
a
lot
of
speculation
about
how
that
could
go.
What
we
do
believe
is
to
the
extent
the
region
can
come
together
and
go
to
Harrisburg
and
say
this
is
an
area
of
potential.
That
would
be
how
we
would
hopefully
get
the
most
dollars
for
the
city
in
our
region.
There
is
an
opportunity
to
use
up
to
15
percent
of
those
dollars
for
passenger
vehicle
charging,
and
that's
where
you
know
we
are
not
sure
that
that
would
be.
That
would
be
our
first
use
of
those
dollars.
F
We
see
things
like
the
port
and
transit
and
supporting
their
electrification
as
the
highest
priority,
but
there
is
the
opportunity
to
take
successful
pilots
to
scale
and
I
think
it
makes
sense
to
reserve
some
of
that
money
and
potentially
up
to
the
15%
to
support
that
both
here
and
you're,
potentially
in
Pittsburgh
and
some
of
the
other
cities
around
the
state.
Well,.
A
I
say
this:
we
have
something
in
the
works
and
a
plan
in
place
and
may
make
it
easier
to
apply
with
our
surrounding
region,
because
this
is
not
just
a
philadelphia
issue.
Obviously
it's
going
to
be
an
issue
for
Philadelphia
and
the
surrounding
counties
the
automatically
correct,
and
we
have
a
better
chance
working
with
DB
RPC,
as
we
work
regionally
understanding
that
it's
better
to
have
that
regional.
Ask
yeah.
A
So
in
technology
changes
that'll
know
if
we'll
have
adapters,
they
use
different
uses
or
charging
stations,
or
you
know
is
everybody.
Gonna
have
to
be
plugged
into
the
future.
Can
you
be
five
feet
from
the
station
to
get
yards
and
all
these
other
things
that
will
come
into
play?
But
do
you
see
DVR
PC
as
a
willing
participant
in
the
task
force
to
help
guide
this
plan?
Absolutely.
G
We
are
working
with
the
University
of
California
and
Davis,
which
has
developed
some
very
useful
analysis
tools
that
we
have
been
using
with
when
we've
worked
with
Pico
and
we
believe
we're
going
to
be
getting
some
funding
from
the
National
Center
for
sustainable
transportation
to
expand
that
research
in
southeastern
Pennsylvania,
with
new
data
from
we've
already
requested
new
vehicle
registration
data
for
southeastern
Pennsylvania,
so
we'll
be
able
to
get
all.
We
have
already
got
all
the
cars
and
South
Asian
pencil
a
from
2015.
A
A
We
have
everything
perfect
before
we
start
doing
anything,
because
that
technology
changes
still
constantly
changed,
and
we
just
can't
wait
for
that,
but
knowing
what's
coming
on
looking
at
the
products
that
are
coming
online
and
how
affordable
these
new
products
will
be,
we
see
this
even
in
the
car
show
this
year
coming
and
see
the
number
of
electric
vehicles
that
we
saw
on
the
car
show.
You
know
that
electric
vehicles
are
going
to
be
pretty
well
used
in
the
city
and
we
need
to
make
sure
we
have
the
availability
to
charging
for
them.
F
Councilman,
if
I
could
add
one
thing
in
the
legislative
proposal,
one
of
the
components
of
that
is,
if
were
to
spend
utility
dollars
on
the
infrastructure.
Those
charging
stations
would
have
to
be
interoperable
and
would
have
to
be
public
access,
with
the
exception
of
if
they
were
at
a
workplace
or
if
they're
in,
like
a
multi
dwelling
unit
apartment.
But
if
it's
something
that's
intended
for
the
public,
it
has
to
be
available
to
all
and
has
to
be
on
an
interoperable
platform,
because.
G
Just
the
process
of
that
can
be
almost
as
expensive
as
the
electricity
itself
like
having
cellular
connections
or
data
connection
for
credit
cards
can
so
on
a
day
to
day
basis.
That
type
of
system
won't
work.
You
need
a
system
where
people
can
plug
in
without
having
to
try
to
make
any
transaction,
and
so
I
think.
One
of
the
things
we'll
have
to
think
about
in
this
study
is
how
to
make
that
transaction
cost
as
small
as
possible.
Hi.
A
Great
I
think
it's
hard.
You
know
when
you're
in
a
dense
urban
area,
it's
a
little
more
difficult
and
if
you're
out
there
ruler
or
everybody
could
just
add
that
charger
to
their
garage.
So
we
have
to
be
a
little
more
creative
on
how
we
put
these
things
together
and
that's
why?
Hopefully,
with
all
these
expertise
that
you
guys
have-
and
you
know,
people
who
have
seen
how
other
areas
do
it,
people
are
trying
different
a
little
more
successful
selling
tomorrow.
A
D
You
very
much
chairman
I,
just
have
a
number
of
questions
go
through
some
of
it
just
informational.
You
know
for
my
purposes,
but
but
let
me
just
start
with
this
in
terms
of
city-owned
property,
be
it
parking
lot
at
the
airport
parking
facilities,
I
understand,
at
least
from
our
last
conversations.
There
may
be
some
type
of
challenge
in
terms
of
expending
funds
to
put
in
evie
charging
stations,
because
without
some
type
of
legislation
the
city
is
not
able
to
recoup
its
costs.
Yeah.
C
F
Think
it's
a
little
shade
different
than
that
the
infrastructure
can
be
a
very
large
part
of
the
cost
of
putting
in
the
charger,
especially
when
you're
breaking
concrete.
What
we
have
been
looking
for
at
Pico
is
the
authorization
to
where
we
can
move
beyond
the
customer
meter.
Typically,
if
it's
on
the
other
side
of
the
customer's
meter,
you
would
have
to
pay
all
that
investment
and
the
cost
of
the
ability
to
recover
that
investment
would
take
a
long
time
for
a
lot
of
businesses.
F
It
would
very
unlikely,
be
in
their
financial
interest
to
host
one
of
those
charging
stations
to
the
extent
that
we
can
put
to
the
infrastructure
below
ground
in
our
utility
great
base
and
then
recover
that
over
the
very
long
period
of
time
that
utility
investments
are
recovered
under.
We
could
allow
the
host
to
just
pay
for
the
charger.
Alternatively,
in
some
locations
where
there
would
be
no
host,
who
is
willing
to
be
the
chart
to
be
the
owner
to
be
the
possibility
of
utility
own
charging
stations?
F
We've
not
made
that
decision,
whether
that's
a
business
that
we
want
to
be
in
or
not
the
Public
Utility
Commission
hasn't
made
a
decision,
whether
that's
a
business
they
want
us
in
or
not.
Our
view
now
is
to
leave
all
options
on
the
table,
what
we
do
and
if
well
we
do
more
analysis
and
get
some
more
concrete
plans
in
place
and
then
we'll
know
how
to
make
this
work.
But
right
now
we
don't
know
the
answer
so.
D
F
Legislation
we
are
making
every
effort
working
with
the
sponsors
to
hope
that
gets
enacted
this
year.
If
we
have
it
inactive
this
year,
we
have
a
clear
path
forward.
If
not,
what
it
probably
requires
us
to
do
is
go
up
to
our
public
utility,
commission
and
kind
of
see
where
the
boundaries
would
be
having
the
city
making
a
compelling
statement
that
at
least
on
a
pilot
basis,
some
of
this
investment
should
be
undertaken,
would
would
certainly
be
beneficial.
F
We
can't
give
any
guarantees
we
do
think
in
the
interim.
The
Volkswagen
dollars
allow
some
pilots
to
be
put
in
place
and
is
really
all
those
perfect
use
of
that
funding.
That's
coming
to
the
city
and
then
the
overall
Volkswagen
settlement
should
also
give
you
a
jump
start
and
that's
not
good.
That's
not
controlled
by
Volkswagen,
that's
controlled
by
the
state,
and
we
are
ready,
willing
and
able
to
work
with
all
parties
to
get
help
pull
the
region
together
to
communicate
that
to
Harrisburg
that
this
is
not
the
good
uses
of
those
dollars.
G
When
you
have
ten
percent
of
the
vehicles
or
twenty
percent
of
the
vehicles
electric,
because
that's
a
lot
of
vehicles
and
a
process
that
works
for
the
51
vehicles
that
or
whatever
it
was
that
had
the
herbicide
spots,
we
found
out
that
at
that
point
very
early
point
in
that
that
wasn't
viable
anymore
and
having
reserved
spots
for
everyone
in
the
city
will
probably
not
be
politically
viable.
I
would
imagine,
but
politics
is
your
game
right.
D
F
Had
what
rod
to
what
Rob
said,
even
if
one
year
from
now
Pico
doesn't
have
the
clear
statutory
authority
to
do
the
investment
we'll
certainly
be
able
to
do
the
investment
up
to
the
meter.
We
certainly
can
help
in
selecting
the
most
cost
effective
locations
to
you
know
to
connect
your
pilot
or
neighborhood
charging
stations,
and
if,
if
we
have
the
right
signals
and
we
can
make
decisions,
the
the
process
that's
laid
out
in
the
legislation
takes
about
18
months
to
fully
unfold.
But
you
can
start
planning
the
day.
F
D
I
think
one
of
the
challenge
that
we
have
in
creating
this
plan
is
we're
going
to
have
to
try
to
guess
the
speed
of
the
technology
curve.
So
we
are
not
building
infrastructure,
that's
outdated,
both
in
terms
of
the
the
physical
resources
and
the
culture
of
how
charging
is
being
done.
I
think
you
know
kinda.
D
As
this
moratorium
took
place,
there
were
58
charging
units
in
front
of
a
house,
and
typically
the
testimony
we
received
were
from
hybrid
owners
who
would
drive
seven
or
eight
miles
and
come
back
and
recharge
drive
and
recharge
drive
and
recharge
I've
got
to
think
that
is
outdated
type
of
technology.
As
we
look
at
how
we're
going
to
build
the
city
infrastructure
I
doubt
we
would
be
building
an
infrastructure
for
vehicles
that
constantly
need
to
be
recharged,
every
eight
or
nine
miles
or
14
or
20
miles.
D
Do
you
do
you
have
a
basis
of
trying
to,
or
do
you
have
some
type
of
foresight
into
the
technology
curve?
I
know
we
have
private
industry
here,
probably
chomping
at
the
bit
to
tell
us,
but
do
you
you
know,
on
behalf
of
government
or
on
behalf
of
car
share?
Do
you
have
some
idea
of
the
speed
of
that
technology
curve.
G
Whatever
the
technology
is,
the
biggest
challenge
and
Tom
may
feel
free
to
correct
me
on
this,
but
the
biggest
challenge
and
expense
is
getting
the
electricity
to
the
place
where
you're
going
to
install
that
actual
charge
of
technology,
an
actual
charge
of
technology
itself.
If
it
changes,
you
can
swap
out
that
$1500
goes
to
charging
device
and
replace
it
whatever
the
most
current
one
is
whatever.
G
That
is,
if
that's
some
sort
of
a
giant
capacitor
that
is
charging
over
time
to
get
electricity
quickly
into
a
vehicle
or
whether
it's
up
but
having
the
conduit
and
the
wiring
in
place,
is
really
the
greatest
expense
and
I
think
the
biggest
challenge
for
expanding
electric
vehicles.
Right
now
is
the
cost
of
the
vehicles,
and
the
low
cost
of
gasoline
is
very
there's
only
a
very
narrow
range
of
driving.
G
That
makes
economic
sense
for
someone
as
an
individual
to
choose
to
have
a
lecture
to
choose
to
have
an
electric
vehicle,
which
is
why
they're
requiring
subsidies
and
providing
so
as
a
in
order
for
them
to
become
mainstream.
You
either
need
to
charge
more
for
gasoline
or
figure
out
a
way
to
keep
the
vehicle
prices
low,
which
is
a
challenge
when
you
get
to
more
than
tenth
of
a
percent
of
the
vehicles
on
the
road,
it
becomes
a
very
different
challenge
than
introducing
a
new
product.
I.
D
H
Apologize
for
interrupting
much,
we
have
had
success
with
them
in
our
rental
fleet
and
if
a
lot
of
our
business
with
Enterprise
is
a
local
insurance
replacement,
so
somebody
has
a
higher
policy
that
lay
out
for
a
higher
amount,
they're
willing
to
get
behind
that
and
try
it
out.
So
it's
an
opportunity
that
I
know
Enterprise
is
open
to
to
help
people
get
behind
an
Eevee
to
support
that
initiative
for
people,
maybe
to
make
their
next
purchase
an
electric
vehicle.
So.
D
H
F
Thanks
to
what
we
know,
we
haven't
really
gotten
to
a
large
number
of
vehicles
that
are
reaching
the
end
of
the
life
of
their
battery.
The
battery
is
the
kind
of
definer
of
the
useful
life
of
the
vehicle.
Someone
told
me
one
time:
a
conventional
engine
has
several
hundred
moving
parts.
A
all-electric
vehicle
has
about
moving
parts
in
its
engine.
F
F
G
G
A
prop
may
not
be
worth
it,
but
it's
Tom
noted
it's
expected
by
everyone
and
I
think
the
experience
is
starting
to
show
that
the
maintenance
costs
are
very
low,
which
is
perversely,
one
of
the
challenges
for
getting
car
dealers
to
sell,
because
car
dealers
make
a
lot
of
money
off
of
their
return
visits
for
me
soon.
All.
E
G
E
E
Total
okay
I'm
asking
these
questions,
because
what
I
can
see?
What's
going
on
with
funny
yesterday,
with
uber
and
lyft
on
the
web
poll,
I
pulled
it
the
stoplight
at
17th
and
walnut
okay,
woman
knocks
on
my
window
and
says
uber
driver
I
mean
there's
so
many
going
on
that
I
wonder,
have
what
that's
doing
to
the
demand
of
rental
vehicles,
owning
cars
and
center
I
just
want
to
get
a
fuller
picture
of
how
that's
impacting
this
section.
I.
H
Can
certainly
speak
to
that
uber
lyft
has
definitely
taken
a
piece
of
the
car
share
business
for
sure.
Not
so
much
rental
rental
is
a
different
animal.
When
you're
you
need
a
vehicle
to
get
around
and
for
a
full
day
where
car
sheriff
you
just
need
a
vehicle
for
an
hour
to
you
very
easily
could
get
into
an
uber
now.
What
I
can
say
is
Enterprise
is
partnered
with
uber
actually
and
have
you
know,
hundreds
of
vehicles
in
other
markets,
where
we
actually
will
rent
vehicles
to
uber
drivers
through
an
uber
program.
H
A
There
any
other
questions
for
this
panel
and
knowing
that
again,
this
is
just
the
beginning,
so
we
have
a
few
more
panelists
to
come
up
and
then
some
written
testimony
that
was
added,
but
thank
you
so
much
for
your
testimony,
looking
forward
to
working
with
you
as
this
moves
forward
and
hopefully
have
a
plan
in
place
for
this
time
next
year.
Thank.
I
I
Well,
thank
you
for
the
opportunity
to
testify
a
pardon.
My
computer
up
here,
I
cut
out
two-thirds
of
my
remarks
in
the
interest
of
time.
I
keep
things
moving,
so
I
did
some
editing
on
the
fly
to
keep
this
a
short
and
sweet
but
happy
to
answer
any
further
questions
and
the
remainder
of
my
remarks
are
submitted
as
yes,.
I
My
testimony
in
January,
when
we
first
touched
on
this
issue,
focused
on
the
whole
Palace
of
policy
options
that
could
be
pursued
to
support
transportation,
electrification
and
today.
My
remarks
the
focus
largely
on
EB
ready
building
codes
and
why
those
are
such
a
critical
and
invaluable
tool
for
decreasing
the
barrier
for
site
hosts
of
the
V
charging
stations
to
enter
into
the
market.
I
Briefly,
charge
point
is
the
world's
largest
electric
vehicle
charging
network
in
the
world,
with
charging
solutions
for
every
charging
need
and
all
the
places
evey
drivers
go
at
home,
work
around
town
and
on
the
road
we've
got
more
than
34,000,
independently
owned
and
operated
charging
spots
and
more
than
7,000
customers.
Our
drivers
on
our
network
have
completed
more
than
23
million
charging
sessions,
saving
upwards
of
21
million
gallons
of
gasoline
and
driving
more
than
five
hundred
and
twenty-five
million
gas
free
miles.
I
Our
site
hosts
make
decisions
about
whether
to
set
fees
or
prices
for
EB
charging,
and
over
60%
of
the
charging
on
our
network
is
free.
As
I
mentioned,
we
don't
typically
own
or
operate
the
infrastructure.
We
sell
those
and
network
services
to
families,
businesses,
city
and
state
agencies
to
provide
those
services
directly
to
drivers.
This
resolution
presents
a
fantastic
opportunity
for
Philadelphia
to
really
take
the
lead
on
increasing
access
to
clean
transportation
by
lowering
the
barriers
for
IVA
charging
site
hosts
to
enter
into
the
market
to
provide
access
to
the
refueling
for
electric
vehicles.
I
Charge
points
strongly
supports
any
effort
to
increase
access
to
charging
and
we
recommend
that
decisions
to
Shay
Phoebe
charge
and
strategy
in
Philly
be
made
in
the
context
of
smart
network
of
home,
multi-unit
dwelling
workplace
and
public
facing
AV
charging
services,
with
an
increasing
variety
of
funding
opportunities
on
the
horizon.
It's
critical
for
the
city
and
for
Pennsylvania
as
a
whole
to
ensure
that
there
is
a
level
playing
field
for
the
wide
range
of
competitive
market
actors
to
support
that
increased
access
to
clean
transportation.
I
The
private
market
is
really
the
driver
of
innovative
DV
charging
products
and
services,
and
it's
essential
that
investments
that
are
made
with
public
funds
support
and
actually
don't
crowd
out
or
push
out
those
private
dollars.
We
want
to
make
sure
that
we
increase
the
value
of
the
pie
and
that
we
don't
ever
place.
Those
private
funds
with
public
ones
requiring
private
investments
is
a
critical
tool
for
ensuring
that
you
cite
charging
stations
efficiently
and
again
that
you
increase
the
total
value
of
investments.
I
Setting
rules
further
Road
on
infrastructure
investments
through
crafting
a
city
wide
edie
strategy,
which
seems
to
be
one
of
the
key
goals
of
today's
session
and
is
generally
on
the
table,
would
help
to
send
a
clear
signal
to
the
market
that
Philadelphia
supports
new
innovative
Evie
and
EB
charging
solutions
with
regard
to
e
be
ready,
building
codes
as
sustainable
policies
to
support
EB
charging
and
understanding.
Why
e
be
ready
building
codes
are
critical
in
the
first
place
requires
an
understanding
of
how
EB
drivers
charge
their
vehicles.
I
As
previous
panelists
have
stated,
most
charging
takes
place
at
home
or
at
work.
Eb
drivers
are
refueling
their
vehicles
when
they
arrive
at
their
destinations,
not
on
their
way
to
them,
and
so
because
EVs
will
largely
be
refueled
in
buildings
and
parking
lots.
It's
essential
that
we
prepare
those
sites
to
accommodate
v's,
failing
to
prepare
our
buildings
now
and
when
they're
being
constructed
will
millions
later
on,
because
retrofitting
of
building
that
is
not
EB
Reddy
is
significantly
more
expensive
than
getting
it
right.
I
The
first
time
building
codes
are
sets
of
rules
and
regulations
that
govern
govern
baseline
standards,
for
how
residential
and
commercial
buildings
are
constructed.
The
details
of
an
AV
rated
building
code
can
vary
by
region,
but
the
typical
baseline
is
that
they
would
require
new
building
constructions,
who
prepare
a
certain
proportion
of
parking
spots
for
easy
charging
to
be
installed
at
a
later
date.
Again,
not
making
the
decisions
of
what
type
of
solution
is
best,
but
decreasing
that
barrier
for
future
B
be
charging
site
hosts
to
make
that
decision
and
to
pull
in
those
private
dollars.
I
While
AV
ready
building
codes
can
help
encourage
evey
adoption,
they
don't
necessarily
require
mandating
PV
charging
stations
to
be
included
at
the
time
of
construction
when
buildings
aren't
built,
EB
rating
owners
will
need
to
engage
in
expensive
and
time-consuming
retrofitting,
adding
new
electrical
capacity
and
running
conduit
in
order
to
install
evey
charge.
This
can
take
weeks
of
additional
construction
time
and
cost
tens
of
thousands
of
dollars
per
installation
delaying
charging
availability
taking
time
away
from
other
lucrative
projects
and
compromising
people's
ability
to
drive
electric
when
they
want
to.
I
We
ran
and
I
included
in
our
written
testimony
a
case
study
on
what
the
potential
value
add
of
having
AV
rated
building
codes
in
Massachusetts
was
based
on
some
data
that
we
pulled
on
the
current
construction
outlook
and
this
site.
Installation
cost
difference
for
a
retrofit
scenario
versus
an
EB
ready
building
to
also
be
in
a
retrofit.
You'd
have
$2,100
$3,700
to
$7000
in
cost
for
installation
compared
to
for
an
AV
ready
building
about
$1,600.
I
Smart
curbside
pilots
that
ensure
equitable
access
to
not
only
the
charging
spots
but
to
the
parking
availability
and
efforts
to
provide
equitable
access
to
electrified
transportation
for
folks
who
don't
actually
own
their
own
vehicles,
such
as
public
transit
pilots,
car
sharing
and
ride
hailing
and
there
how.
There
are
examples
of
similar
pilots
in
other
parts
of
the
country
that
are
working
and
are
providing
good
lessons.
A
J
Good
afternoon
my
name
is
bill:
Whiteman
I'm,
a
senior
associate
on
Tesla's
business
development
and
government
affairs
team,
focusing
on
the
acceleration
of
IDI
infrastructure
around
the
country.
Tesla
would
like
to
thank
the
council
and
members
here
on
the
committee
today
for
the
opportunity
to
present
testimony
on
the
future
of
e
V
charging
here
in
Philadelphia
as
quick
background
Tesla
is
an
American
manufacturer
of
the
world's
most
advanced
electric
vehicles
and
battery
energy
storage
systems,
while
most
known
for
our
best-in-class
vehicles.
J
We
have
also
been
investing
in
a
global
infrastructure
network
of
evie
supercharger
stations,
known
as
superchargers,
to
make
electric
road
trips
easier
than
ever
before
later
this
year,
Tesla
will
introduce
its
newest
vehicle
to
model
three
with
a
starting
price
of
$35,000
and
at
least
200
miles
of
range
on
a
single
charge
it
as
a
bit
of
background.
The
Philadelphia
Department
program
that
was
recently
placed
on
moratorium
in
Tesla's
opinion
was
not
designed
for
long-term
sustainability.
J
Since
the
code
allowed
for
no
more
than
two
easy
parking
permits
on
the
largest
of
city
blocks,
the
number
of
total
participants
over
time
was
limited
from
the
start.
In
addition,
the
upfront
costs
associated
with
installation
created
an
impossible
hurdle
for
many
would-be
evie
drivers.
While
the
program
was
and
remains
useful
to
a
number
of
residents,
it
did
not
allow
for
the
growing
infrastructure
needs
of
the
city.
So
where
do
we
go
from
here?
J
There
are
a
number
of
actions
the
council
can
take
to
create
a
holistic
plan
for
the
robust
deployment
of
EVs
in
Philadelphia
at
a
high
level.
Planning
efforts
should
include
the
Department
of
Motor
Vehicles
city
building
officials
and
the
local
utility
to
properly
account
for
where
EVs
currently
are
and
how
to
accommodate
their
use.
In
the
future.
J
Specific
steps
include
tracking
easy
ownership
in
the
city,
developing
a
streamline,
permitting
process
for
EB
charging
hardware,
installation,
updating,
building
codes
to
promote
EDD
readiness
and
working
with
Pico
to
efficiently
promote
increased
evie
adoption
by
understanding
where
EVs
currently
are
located
within
the
city.
The
city
can
better
understand
where
to
direct
and
make
infrastructure
investments.
It
will
also
help
inform
future
planning
decisions
and
could
assist
with
the
creation
of
charging
Depot's,
as
City
planning
officials
develop
a
better
sense
for
where
EVs
are,
they
should
work
with.
J
Building
officials
to
make
sure
infrastructure
deployment
is
as
easily
or
as
easy
as
possible.
Developing
a
streamlined,
permitting
process
for
evey
Chargers
would
be
a
good
first
step.
Most
DB
charging
takes
place
on
a
level
2
system
which
operates
at
240
volts
and
is
ideal
for
home
or
workplace
charging.
Most
installations
can
be
pleaded
by
any
licensed
electrician.
In
an
afternoon.
Looking
ahead,
the
council
could
consider
updating
its
building
codes
for
new
developments
and
redevelopment
to
prepare
for
Evy
charging
station
in
filly
installation.
J
Very
recently,
San
Francisco
moved
to
require
all
new
parking,
both
residential
and
commercial,
to
be
equipped
with
the
necessary
conduit
for
futuring
future
evie
charging
needs
working
in
conjunction
with
pico
could
also
help
with
promoting
EB
adoption
and
ensure
charging
infrastructure
is
deployed
most
efficiently
across
the
country.
Utilities
are
beginning
to
identify
the
benefits
that
EVs
and
associated
hardware
deployment
can
have
on
the
distribution
system.
City
officials
can
engage
with
Pico
and
other
stakeholders
to
develop
a
program
that
is
in
the
interest
of
the
grid
and
ratepayers
alike.
J
Finally,
Philadelphia
should
not
give
up
entirely
on
its
ambitious
curbside
charging
program.
By
pursuing
a
pilot
in
this
space
that
alters
ownership
of
the
hardware,
greater
opportunities
can
be
unlocked.
Take,
for
example,
the
city
of
Amsterdam,
their
city,
managed
program,
invites
residents
to
apply
for
a
charging
solution
in
their
neighborhood
and
infrastructure
is
installed
as
the
fleet
grows.
The
city's
parking
authority
manages
deployment
and
location
while
contracted
third
parties
own
operate,
maintain
and
maintain
the
charging
hardware.
J
A
J
J
J
A
Away
install
exactly
that's
great,
that's
a
good
sign
in
them.
If
do
you
have
somebody
from
the
manufacturer
standpoint
that
would
be
willing
to
join
our
task
force
forward?
All
right,
then,
maybe
we
could,
if
you
give
that
information
to
the
chair
I
think
would
be
great
to
have
as
many
people
who
who
understand
the
need
for
this
and
then
also
obviously
there's
a
little
bit
of
personal
benefit
for
Tesla
in
this.
A
But
we
want
to
see
all
ideas
being
used
and
at
least
contemplated
as
we
move
forward
as
far
as
third-party
charging
stations,
and
sometimes
we
hear
that
the
infrastructure
necessary
to
do
that.
It
does
not
make
it
profitable
to
install
stations
and
do
you
see
working
with
Pico
if
we
have
some
infrastructure
in
place
or
using
our
building
code
to
determine
the
infrastructure
necessary?
Do
you
see
that
is
helping
their
party
charge
stations
get
involved
in
this
process?
I
think.
I
One
of
the
things
that
we've
seen
is
that
by
showing
psychos
that
they
have
ways
to
augment
their
existing
operations
or
services
with
EB
charging
as
a
new
amenity
they're
no
longer
trying
to
completely
recruit
the
investment
by
with
each
charge,
delivered
so
you're
able
to
allow
a
retail
store
and
we've
run.
Numbers
on
this
Dave
verifiably
shown
that
by
offering
edie
charging
you're
going
to
increase
dwell
time
and
bring
in
new
customers.
I
Two
out
of
three
folks
who
will
come
to
a
retail
location
and
plug
in
will
stay
at
that
location
for
over
two
hours
and
that's
based
on
the
data
on
the
24
million
charging
sessions
that
have
taken
place
on
our
network.
So
we're
able
to
make
cases
and
help
new
site
hosts
understand
that
they
can
again
augment
their
existing
business
model
to
find
a
way
to
change
the
scope
of
what
profitability
means.
I
How
do
we
increase
the
value
of
this
investment
to
a
range
of
different
site
hosts,
so
by
doing
that,
we're
able
to
bring
in
a
range
of
different
partners
who
wouldn't
otherwise
immediately
think
that
e
be
charging
would
be
the
right
approach
for
them
and
in
most
cases
there
are
strong,
strong
opportunities
for
any
kind
of
sentence.
Okay,.
E
E
E
Because
we've
had
we've
had
100,000
miles,
moved
to
Philadelphia
the
last
10
years.
In
the
last
year,
we've
had
the
highest
percentage
growth
of
Millennials
in
any
major
city
in
the
country,
based
on
that
background,
I
want
to
find
out
if
we
can
set
up
a
meeting
with
Tesla
to
consider
opening
a
plant
or
manufacturing
facility
in
a
Philadelphia.
E
J
D
In
terms
of
some
of
the
ideas
that
were
kind
of
thrown
out,
one
of
the
ideas
was
that
in
crowded
areas
like
Center
City,
where
we
have
you
know
two
hour
for
hour
parking
areas
that
some
of
those
areas
might
be
level
2
charging
sites
for
EVs
and
we
could
kind
of
strategically
place.
Some
of
those-
and
you
know
the
issue
is
always
money,
and
so
you
know,
as
we
have
talked
to
some
various
companies,
a
as
you
have
said,
are
willing
to
do.
D
Does
does
that
idea
resonate
with
you
to
think
that
works
and
what
kind
of
resources
I
know
you
just
said:
you'd
be
willing
to
give
the
city,
for
example,
as
many
Tesla
charging
stations
as
we
may
want
to
install,
but
but
you
know
what
what
exactly
is
that
you
know
had
it
had
it?
What
where
are
we
in
terms
of
public-private
partnerships?
You.
I
I'll
take
a
first
stab
at
his
offer
to
have
enough
free
spaces
I'll.
Let
him
take
that
one
on,
but
I
think
that
there's
a
lot
of
really
viable
and
interesting
opportunities
to
create
sustainable
public-private
partnerships,
not
necessarily
in
saying
give
the
city
free
services.
But
to
what
extent
can
the
city
serve
as
a
convening
authority
to
bring
together
the
right
sorts
of
folks
to
address
some
of
these
critical
problems?
I
One
of
the
programs
that
were
involved
with
in
New
York
City
that
I
mentioned
briefly,
is
a
program
that
seeks
to
address
the
challenge
of
providing
access
to
workplace
charging
in
a
dense
urban
environment
where
parking
is
at
a
premium
and
often
not
necessarily
available
so
by
bringing
together
workplaces
parking
operators.
Folks
like
charge
point
New,
York
City
was
able
to
identify
coalition's
that
could
come
together
to
chip
away
at
different
parts
of
the
problem.
J
Yeah
I
would
agree
with
that
wholeheartedly.
Every
city
is
different
and
that's
one
of
the
challenges
that
you
know
we,
as
an
industry,
face
in
increasing
access
to
easy
infrastructure.
There's
not
going
to
be
a
one-size-fits-all
solution
and,
most
importantly,
it's
having
a
willing
partner
in
every
city
we
go
to
to.
You
know
not
only
have
an
interest
in
this
but
to
to
seek
to
pursue
as
a
final
solution.
So
I
mean
number
one
engaging
with
the
parking
authority
everywhere.
J
We
go
is
step
number
one
and
finding
out
where
we
can
work
together,
who
is
willing
to
be
making
or
who
is
going
to
be
willing
to
make
an
investment.
I
can't
promise
you
anything
sitting
at
this
table
today,
but
we
are
as
a
company
exploring
every
opportunity
that
has
put
in
front
of
us
right
now
to
practice
not
so
to
speak
and.
I
One
other
again,
one
cities
solution,
isn't
the
same.
That's
going
to
work
for
another,
so
having
an
open,
continuing
dialogue
between
public
and
private
stakeholders,
it
is
extremely
valuable.
One
of
the
things
that
we're
starting
to
do
in
some
other
cities
is
identify.
You
know
if
you're
already
looking
to
electrify
fleet
services,
I
believe
councilman
Tom
mentioned.
I
You
know,
leading
by
example,
opportunities
if
the
fleet
is
already
going
to
be
electrified
and
there
are
investments
that
are
going
to
be
made,
how
do
you
start
to
bring
in
folks
again
like
the
charging
equipment
and
services,
folks,
other
private
fleets
that
could
potentially
have
access
to
that
infrastructure
at
varying
hours
of
the
day
which
you
can
achieve
with
smart
connected
network
infrastructure?
So
how
do
you
spread
those
costs
out
from
the
public
sector
to
include
private
sector
Sleeps
by
having
a
shared
operation
and
ownership
of
the
infrastructure?
K
You
mr.
chair
we've
spent
most
of
this
here
in
talking
primarily
about
electric
car
vehicles,
but
I'm
curious
about
other
type
of
electric
transportation,
bikes
or
other
type
of
vehicles.
I
know,
there's
a
I
had
a
chance
to
meet
with
a
couple
now.
Two
weeks
ago,
I
was
focusing
on
bicycles
but
I'm,
curious
from
electric
vehicles.
From
that
perspective,
I'm
a
charging
dynamic,
I
know
in
many
area
they
are
electric
bikes
that
people
are
familiar
with
and
and
I'm
considering
the
nature
of
the
city.
K
Although
we
know
cars
is
something
that
we
often
use,
but
there
are
other
types
of
transportation
concepts
and
it
was
actually
an
article
in
this
week's
Inquirer
and
Sunday
edition.
Talking
about
how
City
Philadelphia
is
so
much
about
bike
culture
and
I'm
curious
from
that
perspective,
from
a
charging,
dynamic
or
other
type
of
electric
vehicles
that
could
be
using
charging
technology
from
either
charge
point
or
Tesla.
Okay,.
I
Jim
yeah
sure
I
couldn't
agree
more
with
you.
A
councilman,
a
TV
charging
is
just
one
part
of
the
solution
of
smart
mobility
and
of
a
smart
cities
infrastructure.
There
isn't
a
one-size-fits-all
approach
when
it
comes
to
EB
charging
or
to
ensuring
access
to
clean
transportation,
be
it
you
know,
powered
by
your
shoes
or
powered
by
bikes
or
powered
by
public
transit.
I
We've
had
the
opportunity
to
partner
with
a
Pittsburgh
a
number
of
other
cities
that
participated
in
the
Smart
City
challenge
last
year
to
identify
what
is
the
full
range
of
opportunities
and
policies
that
can
be
put
into
place.
Eb
charging
is
one
of
them,
but
ensuring
that
you're
increasing
access
to
clean
mobility
solutions
and
that
that's
caked
into
planning
in
general,
be
it
electric
buses
as
septa,
is
doing
or
increasing
the
bike
opportunities.
J
J
The
electricity
is
agnostic,
it
doesn't
care
where
it's
going,
and
so,
if
we're,
if
we're
looking
at
adding
charging
to
a
particular
block
for
vehicles
and
hey
you've,
got
a
rack
of
of
I,
don't
know
what
we
call
them
in
Philadelphia
city
bikes,
bike
shares
and
we
want
to
electrifly
Electrify
that
fleet
as
well
bringing
the
powers
the
hard
part
and
oftentimes
the
you
know,
not
not
hugely
long-term,
but
it
takes
time
to
plan
and
once
you've
brought
it
in.
It's
not
easy
to.
Excuse
me.
J
J
Hard
to
say,
because
you
know,
for
instance,
if
we're
talking
about
a
fleet
of
electric
bicycles,
you
might
want
the
Chargers
to
be
on
kind
of
the
mounts
where
they
go
back
in
which
aren't
going
to
be
accessible
for
someone
who's
parking,
a
car
halfway
down
the
block-
or
even
you
know,
for
an
electric
city,
bus
somewhere
along
the
way,
I.
Think
importantly,
what
we
can
do
is
with
every
new
product
that
becomes
available.
You
know
in
the
electric
mobility
space
we
take
a
look
at
where
there
are
synergies
between
them.
K
Are
newer
company
then
looking
at
backless
charging
locations
for
especially
on
bike,
as
opposed
to
traditional,
like
we
have
indigo,
which
is
a
docking
station?
But
there
are
newer.
Companies
are
looking
at
bike,
share
concepts
without
a
docking
station,
so
that
would
be
flexible.
They
were
so
they
had
a
fleet
of
electric
vehicles
or
electric
bikes.
They
would
just
need
a
location
to
George
yeah.
I
And
again,
having
that
underlying
infrastructure
and
having
that
common
discussion,
all
at
the
same
time
ensures
that,
as
both
pointed
to
before
here,
if
you're
going
to
dig,
let's
try
to
just
dig
once,
let's
not
unduly
increase
the
cost
associated
with
installing
new
innovative
mobility
solutions
and
ensure
that,
as
we
start
to
deploy
and
incentivize
increase
access
to
infrastructure
that
it
be
aren't
connected
and
network
having
doclist
Bikeshare
system
hinges
on
knowing
where
the
bike
is,
and
a
lot
of
that
has
to
do
with
you
know.
Is
it
part
of
the
Internet
of
Things?
I
Are
we
connected?
What's
the
value
in
being
able
to
manage,
remotely
and
monitor
the
operations
and
the
maintenance
of
the
infrastructure
that
we're
deploying
and
how
do
we
make
sure
that
we're
getting
the
value
of
the
data
and
being
able
to
incentivize
the
highest
utilization,
perhaps
by
setting
price
signals
to
incentivize
folks
to
come
in
and
then
leave
once
they're
done
charging
so
again
having
these
smart
connected
resources
will,
by
definition,
create
more
opportunities
to
deliver
value
to
the
citizens
of
Philadelphia.
A
A
Knowing
that
coming
up
with
a
plan
is
not
going
to
be
easy,
but
knowing
that
we
had,
the
proper
stakeholders
involved
is
the
most
important
part
I
think
to
move
forward.
So
what
I
would
ask
you
to
do
if
anybody
who
did
testify
or
hear
before
we
can
move
on
is
just
when
you
feel
for
you
to
forward
other
ideas
that
people
who
think
should
be
involved
in
the
task
force
to
us
so
that
when
we
work
with
the
administration
to
put
this
together,
we
could
have
everybody
necessary
in
order
to
start
the
process.
A
Also,
I
went
through
for
the
record.
There
were
some
written
testimony
submitted
by
genevieve
colin
president,
electric
drive
transportation
association,
dude
that
Bardock
project
manager,
public
charging
infrastructure
city
of
amsterdam,
the
netherlands
and
susan
anderson,
director
of
port
director
of
city
of
Portland,
Oregon,
Bureau
of
planning
and
sustainability.
B
A
L
Do
you
do
thank
you
for
this
opportunity
to
speak
to
the
council.
I
am
here
to
represent
informally
and
in
a
self-appointed
fashion,
the
two
important
constituencies
which
I
have
heard
at
least
one
of
those
constituencies
met
mentioned.
I
am
a
TV
owner
and
I
am
also
a
retired
family.
Physician
I
moved
to
Philadelphia
as
my
forever
City.
Two
years
ago,
I
had
a
large
number.
L
I
had
a
number
of
reasons
for
relocating
many
of
them
personal,
but
some
of
them
were
that
I
had
heard
that
Philadelphia
was
known
to
be
a
green
city
with
a
very
advanced
and
forward-looking
perspective.
My
personal
reason,
or
one
of
my
personal
reasons
for
moving
here,
although
I
had
a
number
of
choices
involved.
The
fact
that
I
was
able
to
negotiate
with
Toll
Brothers
the
company
that
sold
me.
L
My
Center
City
condominium
availability
of
EB
charging
for
my
beloved
Chevrolet
Volt,
which
I
bought
five
years
ago
and
with
which
I
would
never
part
well
I,
would
part
with
it
by
a
model
tree
Tesla.
However,
I
don't
think
that's
going
to
happen.
So
I
came
from
California
I
expected
to
find
Philadelphia
to
be
very
advanced
in
its
easy
charging
policies
and
instead,
I,
unfortunately
found
it
to
be
somewhat
of
a
laggard,
the
city
that
I
moved
from
provided,
free
or
at
least
subsidized
EB
charging
at
all
public
venues.
L
So
I
found
that
none
of
these
or
very
very
few,
these
appear
to
exist
in
Philadelphia,
and
this,
in
fact,
I
was
surprised
about.
So
I
would
like
personally
to
see
a
change
in
a
number
of
the
policies
that
I
believe
we've
actually
heard
today
discussed
I'd
like
to
see
them
enabled,
for
my
own
personal
reasons
and
on
behalf
of
other
AV
users.
L
Certainly
it
can
come
as
a
surprise
to
no
one
that
there
are
grave
consequences
to
urban
air
pollution
and
that
internal
combustion
engines
contribute
greatly
to
urban
air
pollution
and
certainly
contribute
to
our
own
air
pollution
here
in
Philadelphia.
This
is
important.
These
issues
are
important
to
asthma
and
COPD
sufferers
in
the
short
run,
but
poor
air
quality
also
contributes
to
decreased
cardiovascular,
health
and
cancer
risk,
both
lung
cancer
and
other
kinds
of
cancer
as
well.
L
There
is
adequate
evidence
that
the
effects
are
both
long
and
short
term
and
that's
enough
cardiovascular
adverse
effects
actually
beginning
youth.
It
may
be
that
pregnancy
outcomes
are
affected
as
well
by
air
quality
in
our
urban
environment.
The
latest
published
estimate
that
I
was
able
to
find
from
the
World
Health
Organization
reported
that
in
2012
approximately
3.7
million
people
worldwide
died
from
outdoor
urban
and
rural
sources
of
air
pollution.
L
The
cause
of
deaths
was
broken
down
as
follows:
ischemic
heart
disease,
40
percent
stroke,
40
percent,
chronic
obstructive
pulmonary
disease,
11
percent
lung
cancer,
6
percent
and
acute
lower
respiratory
infections
in
children,
3
percent
I
have
heard
panelists
even
here
refer
dismissively
to
the
benefits
of
electric
vehicles
as
providing
only
reduced
tailpipe
emissions.
But
I
would
like
to
submit
that
this
may
be
one
of
the
most
important
considerations
to
Philadelphia
residents
in
the
long
run
and
to
submit
that,
though,
of
you
who
represents
Philadelphia
residents.
L
Let's
take
this
into
consideration
as
you
as
you
undergo
your
deliberations.
Does
anyone
here
think
that
the
internal
combustion
engine
will
be
the
transportation
of
the
future
I?
Certainly
don't
and
I
defy
anyone
here.
Who
does
we
need
to
begin
preparations
now
with
vigorous
support
of
EB
policies
to
shape
the
city
of
the
future?
L
Our
Philadelphia
of
the
future
I
realized
that
Center
City
locations
and
residential
areas
with
limited
parking
present
special
challenges,
but
I
am
confident
that
the
waves
can
be
found
and
constituents
convinced
that
the
City
Council
is
acting
in
the
interest
of
all
of
its
citizens
by
supporting
progressive
policies.
Thank
you
very
much.
Thank.
A
L
I
think
I'd
like
to
support
the
the
efforts
of
a
number
of
people
that
have
spoken
to
to
making
charging
facilities
at
least
EB
ready
and
available,
for
so
that
more
purchasers
would
be
enabled
to
to
buy
electric
vehicles,
we're
seeing
the
prices
come
down,
we're
actually
in
sort
of
a
magical
period,
I
believe
because
federal
subsidies
still
exist
and
federal
tax
credits
and
even
rebates
are
still
available,
but
because
a
number
of
equipment
manufacturers
are
becoming
more
aware
of
the
benefits.
A
number
of
potential
purchasers
have
a
much
wider.
L
A
choice
and
the
the
vehicles
have
actually
entered
the
price
range
where
normal
middle-class
people
can
afford
to
purchase
them.
So
I
think
that
the
the
city
ideally
will
support
those
options
and
support
those
choices.
People
aren't
going
to
stop
buying
private
vehicles,
at
least
in
the
near
future,
but
I'd
like
to
see
the
city
encourage
people
to
purchase
private
vehicles.
That
would
be
run
on
electricity.
That
and,
of
course,
solar
power
generation
as
well,
which
I
see
is
as
inseparable
understood.
L
I
hadn't
planned
to
but
Here
I
am.
My
name
is
Nino
Bravo
I've
spoken
here
today.
I
want
to
say
that
Eevee's
are
not
just
for
the
wealthy
I
own,
a
smart
electric
car.
That's
a
little
too
theater
perfect
for
City
parking.
It
takes
me
70
miles
on
a
charge
which
is
pretty
much
all
over
the
city.
Do
all
my
errands
and
I
leased
it
for
150
a
month.
L
My
fuel
costs
have
gone
from
going
to
the
gas
station
to
my
electric
bills,
which
has
halved
it
used
to
be
$800
a
year
for
my
Honda
Fit.
It's
now
about
400
dollars
a
year
on
my
electric
bill,
so
it
is
not
just
for
the
affluent
I'm
just
wanted
to
lay
that
out
there.
The
other
is.
There
was
a
question
about
a
bike
charge
I
own
the
electric
bike
shop
in
Mount
Airy.
That
was
reference.
Thank
you
and
he
bikes
charge
on
a
regular,
110
outlet.
So
pretty
much.
L
A
B
Is
the
testimony
of
Genevieve
colon
president
of
the
electric
drive
transportation
association
to
the
joint
committee
on
streets
and
services
and
global
opportunities
and
the
creative
innovative
economy
regarding
resolution?
One
six,
one:
zero:
three:
nine,
the
electric
drive
transportation
association
EDTA
is
the
cross
industry,
trade
association,
promoting
the
advancement
of
electric
drive
technology
and
electrified
transportation.
Our
members
represent
the
entire
value
chain
of
electric
drive,
including
vehicle
manufacturers,
battery
and
component
manufacturers,
utilities
and
energy
companies
and
smart
grid
and
charging
infrastructure
developers.
B
Collectively
we
are
committed
to
realizing
the
economic,
national
security
and
environmental
benefits
of
replacing
oil
with
hybrid
plug-in,
hybrid
battery
and
fuel
cell
electric
vehicles.
Oil
provides
93%
of
the
energy
used
for
transportation
in
the
United
States.
Around
one-third
of
the
oil
we
use
is
imported,
costing
our
economy
roughly
192
billion
dollars
annually,
even
with
reduced
imports.
Our
energy
and
Economic
Security
continue
to
be
threatened
by
oil
dependence.
B
Our
transportation
sector
is
filled
almost
wholly
by
a
single
commodity
whose
price
is
set
by
the
global
market
and
whose
availability
is
subject
to
significant
geopolitical
uncertainty
on
a
micro
economic
level
by
using
electricity
as
an
alternative
fuel
source.
Philadelphia
families
can
benefit
from
significant
savings
and
be
insulated
from
volatile
petroleum
fuel
prices
that
rise
and
fall
with
the
world
oil
market.
Even
when
the
price
of
the
pump
is
relatively
though
electric
electricity
costs
are
lower
and
more
stable.
B
On
average
driving
on
electricity
cost
the
equivalent
of
$1
per
gallon
of
gasoline
electric
transportation
also
provides
Public,
Health
and
Environment
benefits
by
reducing
improving,
reducing
improving
air
quality
and
reducing
greenhouse
gas
emissions.
The
Union
of
Concerned
Scientists
studied
the
total
emissions
reductions
of
electric
drive
in
every
region
of
the
country.
They
concluded
that
no
matter
where,
in
the
US
and
Evi
is
charged
and
operated,
electric
drive
vehicles
have
fewer
total
wheel
well
well
wheel.
B
Emissions
than
the
average
gasoline-powered
vehicle
sold
today
purchase
incentives,
increased
availability
of
workplace
charging,
HOV,
Lane
access
and
preferential
parking
are
examples
of
effective
policies
that
are
speeding
the
adoption
electric
transportation
in
cities
and
states
across
the
country.
We
would
recommend
that
the
City
Council's
Joint
Committee
continue
Philadelphia's
leadership
and
electrification
and
accelerate
the
achievement
of
its
economic
and
environment,
environmental
benefits
for
Philadelphia's
residents,
businesses
and
visitors.
We
thank
you
for
the
opportunity
to
submit
our
testimony
and
look
forward
to
working
with
you
to
expand
it.
B
Electric
transportation
in
Philadelphia-
and
this
is
a
memo
addressed
to
Chairman
David
O,
chairman
Mark's
quillo
members
of
the
joint
committee
from
susan
anderson,
director
of
the
city
of
Portland,
Bureau
of
planning
and
sustainability.
Thank
you
for
the
opportunity
to
provide
testimony
outlying
outlining
Portland's
electric
vehicle
strategy.
Portland
has
has
had
success
with
implementing
some
of
our
AV
work
already
and
offer
these
suggestions
as
Philadelphia
moves
forward
with
its
evie
strategy.
Portland's
climate
action
plan
includes
goals
to
reduce
local
carbon
emissions
40%
by
2030
and
80%
by
2050.
B
Transportation
is
responsible
for
40%
of
Portland's
carbon
emissions.
Shifting
fuel
sources
from
gasoline
and
diesel
to
electricity
is
a
key
strategy
to
achieving
Portland's
goals.
City
of
Portland
staff
are
working
to
encourage
people
movement
instead
of
car
movement
by
creating
a
healthy
connected
city
that
prioritizes
safe
and
convenient
walking,
biking
and
transit.
/
automobile
use,
Portland's
electric
vehicle
strategy
focuses
on
electrification
of
the
public
transit
system,
shared
vehicles
and
the
private
automobiles
that
remain
in
use.
B
Encouraging
the
use
of
electric
vehicles
is
one
of
many
strategies
the
city
is
taking
to
reduce
carbon
carbon
emissions
from
the
transportation
sector.
Portland
strategy
also
seeks
to
maximize
the
benefits
of
air
quality
and
affordability
for
low-income
residents
in
areas
of
Portland
that
are
the
most
dependent
on
private
vehicle.
Low-Income
people
and
communities
of
color
generally
live
outside
of
Portland
Central
City
and
have
less
access
to
public
transit
and
bike
lane
infrastructure.
It's
likely
that
they
drive
less
efficient
vehicles
and
drive
longer
distances
to
access,
work
and
services.
B
B
Portland
is
specifically
working
to
increase
access
to
charging
in
multifamily
buildings
and
garage
free
homes,
residents
and
multifamily
dwellings
have
significant
barriers
to
installing
electric
vehicle
charging
stations.
City
staff
are
currently
exploring
options
to
require
new,
become
construction,
multifamily
buildings
to
be
evie,
ready
in
preparation
for
the
exponential
growth
in
the
number
of
EVs
that
are
expected
to
be
in
on
the
streets
in
the
next
five
to
ten
years.
B
Portland's
staff
are
all
are
working
on
a
citywide
electric
vehicle
charging
station
citing
strategy
that
priorities
prioritizes
areas
of
town
that
do
not
already
have
existing
charging
stations
are
close
to
multi-family
housing
people
with
high
vehicle
miles.
Traveled
resigned
have
liked
that
less
access
to
frequent
public
transit
and
bike
routes
are
near
commercial,
centers
and
corridors
and
are
near
destination
areas
that
people
tend
to
drive
longer
distances
to
access.
Please
feel
free
to
reach
out
to
our
EB
policy,
lead
ingrid
fish.
B
If
you
have
liked
additional
information
or
would
like
to
further
discuss,
Portland's
electric
vehicle
strategy
and
finally,
from
the
city
of
Amsterdam,
with
an
attachment
plan.
Amsterdam
the
electricity
electric
city,
dear
chairman,
Squealer
chairman,
oh
and
members
of
the
Joint
Committee
on
streets
and
services
and
global
opportunities
and
the
creative
innovative.
B
Pursuant
to
the
aims
of
resolution
number
one,
six
one
zero,
three
nine,
the
city
of
Amsterdam
is
pleased
to
provide
plan
Amsterdam,
the
electric
city
for
the
joint
committees,
reference
no
city
in
the
world
is,
as
far
ahead
in
the
transition
to
electric
transport
as
Amsterdam
Amsterdam's.
Extensive
public
network
of
Av
charging
points
is
the
back
grafted
backbone
for
the
city's
ambitions
and
electric
transport
with
high
visibility
throughout
the
city
and
providing
guaranteed
charging
facilities
to
electric
drivers
in
the
city.
It's
crucial
to
have
an
effective
charge.
B
B
Amsterdam
was
the
first
council
in
the
Netherlands
to
solve
the
chicken
and
egg
problem
of
whether
to
promote
electric
transport
by
providing
charge
points
or
to
wait
until
there
are
actually
electric
cars
around
to
use
them.
Amsterdam
chose
not
to
wait.
On
the
contrary.
As
early
as
2009,
the
council
installed
public
charge
points
with
exclusive
parking
spaces
for
electric
cars
across
the
city.
This
created
a
snowball
effect.
The
more
charge
points
were
installed,
the
more
electric
cars
appeared
in
the
city
streets.
B
Future
owners
of
electric
vehicles
could
request
a
charge
point
near
their
home
or
apply
for
subsidies
to
build
a
charge
point
on
their
own
premises.
This
demand-driven
approach
raised
confidence
in
the
electric
revolution
leading
to
increased
numbers
of
residents
and
businesses
by
in
electric
vehicles.
The
Amsterdam
approach
became
the
blueprint
for
many
other
cities
and
then
other
Netherlands
as
well
as
abroad.
In
the
meantime,
Amsterdam
has
been
preparing
to
accommodate
charging
facilities
for
the
increasing
numbers
of
electric
vehicles
and
exploring
how
to
fit
these
in
the
public
space.
B
New
technological
developments,
such
as
battery
capacity
and
charging
times,
will
have
a
large
impact
on
future
charging
solutions.
As
Philadelphia
City
Council
discusses
possibilities
for
an
AV
charging
infrastructure,
it
is
invited
to
use
plan
Amsterdam.
The
electric
city
is
inspiration
and
an
example
of
global
best
practices.
The
city
of
Amsterdam
continues
to
successfully
encourage
adoption
of
EVs
and
it
supports
the
city
of
Philadelphia's
efforts
to
do
the
same
kind,
regards
Ted,
Bardock
project
manager,
public
charging,
infrastructure
on
behalf
of
Bart
reddleman
program
manager,
air
quality
and
electric
mobility.