HomeMy WebLinkAboutCM Electric Vehicle Strategy____________________________________________________________________________________
FOR CITY CLERK ONLY
Council Meeting: September 5, 2023
Disposition: Accepted report and provided feedback on the City of San Rafael’s Electric Vehicle
Acceleration Strategy Draft Workplan
Agenda Item No: 6.b
Meeting Date: September 5, 2023
SAN RAFAEL CITY COUNCIL AGENDA REPORT
Department: City Manager’s Office
Prepared by: Cory Bytof,
Sustainability Program Manager
City Manager Approval: ____ _____
TOPIC: ELECTRIC VEHICLE STRATEGY
SUBJECT: MARIN COUNTYWIDE ELECTRIC VEHICLE ACCELERATION STRATEGY
AND CITY OF SAN RAFAEL DRAFT WORKPLAN
RECOMMENDATION:
Accept report and provide feedback on the City of San Rafael’s Electric Vehicle Acceleration
Strategy Draft Workplan.
BACKGROUND:
Climate Change Action Plan
San Rafael’s first Climate Change Action Plan (CCAP) was developed by a 17-member Green
Ribbon Committee in 2008 and adopted by the City Council in 2009. In 2017, the City developed
a new community-based Climate Change Action Plan 2030 that built upon the original plan and
included new greenhouse gas reduction (GHG) targets and programs to achieve 40% reductions
from 1990 levels by 2030. Over 350 San Rafael residents and business representatives provided
input on the plan, which was adopted by the City Council on May 19, 2019. In 2021 the City
Council adopted a Climate Emergency Resolution committing the City to have net-zero GHG
emissions by 2045.
Every two years staff identify key priorities to work on from our Climate Change Action Plan to be
implemented during the year. The City Council Sustainability Liaison, Councilmember Llorens
Gulati, reviews and provides input on the draft workplan. Additionally, feedback is sought at the
Climate Change Action Plan quarterly community forum for review before finalizing and bringing
to the City Council. The development of an electric vehicle strategy has been a priority due to the
fact that over 60% of the City’s in-boundary GHG emissions come from the transportation sector
and over 30% of the estimated emissions reductions in the Climate Change Action Plan are
projected to come from transitioning gas-powered vehicles to zero emission vehicles, typically in
the form of electric vehicles (EVs).
Since many other jurisdictions in Marin have similar climate action plans and GHG reduction
targets, the Marin Climate and Energy Partnership (MCEP) and Transportation Authority of Marin
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 2
(TAM) saw an opportunity to develop a Countywide Electric Vehicle Acceleration Strategy that
could be utilized by all cities and towns, including San Rafael (Attachment A). City staff helped
develop and gave input on the countywide strategy throughout the process.
The work of developing and implementing an electric vehicle strategy aligns with the City
Council’s adopted fiscal year 2023-24 & 2024-25 goals and objectives. Specifically, one of the
City Council’s sustainability goals is to:
- Collaborate with Transportation Authority of Marin and other community partners to
develop an electric vehicle strategy for San Rafael, including increasing electric vehicles
and electric vehicle charging infrastructure at City facilities and in the community.
In addition, one of the City Council’s Public Asset goals is to:
- Reduce the City’s greenhouse gas emissions by transitioning, where feasible, diesel and
gasoline-powered vehicles to electric vehicles.
ANALYSIS:
The Marin Climate and Energy Partnership developed the Countywide Electric Vehicle
Acceleration Strategy over the course of two years and engaged numerous stakeholders including
city and town staff, subject matter experts, local nonprofits and community groups, sustainability
commissions, and others. The strategy provides background information to familiarize the reader
with electric vehicles and charging terminology; existing electric vehicle charging conditions and
projections; state and local legislation, policies, and actions aimed at increasing the number of
electric vehicles on the road; and barriers to widespread electric vehicle adoption. The countywide
strategy then identifies recommended actions that jurisdictions can take to address these barriers
and accelerate electric vehicle adoption by both public agencies and community members. The
countywide strategy also supports the State’s goal to require all new light-duty vehicle sales in
California to be zero emission vehicles by 2035.
Accompanying the Strategy and recommendations is a Workplan that cities and towns can
customize for use. City staff worked with the Employee Green Team, consisting of members of
several departments and met with Public Works to identify priorities for the Workplan. Sustainable
San Rafael provided input as well. This City’s Draft Workplan (Attachment B) identifies key
activities the City will undertake in the next two years with columns that describe what initiatives
are new, what the City is currently doing, the approximate staff workload level (low, medium, or
high), and which departments are involved.
Given time and resource constraints, staff focused their selection of draft workplan items based
on available resources as well as places where the City can make an impact in the most efficient
way possible. The guiding principles identified in the countywide strategy were considered as
well, which align with overall City priorities such as striving for equitable access, economic co-
benefits, and countywide collaboration. The draft workplan focuses on near-term priorities with
the understanding that future initiatives will be developed and refined to account for rapid
developments in technology, consumer demand, and innovation, as well as the ability to leverage
emerging funding opportunities.
Several items in the draft workplan such as developing a fleet replacement plan to transition the
City to zero emission vehicles can be completed in the two-year time frame. Others like
coordinating with public utilities to prepare the grid may begin in this time frame but will require a
longer time frame to be completed. In some cases, recommendations in the countywide strategy
have already been completed such as the adoption of green building reach codes requiring more
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 3
electric vehicle charger installations in new construction, which the City Council adopted in
November 2022.
There are thirty-six recommended actions in the countywide strategy, of which twenty are
represented in the City’s draft workplan. Of these twenty, nine are current City practices and
eleven are new actions the City will undertake for this workplan period. Recommended actions
from the countywide strategy not selected for this workplan period will be considered for
incorporation into the next workplan.
Staff is requesting input from the City Council about the priorities staff selected to work on for this
initial two-year draft workplan.
Next Steps
After receiving feedback from the City Council, staff will finalize the workplan, proceed with its
implementation, and regularly update the City’s Sustainability Liaison, Councilmember Llorens
Gulati.
COMMUNITY OUTREACH:
City staff and members of the Marin Climate and Energy Partnership engaged numerous
stakeholders including city and town staff, subject matter experts, local nonprofits and community
groups, sustainability commissions, and others through surveys, meetings, presentations, and
document sharing. Staff brought this item to the quarterly Climate Action Plan Community Forums
for input as well.
FISCAL IMPACT:
There is no direct fiscal impact associated with consideration of the workplan, however the
implementation of the action items listed in the strategy will require varying levels of funding. Many
of the action items can be advanced within existing resources (ex. planning, outreach, and
coordination), while others will require supplemental funding (ex. Electric vehicle charging
infrastructure and City Fleet purchases). It is anticipated that the City will pursue funding support
through grants and utility-sponsored programs, with potential General Fund support subject to
future Council approval through the budget process.
RECOMMENDED ACTION:
Accept report and provide input on the Draft City of San Rafael Electric Vehicle Acceleration
Strategy Workplan.
ATTACHMENTS:
Attachment A: Marin Countywide Electric Vehicle Acceleration Strategy
Attachment B: Draft City of San Rafael Electric Vehicle Acceleration Workplan
Marin Countywide
Electric Vehicle
Acceleration Strategy
February 2023
Increasing adoption of electric vehicles and supporting infrastructure MCEP TAM+
Marin Countywide Electric Vehicle
Acceleration Strategy
With
funding by
Developed
by
Executive Summary 2
Introduction 4
Existing Conditions 13
Barriers to EV Adoption 30
Recommended EV Acceleration Strategies and Actions 33
Resources 37
Appendix A: Work Plan Template A-1
Appendix B: Guiding Principles B-1
table of contents
List of Tables
Table 1: Zero-Emission Vehicle Types 5
Table 2: EV Charger Types 7
Table 3: Local ZEV Goals 12
Table 4: BEVs and E-bikes In Marin
Jurisdictions’ Fleets, 2021 23
Table 5: EV Chargers Installed by
Marin Jurisdictions 25
Table 6: Fees Charged by Marin
Jurisdictions 26
Table 7: Barriers to EV Adoption 31
Table 8: Strategies to Address Barriers
to EV Adoption 32
List of Figures
Figure 1: Marin Countywide Emissions
by Sector, 2020 8
Figure 2: Marin Countywide Transportation
Emissions by Vehicle Type, 2020 9
Figure 3: ZEV Registrations in Marin County 13
Figure 4: ZEVs as a Percent of Light-Duty
Vehicle Registrations by Jurisdiction 14
Figure 5: Bay Area EVs and Projected
Increase to Meet Bay Area 2050 Goal 16
Figure 6: Projected Population of Marin
EVs to Meet 35% Adoption Target 17
Figure 7: Perecent of New ZEV Registrations
Needed to Reach 35% Adoption Target vs.
State Sales Targets 18
Figure 8: Level 2 and Level 3 Chargers 21
data and tables
1
Marin Countywide EV Acceleration Strategy
Outcome Statement
for Marin County
Marin will be a thriving county where electric
vehicles (EVs) are integrated with other options in
a healthy, sustainable, and equitable transportation
system. Marin jurisdictions will support a holistic
approach to reducing and ultimately eliminating
the use of fossil fuel-powered cars by residents,
visitors, businesses, and organizations, and will
encourage biking, micromobility, walking, shared
transportation, and transit use and reduced
dependence on the automobile. Marin jurisdictions
will support programs that facilitate a transition
toward EVs and ensure information is widely
available about EV benefits, models, affordability,
rebate and incentive opportunities, and associated
infrastructure. Permitting and regulatory
processes will be efficient and transparent, and
charging infrastructure and parking will be
abundant, highly visible, accessible, and available
to all. Marin’s local governments will lead the way,
building and supporting a safe and well-connected
bicycle, pedestrian, and transit network and
encouraging alternative modes of transportation
while transforming their public fleet to all-electric
and providing EV chargers at public parking lots.
A Guide to Using this Strategy
This Strategy is intended to inform and support
jurisdiction staff within Marin County to implement
local Climate Action Plans, specifically in relation to
accelerating the adoption of EVs in their respective
communities.
The following sections are included:
The Executive Summary provides decision-makers
with a list of key actions that advance the community’s
readiness to adopt clean, EV technology.
The Introduction orients the reader to the goals and
guiding principles of this Strategy and why Marin cities,
towns, and the County encourage the adoption of EVs
within the context of state, regional, and local green-
house gas emission reduction goals and plans. This
section also contains definitions pertinent to
zero-emission vehicles and infrastructure.
The Existing Conditions section discusses both
existing and projected numbers of EVs and EV chargers
in the community and at the local government level, as
well as building codes that require installation of EV
infrastructure.
The Barriers to Adoption section identifies existing
barriers to the widespread adoption of EVs.
The Recommended EV Acceleration Strategies and
Actions section identifies strategies and recommended
actions to overcome barriers and accelerate EV
adoption in Marin.
EVs vs. ZEVs
This Strategy uses the term “electric
vehicles” or “EVs” in reference to both fully
electric vehicles and plug-in hybrid vehi-
cles that have a battery and an internal
combustion engine and can run solely on
the battery for limited mileage. The term
“zero emission vehicles” or “ZEVs” refers
to these electric vehicles as well as fuel
cell electric vehicles that run on hydrogen.
There are very few fuel cell vehicles in
Marin County. While this Strategy focuses
on EVs, it recognizes that fuel cell vehicles
may play a larger role in the future.
2
Marin Countywide EV Acceleration Strategy
Executive Summary
By the end of 2021, Marin County was home to more
than 12,360 zero-emission vehicles (ZEVs), over 930
public and shared private chargers (not including
home chargers), and a growing number of electric
bicycles and scooters, positioning the county as a
leader in EV adoption in California and the United
States. Citizens and local leaders recognize the
urgent need for much higher electric vehicle adop-
tion rates, in tandem with greater use of all forms of
low-carbon transportation, if Marin’s communities
are to meet the long-term greenhouse gas reduc-
tion goals established in their local Climate Action
Plans. The transportation sector currently contrib-
utes more than half of countywide greenhouse gas
emissions, and light-duty vehicles represent 80%
of those emissions. Success will not be possible
without a transformative shift to EVs, which cur-
rently make up less than 6% of all light duty vehicles
registered in the County.
Marin’s local governments have incorporated the
acceleration of EV adoption into their Climate Ac-
tion Plans and are taking steps to integrate EVs into
their fleets and facilitate EV adoption by the public.
This Strategy lays the path forward to accelerate
the use of EVs by both public agencies and commu-
nity members.
The Strategy provides background information to
familiarize the reader with EVs and EV charging
terminology; existing EV and EV charging conditions
and projections; state and local legislation, policies,
and actions aimed at increasing the number of EVs
on the road; and barriers to widespread EV adop-
tion. The Strategy then identifies strategies and
recommended actions that jurisdictions can take to
address these barriers
Key actions include:
Adopting a reach code that requires EV charging equip-
ment installation for multi-family and non-residential
developments above State building code requirements.
The number of required ‘EV Ready’ spaces and char-
gers should support local EV targets.
Facilitating the proliferation of EV charging stations
in local shopping centers, large workplaces, and on
well-traveled corridors by removing permitting obsta-
cles, such as parking minimums or sign ordinances.
Encouraging community members to drive EVs through
awareness campaigns across multiple media platforms
and outlets, public outreach, and events.
Addressing perceived and real barriers to adoption.
Ensuring equitable access to programs and outreach
that includes all income levels and communities of color.
3
Marin Countywide EV Acceleration Strategy
Participating in regional and coordinated local procure-
ment efforts, outreach campaigns, and planning efforts.
Piloting cutting-edge EV solutions that showcase new
technologies and have the potential to accelerate EV
adoption.
Advocating for and supporting regional, state, and
federal legislation, policies, and funding to incentivize
and facilitate the widespread availability of EVs and EV
charging.
Committing to achieving a 100% ZEV public agency
fleet as technology improves and special-duty vehicles
become available. Maintaining a pipeline of priority EV
fleet conversions and regularly updating this list.
Committing to expanding the availability of EV chargers
on municipality-owned land and exploring partnerships
with third-party vendors to reduce installation costs.
3
Belvedere, California
4
Marin Countywide EV Acceleration Strategy
Introduction
Goal of the Strategy
The goal of this Strategy is to help Marin communi-
ties reduce greenhouse gas (GHG) emissions, lower
vehicle operating and fuel costs, and improve air
quality by encouraging the use of electric vehicles
(EVs) in lieu of driving fossil fuel-powered vehicles
and transforming municipal fleets to EVs. Fueling
vehicles in Marin offers the potential to use 100%
renewable electricity, an environmentally responsi-
ble fuel source. The widespread adoption of EVs by
2030 is a critical component of meeting individual
jurisdictions’ Climate Action Plan (CAP) goals and
is an important step in achieving meaningful green-
house gas reductions. The Strategy also supports
the State’s goal to require all new light-duty vehicle
sales in California to be ZEVs by 2035.
Origins of the Strategy
The content of the Strategy, its guiding principles,
and recommended actions, are the result of the
planning process undertaken by the Marin Climate
and Energy Partnership (MCEP), which is comprised
of the eleven cities and towns of Marin, the County
of Marin, MCE, the Transportation Authority of Marin,
and the Marin Municipal Water District. Established
in 2007, MCEP works to efficiently and cost-effec-
tively implement mutual programs outlined in each
agency’s CAP. Funding for the Strategy was provid-
ed by the Transportation Authority of Marin through
its Alternative Fuels Program.
Zero-Emission Vehicle Types
The State of California identifies three types of
electric vehicles as Zero-Emission Vehicles, or
ZEVs, as shown in Table 1 [1] In Marin County, most
ZEVs are battery electric vehicles (BEVs), compris-
ing two-thirds of the 12,369 ZEVs registered with
the California Department of Motor Vehicles (DMV)
in Marin County by the end of 2021. Plug-in hybrid
electric vehicles (PHEVs) represent about one-third
of all ZEVs, and there were 56 fuel cell electric ve-
hicles (FCEVs) registered in Marin County in 2021.
This Strategy uses the term electric vehicle (EV) to
describe a BEV or PHEV.
[1]
California Energy Commission (2021),
https://www.energy.ca.gov/data-reports/
energy-insights/zero-emission-vehi-
cle-and-charger-statistics. Although plug-in
hybrid electric vehicles (PHEVs) have an
internal combustion engine and use fossil
fuels, the state includes them as zero-emis-
sion vehicles. This Strategy similarly in-
cludes PHEVs as zero-emission vehicles.
5
Marin Countywide EV Acceleration Strategy
The term “Zero-Emission Vehicle” refers to emis-
sions created from energy used to power the vehicle
and does not include emissions generated over the
course of the vehicle’s life cycle, including mining,
manufacturing, and disposal. Despite these “embod-
ied” or “life cycle” emissions, studies show that ZEVs
have lower greenhouse gases over the course of
their lifecycles than fossil fuel vehicles. [2] However,
the embodied emissions can vary significantly
TABLE 1: Zero-Emission Vehicle Types
Vehicle Type Abbreviation
Battery Electric Vehicle BEV Nissan Leaf
Plug-In Hybrid Electric Vehicle PHEV Ford Escape
Fuel Cell Electric Vehicle FCEV Toyota Mirai
Electric bikes and scooters e-bike and
e-scooter Trek e-bike
Description Example
Runs fully on electricity (no internal combustion engine.)
Can operate on electricity alone but once the electric
driving range is depleted, the internal combustion engine
extends the driving range.
Powered by hydrogen, which is converted to electricity
in the fuel cell. Produces no tailpipe emissions, just water
vapor and warm air.
Electric bikes and scooters are charged by plugging
into a standard 110 outlet, and most are fully charged
after 4 hours.
between different ZEV models, typically based on
the size and weight of the vehicle and of the battery.
In addition to supporting the accelerated adoption
of electric light, medium, and heavy-duty vehicles,
this Strategy also supports the widespread use of
electric bikes, scooters, and motorcycles.
[2]
Georg Bieker, “A Global Comparison of the
Life-cycle Greenhouse Gas Emissions of
Combustion Engine and Electric Passenger
Cars,” July 2021.
6
Marin Countywide EV Acceleration Strategy
Charging Infrastructure
Electric Vehicle Supply Equipment (EVSE) is avail-
able at three different power levels (Level 1, 2, and
3). Typical charging rates, applications, and instal-
lation for each type of charger are shown in Table
2. Fuel cell EVs charge at a dedicated hydrogen
fueling station. Currently, there is one station lo-
cated on Redwood Boulevard in Strawberry, which
provides 67% fossil fuel-derived hydrogen and 33%
renewable hydrogen. [3]
[3]
Currently, most hydrogen is produced from
natural gas. Electricity can also be used to
generate hydrogen through the process of
electrolysis. Renewable hydrogen is pro-
duced from electricity that comes from re-
newable resources like solar, wind, geother-
mal, biomass, and small-scale hydropower.
For more information, see https://www.
energy.gov/eere/fuelcells/hydrogen-pro-
duction-electrolysis.Marin Civic Center, San Rafael
7
Marin Countywide EV Acceleration Strategy
TABLE 2: EV Charger Types
Type Miles /
Charge Time
Level 1 ≈5 miles per hour of charging
≈25 miles per hour of charging for an e-bike
Level 2 ≈25 miles per hour of charging
Level 3 15 to 45 minutes for an 80% charge
Typical Applications Equipment and
Installation Costs [4]Example
Home, workplace, hotels, ferry
terminals, and park and ride lots.
$0 (existing outlet)
$Variable (commercial/ public station)
$1,000-$2,000 (residential station)
$5,000 - $15,000 (commercial/ public
station)
$50,000+ (commercial station)
Home, workplace, shopping centers,
public parking lots
Fast fueling at shopping centers,
grocery stores, rest stops, and near
restaurants and services
[4]
Installation costs vary due to the need to up-
grade electrical panels and/or capacity and
the need to trench and/or install conduit
from the power source to the charger.
8
Marin Countywide EV Acceleration Strategy
Transportation Emissions
Each year, MCEP prepares communitywide GHG
emissions inventories for every Marin jurisdic-
tion. Emissions are categorized according to eight
sectors: Built Environment – Electricity; Built Envi-
ronment – Natural Gas; Transportation; Off-Road
Vehicles and Equipment; Waste; Water; Wastewater;
and Agriculture.
The Transportation sector includes more than half
of all communitywide emissions in Marin County
(Figure 1), and is influenced by a wide range of fac-
tors, including vehicle ownership, land use, neigh-
borhood design, housing availability and affordabil-
ity, fleet composition, and vehicle speeds. This is
true for all the individual towns and cities in Marin
except Belvedere and Ross, where the Built Envi-
ronment – Natural Gas sector leads, and the County
of Marin, where the Agriculture sector is the largest
source of emissions. The inventory represented In
Figure 1 shows emissions in 2020, the latest year
data for all eight sectors is available.
The Transportation sector includes tailpipe emis-
sions from passenger vehicle trips originating and/
or ending in Marin, as well as tailpipe emissions
generated by medium and heavy-duty vehicles and
buses traveling on Marin County roads. The sector
FIGURE 1: Marin Countywide Emissions by Sector, 2020
Source: MCEP
9
Marin Countywide EV Acceleration Strategy
includes emissions from Marin Transit and Golden
Gate Transit buses and the SMART train as these
vehicles travel within Marin County and half of the
emissions generated by Golden Gate ferries for
trips that serve Marin ferry terminals. As shown
in Figure 2, passenger vehicles represent 80% of
transportation emissions, while commercial vehicles
account for 19% of emissions, and public transpor-
tation just 1%.
Emissions from electricity used by EVs are embed-
ded in the Built Environment – Electricity sector and
vary according to the power content of electricity
and, for plug-in hybrid vehicles, the number of miles
driven using the vehicle’s electric battery. While
the electricity supplied in Marin County is some of
the cleanest electricity in the nation, the only way to
ensure that an EV is not generating emissions is to
charge with MCE Deep Green electricity or a com-
parable 100% renewable electricity product such
as PG&E 100% Solar, in addition to charging when
there is ample renewable electricity on the grid, or
using electricity being produced or stored on-site
via a solar array and battery storage.
FIGURE 2: Marin Countywide Transportation
Emissions by Vehicle Type, 2020
Source: MCEP
10
Marin Countywide EV Acceleration Strategy
State and Regional ZEV Goals,
Legislation, and Plans
The State of California has adopted legislation to
reduce statewide emissions 40% below 1990 levels
by 2030 (Senate Bill 32) and has set longer term
goals to reduce emissions 85% below 1990 levels
and achieve carbon neutrality by 2045 (Assembly
Bill 1279).
To meet these goals, significant reductions in pas-
senger vehicle travel through the use of walking,
biking, public transportation, and shared trans-
portation, along with wide-scale adoption of EVs,
including e-bikes, and electrification of all types of
transportation are required.
The State uses various regulations to reduce trans-
portation emissions including increases in fuel
economy standards, promotion of alternatives to
vehicles with internal combustion engines (ICEs),
and reduction in vehicle miles traveled (VMT) in
passenger vehicles.
With the passage of SB 375, California established
a planning process that coordinates land use plan-
ning, transportation plans, and air quality plans to
support meeting its GHG reduction goals. One of
the state’s priorities is to reduce VMT by encourag-
ing the co-location of housing, jobs, services, and
education so that people rely less on personal cars
and trucks and more on transit, biking, walking, and
micromobility options. Regional long-range trans-
portation plans are required to reduce VMT to meet
mandated GHG reductions and focus on the interre-
lated elements of housing, the economy, transporta-
tion, and the environment.
Plan Bay Area 2050 is the Bay Area’s regional trans-
portation plan/Sustainable Communities Strategy
and is required to meet a 19% reduction in GHG
emissions. The plan identifies policies and invest-
ments over the next three decades to shape how
Bay Area residents get around and to support land
use policies that support multimodal transportation
options. The transportation strategies outlined in
Plan Bay Area 2050 maintain and optimize the ex-
isting transportation system, while creating healthy
and safe streets and building a next-generation
transit network.
SB 743 introduced changes to how transporta-
tion impacts are measured through the California
Environmental Quality Act (CEQA), requiring new
developments to reduce VMT by 15% per capita,
reflecting the impact of land use decisions on the
transportation system.
Micromobility
Micromibility refers to forms of transporta-
tion, human-powered or electric, that can
occpy space alonside bicycles. It in-
cludes electric scooters and skateboards,
docked and dockless shared bikes, and
other forms of small, ligthweight devices
operating at speed typically below 20 mph.
Micromobility devices do not have an
internal combustion engine.
11
Marin Countywide EV Acceleration Strategy
In addition to changes in mobility, the State has in-
troduced the Low Carbon Fuel Standard, designed to
reduce the carbon intensity of transportation fuels
in California, and the Advanced Clean Cars Program
establishes fuel efficiency standards that require
automobile manufacturers to produce a certain
number of ZEVs each year based on the total num-
ber of cars sold in California by the manufacturer.
The State has also set specific targets for ZEV
adoption. In January 2018, Governor Brown signed
Executive Order B-48-18, setting a target of 250,000
electric vehicle chargers and 200 hydrogen fueling
stations installed to support 1.5 million ZEVs on
California roads by 2025, with a longer-term goal of
5 million ZEVs by 2030.
In September 2020, Governor Newsom issued Ex-
ecutive Order N-79-20, setting the following ZEV
targets for California:
100% percent of in-state sales of new passenger cars
and light-duty trucks to be ZEVs by 2035,
100% of medium- and heavy-duty vehicles operating in
the State to be ZEVs by 2045 where feasible, and
100% zero-emission off-road vehicles and equipment
operations by 2035, where feasible.
The California Governor’s Office of Business and
Economic Development’s California Zero-Emission
Vehicle Development Strategy (February 2021)
presents a high-level roadmap to achieve these
ambitious targets. The Strategy is centered on four
market pillars – vehicles, infrastructure, end us-
ers, and workforce – and identifies the roles and
responsibilities of each public and private market
player. The Strategy identifies local governments’
roles in permitting, code development and adoption,
municipal fleets, planning (e.g., Climate Action Plans
and EV Readiness Plans), directional charging sig-
nage, and vehicle and infrastructure incentives.
Regionally, the Bay Area Air Quality Management
District (“Air District”) has set a target for 1.5 million
ZEVs in the Bay Area by 2030 (equivalent to 27%
of the 2020 registered vehicle population) and for
90% of vehicles in the Bay Area to be zero emissions
by 2050. The Air District released a draft Bay Area
Electric Vehicle Acceleration Plan in March 2021 that
encourages local governments to enact EV ready
reach codes by 2030, adopt EV charging station
permitting and streamlining procedures and pol-
icies by 2022, and prioritize and empower low-in-
come and communities of color that are dispro-
portionately impacted by air pollution and climate
change. The Air District’s Plan details 23 specific
actions that local governments can take. These
12
Marin Countywide EV Acceleration Strategy
actions were considered in the development of this
Strategy, along with the eleven local government
strategies identified in the California Zero-Emission
Vehicle Development Strategy discussed above.
Local Climate Action Plan Goals
and Targets for ZEVs
The eleven cities and towns in Marin and the County
of Marin have adopted Climate Action Plans that set
long-term targets to reduce emissions within the
communities they serve. Currently, ten of the twelve
jurisdictions have adopted ZEV targets for the per-
centage of passenger vehicles registered in Marin
County in their updated CAPs (Table 3) [5] . Meeting
these ZEV targets is critical to achieving their over-
all GHG reduction goals for 2030.
TABLE 3: Local ZEV Goals
Jurisdiction
City of Belvedere
Town of Fairfax
City of Larkspur
County of Marin
GHG Reduction
Goal for 2030
ZEV registrations as % of
total passenger vehicle
registration by 2030
40% below 1990 level 35%
25%
100%
35%
45%
25%*
35%
25%
30%
45%
40% below 1990 level
Zero emissions
40% below 1990 level
40% below 1990 level (mitigation only)
45% below 1990 level
47% below 1990 level
40% below 1990 level
40% below 1990 level
50% below 1990 level
Town of
Corte Madera
Town of
San Anselmo
City of
Mill Valley
City of San Rafael
City of Sausalito
Town of Tiburon
[5]
Consistent with the way emissions reduc-
tions are calculated, this target applies to
Marin-registered vehicles and trips that
start and/or end within the jurisdiction.
*The Town of San Anselmo has also adopted a local target of 3,000
ZEVs registered in San Anselmo by 2030.
13
Marin Countywide EV Acceleration Strategy
Existing Conditions
ZEV Adoption and Sales
While California’s ZEV goals are a huge challenge,
they also offer an excellent opportunity. ZEVs were
California’s number one export in 2020[6] and
approximately 43% of all ZEVs in the US are sold in
California. [7] With over 70,000 shared EV chargers
and 45 hydrogen fueling stations, California is the
country’s leader in ZEV infrastructure.
California DMV registration data shows that Marin
had 12,369 ZEVs by end of 2021, representing 5.8%
of the county’s light-duty vehicles (Figure 3). Of all
counties in California, Marin County has one of the
highest rates of adoption, second only to Santa
Clara County at 6.0%. Within Marin County, ZEV reg-
istration rates range from a high of 10.5% for Ross
to a low of 4.0% for Novato (Figure 4).
In 2021, BEVs accounted for 66% of all ZEVs regis-
tered in Marin County, PHEVs made up nearly 34%,
and FCEVs less than 1%. Across the state, ZEVs
made up 10.7% of new car sales in Q1-Q2 2021,
with Tesla accounting for 47% of ZEV sales and the
Model Y being the most popular EV. Auto manufac-
turers are currently producing 35 BEV models and
38 PHEV models, although availability has been
[6]
United States Census Bureau, “State Ex-
ports from California,” https://www.census.
gov/foreign-trade/statistics/state/data/
ca.html, accessed August 18, 2021.
[7]
VELOZ, https://www.veloz.org/ev-market-re-
port/, accessed August 18, 2021.
FIGURE 3: ZEV Registrations in Marin County
Source: MCEP
14
Marin Countywide EV Acceleration Strategy
[8]
Drive Clean Bay Area, https://drivecleanba-
yarea.org/electric-vehicle-makes-and-mod-
els/, accessed 1/11/22.
FIGURE 4: ZEVs as a Percent of Light-Duty Vehicle Registrations by
Jurisdiction by end of 2021
Source: California Energy Commission, Zero Emission Vehicle and Infrastructure
Statistics. Note: Data is by zip code and includes unincorporated areas. Belvedere
and Tiburon are under one zip code.
limited for many models.[8] The emergence of new
EV models at lower price points, in addition to the
inclusion of popular models such as the Ford F-150
pickup truck, present an opportunity for increased
conversion. Many automobile manufacturers have
also announced plans to phase out and ultimately
stop producing internal combustion engine vehi-
cles, some as early as 2025.
It is important to note that EV adoption is signifi-
cantly higher among Marin’s more affluent com-
munities and increasing equitable access to EV
programs for lower-income communities in Marin
County is a founding principle of this Strategy.
15
Marin Countywide EV Acceleration Strategy
While quantitative data does not exist, empirical
data suggests that e-bikes and e-scooter adoption
is rapidly growing throughout Marin, and they are
providing an efficient and credible alternative for
many local errands and commutes. Because 57% of
daily trip lengths are 5 miles or less in Marin County
(and another 20% between 5 and 10 miles), [9] and
because the starting cost of an e-bike is around
$1,000, e-bikes can eliminate greenhouse gas emis-
sions for local trips in a way that is more affordable
and accessible for people and families who are not
yet able to access EVs. A study by the Transpor-
tation Authority of Marin in 2020, Electric Bicycles
in Marin, provides a comprehensive overview of
the benefits and challenges to e-bike use, the role
e-bikes can play as part of the transportation sys-
tem in Marin County, and what public agencies and
private entities can do to encourage their use.
EV Market Projections
For the past seven years, BloombergNEF has pro-
duced a Long-Term Electric Vehicle Outlook analysis.
2021 marked the first year the company forecasted
a major increase in its EV adoption outlook, driven
by rising policy support around the globe, increased
commitments from automobile manufacturers, new
battery technologies and lower expected costs,
accelerated investment in infrastructure, and rising
consumer adoption. In its 2022 report, the com-
pany projects 23% of new passenger vehicle sales
globally will be EVs in 2025, with three-quarters of
those sales for BEVs. In that year, approximately
6% of the global passenger vehicle fleet will be EVs.
BloombergNEF also asserts that internal combus-
tion engine (ICE) passenger vehicle sales reached
their peak in 2017 and now are in “permanent
decline.” [10] Unsubsidized price parity between ICE
vehicles will be achieved by the late 2020s for most
passenger and commercial end uses. The 2022
report also acknowledges, as one of its five key
thematic highlights, the importance of reshaping
mobility demand through modal shifts and names
the public sector as uniquely positioned to drive
demand reductions: “Governments should prioritize
investments in these areas, many of which also have
concurrent health benefits.” [11]
In California, the Bay Area Air Quality Management
District has developed two potential pathways to
reaching its 2050 goal of EVs accounting for 90% of
the fleet (or roughly 5 million EVs). Figure 5 shows
historic share of EVs in the Bay Area based on DMV
data through 2019, then charts two different tra-
jectories (i.e., traditional and expedited) to reaching
the 2050 goal. The projections assume EVs achieve
cost parity with ICE vehicles in 2024, resulting in
varying degrees of impact based on the projection
[9]
Fehr & Pehrs, “TAM Origin and Destination
Report,” April 3, 2018.
[10]
BloombergNEF, Electric Vehicle Outlook
2022 Executive Summary.
[11]
Ibid.
16
Marin Countywide EV Acceleration Strategy
trajectory. The traditional trajectory assumes eco-
nomic stagnation and only a slight uptick in new
EV sales as range anxiety continues to be a large
barrier to adoption, and the expedited trajectory
assumes consumer demand increases as price
outweighs range anxiety. The graph also considers
the enactment of a ban on new ICE vehicle sales in
2035, as outlined in Executive Order N-79-20. While
these projections use estimates for the actual EV
share increases, they show two different paths the
Bay Area EV market might take to 2050.
FIGURE 5: Bay Area EVs and Projected Increase
to Meet Bay Area 2050 Goal
Source: Bay Area Air Quality District, Bay Area Electric Vehicle Acceleration Plan.
17
Marin Countywide EV Acceleration Strategy
In Marin County, ZEV registrations will need to
increase 14% annually to reach a ZEV penetration
rate that is 25% of all passenger vehicles registered
in Marin by 2030; an annual growth rate of 27% is
needed to achieve a 45% adoption rate. Between
2019 and 2021, annual EV growth rates have aver-
aged 21%. Assuming Marin can sustain a 21% EV
growth rate, 35% of Marin’s light-duty vehicle popu-
lation will be ZEVs in 2030, as shown in Figure 6.
FIGURE 6: Projected Population of Marin EV’s to Meet
35% Adoption Target
18
Marin Countywide EV Acceleration Strategy
FIGURE 7: Percent of New ZEV Registrations Needed
to Reach 35% Adoption Target vs. State Sales Target
Figure 7 shows the percent of new ZEV registra-
tions in Marin needed to achieve a 35% adoption
rate in 2030. This is compared to Statewide targets
for new ZEV sales. The Advanced Clean Cars II rule
establishes a year-by-year roadmap so that by 2035
100% of new cars and light trucks sold in California
will be ZEVs. The regulation realizes and codifies
the light-duty vehicle goals set out in Governor
Newsom’s Executive Order N-79-20, and estab-
lishes an increasing number of ZEVs beginning in
model year 2026. Sales of new ZEVs will start with
35% that year, build to 68% in 2030, and reach 100%
in 2035. The 2021 data point reflects actual sales,
and the 2022-2025 data points are interpolated.
This analysis suggests that ambitious targets are
achievable but will most likely require concerted
and coordinated efforts among local governments,
public agencies, and community partners, as well as
a continuing expansion of EV programs and infra-
structure that address existing barriers to wide-
spread EV adoption.
19
Marin Countywide EV Acceleration Strategy
EV Charging Infrastructure
The California Energy Commission (CEC) tracks the
number of public and shared private EV chargers
in California counties. Public chargers are locat-
ed at parking spaces available and accessible to
the public. Shared chargers are located at parking
spaces designated by a property owner or lessee
to be available to employees, tenants, visitors, and
residents, such as workplaces and shared parking
at multifamily buildings.
According to CEC statistics, there were 739 public
and shared private EV chargers in Marin as of Jan-
uary 2022. The majority of these are Level 2 char-
gers, representing 88% (or 650) of the total number
of chargers. In addition, there were 88 Level 3 char-
gers and one Level 1 charger. Approximately 75% of
the chargers were public, and 25% were shared pri-
vate chargers. This data does not include private EV
chargers installed in single family homes. Although
the Marin jurisdictions do not track this data in a
manner that allows robust analysis and aggrega-
tion, anecdotal evidence from Building Department
staff indicates that private EV charging installation
has been increasing rapidly. The number of private
Novato City Hall
20
Marin Countywide EV Acceleration Strategy
[12]
Hauke Engel, Russell Hensley, Stefan
Knupfer, and Shivika Sahdev, McKinsey &
Company, 2018, Charging Ahead: Electric
Vehicle Infrastructure Demand.
EV chargers in single family homes is undoubtedly
much higher than the number of public and shared
private chargers in Marin County.
In recent years there has been a rapid proliferation
of Level 3 charging equipment funded by private
companies in commercial developments such as
shopping centers, including Vintage Oaks in Novato,
the Village in Corte Madera, and in Mill Valley. New
business models have emerged to install Level 3
charging on commercial properties with leasing rev-
enues for property owners and fees for consumers.
EV Charging Projections
The availability and accessibility of EV chargers is
a factor in the number of people who switch to EVs.
[12] Publicly accessible EV chargers are needed to
support the growing number of EV drivers, especial-
ly for long-distance trips and for drivers that do not
have access to private home chargers.
The National Renewable Energy Laboratory and the
CEC have developed a computer simulation tool,
Electric Vehicle Infrastructure Projection (EVI-Pro),
which uses the results of a statewide transporta-
tion habits survey to quantify the charging infra-
structure needed to ensure that future EV drivers
can meet their transportation needs. This analysis
accounts for shifts in vehicle and charging technol-
ogies, user demographics, market adoption condi-
tions, and shared use of chargers, as well as travel
and charging preferences.
According to EVI-Pro, Marin needs approximately
4,000 charging ports to support the charging needs
of 16,518 EVs by 2025 (914 Level 2 public charging
ports, 600 Level 2 workplace charging ports, 316
Level 3 public charging ports, and up to 2,204
multi-family charging ports). According to the CEC,
there are 551 public and 188 shared private char-
gers (workplace and multi-family) in Marin County
as of March 2022. As shown in Figure 8, the greatest
need is for shared private chargers.
An individual or household’s need for public
charging infrastructure is related to home type, with
EV drivers in single-family homes being much more
likely to have home charging than those in apart-
ments or multi-unit dwellings. Since EV owners tend
to live in single-family homes [13], extending the EV
market beyond those living in single-family homes
will require a substantial expansion of EV charging
infrastructure at multi-unit dwellings, workplaces,
and in public spaces.
[13]
International Council on Clean Transpor-
tation, Quantifying the electric vehicle
charging infrastructure gap across U.S.
markets, January 2019.
21
Marin Countywide EV Acceleration Strategy
In Marin County, approximately 27% of housing units
are in multi-unit dwellings. [14] Installing charging
infrastructure has been challenging for this seg-
ment of the housing stock, requiring EV owners
living in multi-unit dwellings to charge their vehicles
at public charging stations or work (if available). In
addition, long distance driving also requires public
charging.
FIGURE 8: Level 2 and Level 3 Chargers
[14]
Department of Finance, E-5 Population and
Housing Estimates for Cities, Counties, and
the State, 2011-2021 with 2010 Census
Benchmark.
22
Marin Countywide EV Acceleration Strategy
In 2019, TAM prepared the Marin County Electric
Vehicle Charging Station Siting Plan (“Siting Plan”)
which identifies opportunity sites for additional EV
charging stations in Marin. Locations for Level 2
charging stations included:
Southern Marin, especially around TAM junction, and in
Mill Valley and Strawberry, where there is a limited sup-
ply of existing charging stations. Opportunities along
frontage roads next to Highway 101, as well as Miller
Avenue, Blithedale Avenue, Highway 1, Camino Alto, and
other major road corridors.
Shopping centers such as the Strawberry Shopping
Center, The Village at Corte Madera, and Bon Aire
Shopping Center in Larkspur, and an expansion of EV
charging at Northgate Mall in Terra Linda.
School parking lots that can be used by students and
staff during the day and nearby residents overnight.
SMART stations.
Ferry terminals.
Park and Ride lots.
Marin City in Southern Marin and the Canal Neighbor-
hood of San Rafael, where increasing EV infrastructure
would support equitable EV access and adoption in
Marin.
22
Vintage Oaks Shopping Center, Novato
23
Marin Countywide EV Acceleration Strategy
The Siting Plan also describes priority locations for
Level 3 fast charging as identified by PG&E’s Electric
Program Investment Charge Program. These general
locations include Terra Linda, downtown San Rafael,
downtown Novato, Sausalito, Point Reyes Station,
Larkspur/Corte Madera, and Mill Valley. Public util-
ities are coordinating closely with private Level 3
charging installations to support the grid upgrades
for planned improvements.
Most Marin cities and towns prioritize purchasing
and leasing of EVs over internal combustion engine
vehicles for their public fleets, even if the electric
version is more expensive. Several jurisdictions
have transitioned passenger vehicles used for site
inspections, code enforcement, police undercov-
er work, off-site meetings, and commuting to EVs.
However, these types of vehicles typically make up
a small percentage of a municipal fleet. Mission crit-
ical and emergency response vehicles and trucks
(e.g., police patrol cars) are difficult to convert due
to the lack of electric models that can provide the
necessary utility. In addition, some specialized
heavy-duty public works trucks are used and re-
placed infrequently. As a greater range of EVs be-
come available, most municipalities have policies –
written or otherwise – to electrify their fleet. Table 4
lists EVs and e-bikes in the fleets of the various Marin
jurisdictions as of the preparation of this Strategy.
TABLE 4: BEVs and E-Bikes in Marin
Jurisdictions’ Fleets, 2023
Jurisdiction
City of Belvedere
County of Marin
Town of Fairfax
City of Larkspur
City of Mill Valley
City of Novato
Town of Ross
BEVs
2 passenger cars and 1 e-bike
3 passenger cars and 1 e-bike
13 passenger cars
1 passenger car and 1 light truck (on order)
2 passenger cars
6 passenger cars and electric utility carts
3 passenger cars and 5 e-bikes
1 passenger car
3 passenger cars and 2 e-bikes
1 passenger vehicle, 3 parking service buggies,
2 pickup trucks, 1 utility vehicle, and 4 e-bikes
None
3 passenger cars, 1 e-bike, and 1 utility cart
Town of
Corte Madera
Town of
San Anselmo
City of San Rafael
City of Sausalito
Town of Tiburon
24
Marin Countywide EV Acceleration Strategy
Municipal fleets are eligible for a wide range of ve-
hicle rebates from state, regional, and local funding
sources. Locally, the Transportation Authority of
Marin (TAM) provides funding and technical assis-
tance for Marin’s public agencies to electrify their
fleet. Currently, TAM provides matching rebates for
vehicles that qualify for a rebate from the Califor-
nia Clean Vehicle Rebate Program. MCE and the Bay
Area Air Quality Management District also provide
rebates. TAM has prepared a Toolkit for Electric
Vehicles and Charging Infrastructure for Marin public
agencies that provides guidance on incorporating
EVs into fleets and installing charging infrastruc-
ture.
The Electrification Coalition is a national nonprofit
organization that provides service to members of
the Climate Mayors EV Purchasing Collaborative. The
Coalition is free to join and provides assistance on
grant funding, policy, fleet analysis, implementation,
and procurement.
Public parking lot, San Rafael
25
Marin Countywide EV Acceleration Strategy
TABLE 5: EV Chargers Installed
by Marin Jurisdictions
Jurisdiction
City of Belvedere
County of Marin
City of Larkspur
Town of Fairfax
City of Mill Valley
City of Novato
Town of Ross
EV Chargers
4 ports, Level 2 chargers (City Hall parking lot)
1 port, Level 2 charger (Town Hall parking lot)
68 Level 2 charging ports at 7 County locations (Civic Center,
Marin Center, Health and Wellness Campus, 20 North San
Pedro, 1600 Los Gamos, West Marin Service Center, Tomales
Fire Station) and 20 Level 2 ports for fleet vehicles
6 ports, Level 2 chargers, some with Level 1 charging (Parkade
parking lot) and 1 single-port Level 2 charger with a Level 1
port (Town Hall parking lot)
6 ports, Level 2 chargers
(Piper Park parking lot and Police Station parking lot)
2 port, Level 2 charger (Hauke Park parking lot)
24 -port, Level 2 chargers (various locations)
4 ports, Level 2 Chargers (Town hall and Post Office)
8 ports, Level 2 chargers (Magnolia parking lot)
and 2-port, Level 2 charger (Fire Department at Station 19)
28-port Level 2 chargers (various locations)
and 6-port Level 2 chargers (City staff only)
None
2 single-port, Level 2 chargers (Town staff only)
Town of
Corte Madera
Town of
San Anselmo
City of San Rafael
City of Sausalito
Town of Tiburon
EV Charging Stations on
Municipal-Owned Land
Nearly all Marin jurisdictions have installed EV
chargers on land owned by the jurisdiction, as
shown in Table 5. At the time this Strategy was
prepared, several jurisdictions had plans in the
pipeline to install additional chargers. However,
a few jurisdictions have concerns about the cost
effectiveness of installing chargers because the
revenue generated from charging rarely covers the
full cost of installation, subscription fees, electricity,
maintenance, and depreciation. Installation costs
for trenching and electrical capacity upgrades can
be prohibitive.
TAM’s Marin County Electric Vehicle Charging
Station Siting Plan provides guidance on siting and
placement principles for EV charging stations. In
2020, TAM prepared an analysis of public parking
lot capacity for EV charging. The study identifies
public parking lots in each jurisdiction, their size
(small, medium, and large), and power availability
based on the observation of nearby streetlights or
overhead powerline. The study identifies far more
capacity than currently utilized.
As discussed above, TAM’s Toolkit for Electric Vehi-
cles and Charging Infrastructure is a great resource
26
Marin Countywide EV Acceleration Strategy
TABLE 6: Fees Charged by Marin Jurisdictions
Location
County of Marin
Mill Valley
- Hauke Park
Larkspur
- Piper Park
City of Novato
San Rafael - Public
Parking Lots
San Rafael
- City Hall
Pricing
$0.25 /kWh
None
$1/hour for public,
$0.50/hour for employees
$0.50/hour, $12 max. for every 24 hours
$1/hour, $1 minimum
$1/hour
First hour free, $1.50/hour thereafter with 4-hour max.
$4/hour idle for exceeding 4-hour max.
Free charging with paid parking
$1 per hour in free parking spaces for public, $2 per hour after
2 hours; $.50 per hour for employees, $1 per hour after 2 hours
$0.32/kWh and free parking while charging
Belvedere
City Hall
Corte Madera
Town Hall
Fairfax - Town Hall
& Parkade
San Anselmo
- Public Parking Lot
for public agencies. Both MCE and TAM provide
combined rebates up to $6,500 per charging port,
exceeding typical installation costs for most proj-
ects. Air District grants are also available.
EV Charging Pricing Policies
EV charging fees in the local region are varied and
include both time-based and per kWh pricing struc-
tures. Examples of local per kWh fees include Tesla
at $0.28/kWh, San Rafael School District at $0.23/
kWh, and the City of Belvedere at $0.25/kWh. Time-
based EV charging rates vary considerably in Marin,
ranging from $0.50/hour to as much $3/hour, which
also reflects different charging levels. Fees charged
by Marin jurisdictions are shown in Table 6.
In order to standardize methodologies used to
determine EV charging rates and provide greater
transparency for consumers, the California Office of
Administrative Law has banned operators of elec-
tric vehicle charging stations from charging a time-
based fee at Level 2 stations installed after January
1, 2021, and DC Fast Charging stations installed
after January 1, 2023. Public agencies are exempt
from the new rule.
27
Marin Countywide EV Acceleration Strategy
CALGreen Requirements and Reach
Codes in Marin
The California Green Building Standards Code or
“CALGreen” (California Code of Regulations, Title 24,
Part 11) currently requires EV capable spaces for
new residential and non-residential development.
“EV capable” means that electrical panel capacity
must be allocated and conduit installed for a future
Level 2 charger. The property owner would still need
to run wiring from the electrical panel and install
the charger at the parking space. 2022 CALGreen
requirements are as follows for new construction:
Single family, two-family, and townhouses with attached
private garages: one EV capable space for each dwell-
ing unit.
Multifamily, hotels and motels: 25% of parking spac-
es must be EV ready with low power Level 2 recepta-
cles;10% of parking spaces must be EV capable; and 5%
of parking spaces in building with 20 or more units must
have Level 2 chargers installed. For existing buildings,
10% of new added parking spaces and 10% of altered
spaces must be EV capable.
Non-residential: No EV spaces are required for projects
with fewer than 10 parking spaces. Over 10 spaces,
four EV capable spaces are generally required for every
25 parking spaces (i.e., 10-25 spaces require four EV
capable spaces, 26-50 spaces require eight EV capable
spaces, etc.). Over 201 parking spaces, 20% of spaces
must be EV capable. Approximately one-quarter of the
EV capable spaces must have EV chargers (depending
on total number of spaces).
The County of Marin has developed and adopted a
“reach code” that requires EV infrastructure above
the base CALGreen code, including EV ready spac-
es for all new construction. “EV ready” means that
wiring and a receptacle needs to be installed in ad-
dition to electrical panel capacity. In this case, ”EV
ready” means the resident could simply plug into a
Level 2 charger. In general, the reach code require-
ments for new construction are as follows:
Single family, two-family, townhomes with private ga-
rages, and ADUs with dedicated parking: one EV ready
space.
Multifamily: 85% of parking spaces are EV ready with
low power Level 2 receptacles, and the remaining 15%
of parking spaces must have Level 2 EV chargers in-
stalled.
Hotels and motels: 35% of the parking spaces must be
EV ready with low power Level 2 receptacles; 10% must
be EV capable; and 10% must have level 2 EV chargers
installed.
Non-residential: 20-50% of parking spaces are EV ca-
pable depending on the number of spaces, and 7-33%
of parking spaces must have EVSE installed depending
on the number of spaces (same as CALGreen Tier 1).
28
Marin Countywide EV Acceleration Strategy
For renovations of single family, two-family and
townhomes with private garages, an EV ready park-
ing space must be provided if the project is upgrad-
ing the main electrical service panel. Multifamily
and nonresidential renovations require electrical
capacity to be designated for 20% of onsite parking
spaces to be Level 2 EV ready, if the service panel is
modified. Raceway/conduit must be added for multi-
family and nonresidential renovations if the parking
lot surface is modified. For more details, see the
County of Marin’s 2022 Green Building Model Reach
Code and Development webpage.
Permit Streamlining
In 2015, the State passed Assembly Bill 1236 with
the objective of providing transparency, certain-
ty, and uniformity in the permitting process for EV
charging stations to support the rapid expansion of
EV charging stations. AB 1236 requires all local ju-
risdictions to adopt an ordinance and checklist that
provides an expedited, streamlined process for per-
mits for EV charging stations. In 2020, MCEP vetted
a streamlined checklist that is now used by several
jurisdictions. All Marin jurisdictions have adopted a
streamlining ordinance and checklist in compliance
with AB 1236.
28
San Marin Plaza, Novato
29
Marin Countywide EV Acceleration Strategy
Off-grid solar charging.
EV batteries that can be used to power homes and busi-
nesses in the event of a power outage. The Ford F-150
Lightning claims it will be able to fully power a home for
up to three days on a fully charged battery, and as long
as 10 days, if rationing power.
Bidirectional charging which allows electric vehicles
to serve as “batteries on wheels” to send energy back
to the grid and strengthen grid reliability. Emerging
Vehicle-to-Everything (V2X) technologies can be used
to power homes and businesses by using the batteries
in electric vehicles when the grid goes down. These
mobile energy sources could also be moved to where
they’re needed most during power outages, like backing
up medical centers, fire stations, and grocery stores.
Energy management tools for chargers that optimize
panel sharing and scheduled charging.
Innovative Charging
Innovative charging solutions offer the potential to
expand access to charging equipment, reduce site
installation costs, and build more resilient commu-
nities. Below is a list of several technological ad-
vancements and innovative solutions that have the
potential to transform the EV charging landscape:
Orange provides a payment management system that
tracks individual energy usage at shared outlets and
chargers, allowing the user to pay the owner for the
electricity used.
Curbside charging on an existing streetlight system
can expand charging access for multi-family neighbor-
hoods, such as a project undertaken by the City of Los
Angeles.
Pop-up chargers that rise up from the pavement when
activated remotely using a smartphone app.
Wireless charging that will allow electricity to be trans-
ferred from a magnetic coil underneath the pavement
to a second magnetic coil fitted to the underside of the
vehicle.
30
Marin Countywide EV Acceleration Strategy
Barriers to EV Adoption
As part of the preparation of this Strategy, MCEP
conducted a series of stakeholder interviews with
local government staff, nonprofits, regional agen-
cies, and community leaders to identify barriers to
EV adoption. These, combined with selected barri-
ers identified in the Bay Area Air Quality Manage-
ment District’s ‘Bay Area Electric Vehicle Acceler-
ation Plan’, are listed in Table 7. The recommended
strategies in the following section are designed to
address these barriers to the greatest extent possible.
Recommended EV Acceleration
Strategies and Actions
The following strategies represent an overall ap-
proach to addressing the barriers to EV adoption,
along with the universe of local actions recommend-
ed as part of this EV Acceleration Strategy.
30
Fire Chief Darrin White and Administrative Analyst
Thomas Wong, City of San Rafael
31
Marin Countywide EV Acceleration Strategy
TABLE 7: Barriers to EV Adoption
Vehicle
Technology
Economics
Perception
and Behavior
E-bikes and
E-scooters
Charging
Not enough publicly accessible charging locations, both Level 2 and 3
Cost to install chargers, especially for trenching and getting electricity to site
Distribution capacity or connectivity in certain locations
Not enough wayfinding signage for EV charging locations
Difficult to retrofit existing multi-family buildings for EV chargers and lack of parking spaces for EVs
EV charging cost allocation to residents at multi-family buildings can be complicated with
electricity meters
Cost and effort to upgrade electrical panel/install Level 2 charger at home
Reliability of public and shared private chargers
Higher initial purchase or lease price of EVs compared to internal combustion engine vehicles
Complicated incentives (vehicles and EV chargers)
Revenue from public EV chargers does not cover cost of subscription, maintenance, electricity,
and depreciation
Misinformation about EV models, range, charging, etc.
Resistance to change/fear of the unknown
Lack of EV knowledge at car dealerships
Lack of knowledge about best times to charge
Higher purchase price
Limited rebates and incentives
Lack of secure parking
Lack of safe, protected cycling infrastructure
EV range
Battery degradation (especially in the used EV market)
Lack of diversity in vehicle types (light/heavy duty trucks, police pursuit vehicles) and price points
Lack of vehicle availability
32
Marin Countywide EV Acceleration Strategy
TABLE 8: Strategies to Address Barriers to EV Adoption
Vehicle
Technology
Charging
Adopt local policies that facilitate EV charging installations through reach codes, reduced
parking requirements, etc.
Encourage regional, state, and federal funding to support local EV charging installations at multi-family
residential developments and single family residential with significant upgrade costs.
Commit to maintaining a pipeline of priority EV charging installations and EV fleet conversions and commit
to regular updates of these project lists, either as part of an adopted capital improvement plan, or other
publicly available document.
Commit to reducing barriers in procurement and EV charging installations by participating in local joint
procurement efforts and coordinated EV charging installations, fleet purchases, and outreach activities.
Explore bidirectional charging equipment.
Support statewide actions to clean the vehicle fleet including increasing ZEV
manufacturing and vehicle availability.
Pilot new technologies in municipal fleets to showcase new technologies, including bidirectional charging.
Convert public agency municipal fleets to 100% ZEV, when and where feasible.
Advocate for, support, and utilize regional, state, and federal funding to electrify public fleets.
Perception
and Behavior
Support coordinated regional or statewide actions to address public concerns including through e-bike
share, public utilities, and MCE information on EV rates, TNC (Uber/Lyft) transition to EVs and streamlined
information on EV benefits.
E-bikes and
E-scooters*
Promote available rebates and advocate for regional, state, and federal funding.
Develop e-bike support facilities, including chargers and secure lockers.
Incorporate e-bikes into municipal fleets.
Economics
Advocate for, and support regional, state, and federal funding action to support local EV charging
installations and electrify public fleets.
Support statewide and federal actions to support streamlined incentives and rebates at point of sale
or other mechanisms to identify the true cost of vehicle ownership.
Support regional and state actions that ensure all income levels have access to EV technology.
Barrier Strategy
*For additional strategies, see Transpor-
tation Authority of Marin Electric Bicycle
Bicycles in Marin (September 2020).
33
Marin Countywide EV Acceleration Strategy
The following actions build on the overarching strat-
egies identified in Table 8. The actions are grouped
into general themes to guide implementation of the
Strategy. Actions listed under the heading Increase
Municipal Fleet Electrification are geared to reduc-
ing emissions from local government operations,
while all other actions are designed to reduce com-
munity emissions.
In order to accelerate EV adoption across the Coun-
ty, local jurisdictions are encouraged to identify and
prioritize specific actions from this list for imple-
mentation. Appendix A contains a work plan tem-
plate that could be used for this purpose.
Conduct Robust Community
Outreach and Education
OE-1 Conduct EV outreach and education utilizing
City/Town newsletters, social media, traditional
media, websites, webinars, and events.
OE-2 Work with other jurisdictions to develop, imple-
ment, and support countywide EV acceleration
marketing campaigns that address barriers to
EV adoption and focus on the benefits of tran-
sitioning to clean, low-carbon transportation.
OE-3 Support consumer awareness programs such
as ride-and-drives and targeted outreach.
OE-4 Promote the use of existing EV, e-bike, and
charging infrastructure rebates, incentives,
and technical support for multi-family develop -
ment and workplaces.
Accelerate Public Charging Infrastructure
PC-1 Update municipal capital improvement proj-
ect plans to identify locations for public EV
charging installations, including cost and time-
frame for advancing installations.
a. Maintain an updated list of proposed
EV charging infrastructure projects
and indicate priority projects to
advance.
b. Include EV charging installations
in planning process for new public
facilities and coordinate early with
funding agencies to maximize fund-
ing opportunities and leveraging of
local funds.
34
Marin Countywide EV Acceleration Strategy
PC-2 Direct municipal investment in EV charging
infrastructure to frequently used municipal
properties, prioritizing locations at high-use
community centers and near multifamily
buildings.
PC-3 Adopt comprehensive building standards and
reach codes that facilitate the transition to
EVs, micro-mobility, and reduced car depen-
dence, and ensure new construction can meet
future demand to avoid unnecessary retrofit-
ting costs. Continue to work with other Marin
jurisdictions to develop model reach codes
for EV charging requirements that go beyond
State building code requirements.
PC-4 Coordinate with local school districts to iden-
tify and plan for EV charging installations at
school campuses to support workers and stu-
dents. Promote access to overnight chargers
to support neighbors’ use of EVs.
PC-5 Ensure equitable access to public EV charging
infrastructure in low-income and/or under-
served communities.
PC-6 Utilize available assistance for municipal EV
charging site analysis, equipment selection,
financing, and installation.
PC-7 Work with other Marin jurisdictions to develop
a countywide model pricing policy for public
charging that recovers operational/deprecia-
tion costs and encourages user turnover.
PC-8 Identify electric bike support facilities,
including Level 1 charging and lockers.
PC-9 Coordinate with local public utilities to prepare
the grid for more on-demand and consider the
benefits of reverse charging.
PC-10 Engage large employers and multifamily prop-
erty owners to encourage EV charging infra-
structure deployment.
PC-11 Explore reducing parking requirements beyond
current State law in exchange for EV charging
infrastructure installation for new develop-
ment.
PC-12 Consider partnering with EV charging vendors
to identify potential City/Town-owned loca-
tions for EV chargers that may be installed at a
reduced cost. Include reliability requirements
in any such agreements.
35
Marin Countywide EV Acceleration Strategy
PC-13 Explore innovative opportunities to expand the
City/Town EV charging network, such as wire-
less charging or curbside charging equipment.
PC-14 Support mobility hubs that co-locate electric
bike charging facilities and micro-mobility ser-
vices at existing transit locations including bus
stops with electrical access.
PC-15 Consider revising the Town/City’s sign ordi-
nance to allow EV chargers that display adver-
tising.
PC-16 Promote and/or incentivize use of 100%
renewable energy for public charging sites.
Increase Municipal Fleet Electrification
MF-1 Adopt a model EV fleet replacement policy with
the goal to convert 100% of municipal fleets to
EVs by 2030.
MF-2 Develop a Fleet Replacement Plan that in-
cludes updating existing fleet management
tracking, identifies vehicles with short haul or
existing available ZEV replacement, a time-
frame for replacement, and funding require-
ments to convert the public fleet to 100% ZEV,
inclusive of anticipated charging needs to
support fleet conversion. Consider bidirection-
al charging capability and lifecycle costs.
MF-3 Identify a fleet manager responsible for track-
ing and monitoring fleet procurement and
coordinating with funding agencies for ZEV
opportunities on an annual basis.
MF-4 Install municipal chargers in anticipation of
100% City/Town ZEV fleet.
MF-5 Identify opportunities for fleet conversion and
charging infrastructure in the Capital improve-
ment Plan (or other publicly available plan) and
commit to implementation.
MF-6 Identify local fire and police conversion oppor-
tunities for mission critical and non-emergen-
cy fleet vehicles.
MF-7 Incorporate electric bicycles in the City/Town
fleet, potentially replacing the use of other
vehicles.
MF-8 Apply decals to City/Town EVs to promote the
jurisdiction’s use of ZEVs that utilize 100%
renewable electricity.
36
Marin Countywide EV Acceleration Strategy
MF-9 Support or advocate for countywide assis-
tance to jurisdictions for fleet replacement
analysis, purchase, and financing.
MF-10 Identify potential pilot projects to test new
technology and demonstrate leadership in
the conversion to EVs, such as bidirectional
charging opportunities.
MF-11 Issue press releases on municipal EV purchas-
es to encourage wider community EV adoption.
Support and Advocate for Policy and
Funding that Accelerates EV Adoption
PL-1 Support and advocate for EV programs that
focus investment in low-income and/or under-
served communities.
PL-2 Support and/or advocate for increased fund-
ing for EV needs, including for emerging
technologies, from regional, state, and federal
funding programs.
PL-3 Consider revisions to procurement policies to
allow for joint procurements for technical as-
sistance, engineering, vehicles, and charging
equipment across county jurisdictions and
special districts including fire, police, and
schools.
PL-4 Support and/or advocate for EV programs
that provide equitable access to EVs and EV
charging infrastructure rebates and incen-
tives, such as deeper discounts and for in-
come-qualified participants and Equity Priority
Communities [15] or neighborhoods. This can
include buy-back programs and vehicle re-
placement programs targeted to older pollut-
ing vehicles.
PL-5 Support and/or advocate for regional or state
grants that provide rebates or incentives to
lower the cost of single-family home EV char-
ger installations.
[15]
Equity Priority Communities are census
tracts that have a significant concentration
of underserved populations, such as house-
holds with low incomes and people of color,
as identified by the Metropolitan Transpor-
tation Commission. For more information
see https://mtc.ca.gov/planning/transpor-
tation/access-equity-mobility/equity-priori-
ty-communities.
Bay Area Air Quality Management District. “Bay Area Electric Vehicle Acceleration Plan.”
Draft. March 2021. https://www.baaqmd.gov/~/media/files/strategic-incentives/ev-acceler-
ation/ev-acceleration-plan_3_2021-pdf.pdf?la=en
Bieker. Georg. “A Global Comparison of the Life-Cycle Greenhouse Gas Emissions of
Combustion Engine and Electric Passenger Cars.” The International Council on Clean
Transportation, July 2021. Retrieved December 5, 2020. https://theicct.org/wp-content/up-
loads/2021/07/Global-Vehicle-LCA-White-Paper-A4-revised-v2.pdf
BloombergNEF. “Electric Vehicle Outlook 2021.” Executive Summary. https://bnef.turtl.co/
story/evo-2021/?teaser=yes
California Air Resources Board, https://driveclean.ca.gov/
California Energy Commission (2022). California Energy Commission Zero Emission Vehicle
and Infrastructure Statistics. Data last updated April 29, 2022. Retrieved November 10,
2022, from https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehi-
cle-and-infrastructure-statistics/electric-vehicle
California Governor’s Office of Business and Economic Development. “California Ze-
ro-Emission Vehicle Market Development Strategy.” January 2021. https://static.business.
ca.gov/wp-content/uploads/2021/02/ZEV_Strategy_Feb2021.pdf
County of Marin. “2022 Green Building Model Reach Code and Ordinance Development.”
https://www.marincounty.org/depts/cd/divisions/sustainability/green-building-require-
ments/green-building-model-reach-code-and-ordinance-development
Drive Clean Bay Area, https://drivecleanbayarea.org/
re
s
o
u
r
c
e
s
re
s
o
u
r
c
e
s
International Code Council. “2022 California Green Building Standards Code, California
Code of Regulations, Title 24, Part 11.” https://codes.iccsafe.org/content/CAGBC2022P1
Metropolitan Transportation Commission and the Association of Bay Area Governments.
“Plan Bay Area 2050.” Draft. May 26, 2021. https://www.planbayarea.org/sites/default/files/
documents/2021-05/Draft_Plan_Bay_Area_2050_May2021_0.pdf
Transportation Authority of Marin. “Electric Bicycles in Marin.” September 2020. https://
www.tam.ca.gov/wp-content/uploads/2021/01/Marin-Ebikes-Technical-Study.pdf
Transportation Authority of Marin. “Marin County Electric Vehicle Charging Station Siting
Plan.” January 2019.
Transportation Authority of Marin. “Parking Lot and EV Charging Station.” September 30,
2020.
Marin Countywide EV Acceleration Strategy
Appendix A:
Work Plan Template
The following work plan template can be used by
jurisdiction to identify and prioritize actions within
the Marin Countywide EV Acceleration Strategy that
the jurisdiction will undertake. The headings includ-
ed in the template are defined as follows:
Action ID:
Refers to the actions listed in the Recommended
Actions section that have been selected by the
jurisdiction for implementation.
Priority:
Actions are categorized as high, medium, and low
priority to assist staff in prioritizing the most
impactful and/or achievable actions.
Department:
The lead department which is responsible for
implementing the action. Supporting departments
may also be identified.
Timeframe:
The year by which an action should be effective by
year’s end. For an action to be effective, the neces-
sary programs and efforts should be active, and any
infrastructure or other capital improvements should
be in place. Once effective, many actions will con-
tinue through 2030, so they do not have end dates.
Time frames for effectively setting up the actions
may be described qualitatively as follows:
Ongoing (continuation of an action that has been
implemented since 2023)
Near-Term (by 2025)
Mid-Term (by 2027)
Long-Term (by 2030)
Staff Time:
The estimated cost to the City/Town (in staff hours)
to complete implementation of the action, identified
as follows:
Low (less than 80 hours)
Medium (80–500 hours)
High (more than 500 hours)
Funding Sources:
Actual and potential funding sources may include
the General Fund, fee revenue, rebates, grants, and
other agencies.
A-1
Marin Countywide EV Acceleration Strategy
A-2
Action ID Priority Department Timeframe Staff Time Funding Sources
Marin Countywide EV Acceleration Strategy
B-1Appendix B:
Guiding Principles
The following principles served as the foundation
for decision-making during the development of
this Strategy and are intended to guide
implementation efforts:
1. Align with and support local climate
action plans.
2. Provide equitable access to EV programs
and strive for equitable outcomes
3. Coordinate countywide for consistency,
efficiency, and cost-effectiveness of
program implementation.
4. Track and measure progress of EV Strategy
actions and adoption rates.
5. Strive to capture local economic co-benefits
whenever possible.
6. Focus government actions on those that most
efficiently utilize public funds and resources.
7. Leverage regional, state, and federal funds to
support EV deployment in Marin County.
6. Support acceleration of EV sales and
charger installation by the private market.
Design:
Cole Short Design
www.colehshort.com
Electric Vehicle Acceleration Strategy Workplan DRAFT September 5, 2023
Action ID Action Status Department Timeframe Staff Time
OE-1
Conduct EV outreach and education utilizing City/Town
newsletters, social media, traditional media, websites,
webinars, and events.
Current Practice Sustainability
Digital Services Near-Term (by 2025) Low (less than 80 hours)
OE-2
Work with other jurisdictions to develop, implement, and
support countywide EV acceleration marketing campaigns that
address barriers to EV adoption and focus on the benefits of
transitioning to clean, low-carbon transportation.
Current Practice Sustainability
Digital Services Near-Term (by 2025)
OE-3 Support consumer awareness programs such as ride-and-drives
and targeted outreach.Current Practice Sustainability Near-Term (by 2025) Low (less than 80 hours)
OE-4
Promote the use of existing EV, e-bike, and charging
infrastructure rebates, incentives, and technical support for
multi-family development and workplaces.
Current Practice Sustainability
Community Development Near-Term (by 2025) Low (less than 80 hours)
PC-1
Update municipal capital improvement project plans to identify
locations for public EV charging installations, including cost and
timeframe for advancing installations.
a. Maintain an updated list of proposed EV charging
infrastructure projects and indicate priority projects to
advance.
b. Include EV charging installaƟons in planning
process for new public facilities and coordinate early with
funding agencies to maximize funding opportunities and
leveraging of local funds.
New
Sustainability
Public Works
Parking
Near-Term (by 2025) Low (less than 80 hours)
PC-2
Direct municipal investment in EV charging infrastructure to
frequently used municipal properties, prioritizing locations at
high-use community centers and near multifamily buildings.
New
Sustainability
Public Works
Parking
Near-Term (by 2025) Low (less than 80 hours)
1
Action ID Action Status Department Timeframe Staff Time
PC-3
Adopt comprehensive building standards and reach codes that
facilitate the transition to EVs, micro-mobility, and reduced car
dependence, and ensure new construction can meet future
demand to avoid unnecessary retrofitting costs. Work with
other Marin jurisdictions to develop a model reach code for EV
charging requirements that goes beyond State building code
requirements.
Complete Community Development Near-Term (by 2025) Low (less than 80 hours)
PC-5 Ensure equitable access to public EV charging infrastructure in
low-income and/or underserved communities.New
Sustainability
Public Works
Parking
Near-Term (by 2025) Low (less than 80 hours)
PC-6 Utilize available assistance for municipal EV charging site
analysis, equipment selection, financing, and installation.Current Practice
Sustainability
Public Works
Parking
Near-Term (by 2025) Low (less than 80 hours)
PC-9
Coordinate with local public utilities to prepare the grid for
more on-demand and consider the benefits of reverse
charging.
New Sustainability Near-Term (by 2025) Low (less than 80 hours)
PC-10 Engage large employers and multifamily property owners to
encourage EV charging infrastructure deployment.New Sustainability Near-Term (by 2025) Low (less than 80 hours)
PC-12
Consider partnering with EV charging vendors to identify
potential City/Town-owned locations for EV chargers that may
be installed at a reduced cost. Include reliability requirements
in any such agreements.
New
Sustainability
Public Works
Parking
Near-Term (by 2025) Low (less than 80 hours)
PC-16 Promote and/or incentivize use of 100% renewable energy for
public charging sites.Current Practice Sustainability Near-Term (by 2025) Low (less than 80 hours)
2
Action ID Action Status Department Timeframe Staff Time
MF-2
Develop a Fleet Replacement Plan that includes updating
existing fleet management tracking, identifies vehicles with
short haul or existing available ZEV replacement, a timeframe
for replacement, and funding requirements to convert the
public fleet to 100% ZEV, inclusive of anticipated charging
needs to support fleet conversion. Consider bidirectional
charging capability and lifecycle costs.
New
Sustainability
Public Works
Finance
Near-Term (by 2025) Medium (80-500 hours)
MF-3
Identify a fleet manager responsible for tracking and
monitoring fleet procurement and coordinating with funding
agencies for ZEV opportunities on an annual basis.
Current Practice
Sustainability
Public Works
Finance
Near-Term (by 2025) Low (less than 80 hours)
MF-6 Identify local fire and police conversion opportunities for
mission critical and non-emergency fleet vehicles. New
Sustainability
Public Works
Finance
Police & Fire
Near-Term (by 2025) Medium (80-500 hours)
MF-9 Support or advocate for countywide assistance to jurisdictions
for fleet replacement analysis, purchase, and financing.Current Practice Sustainability Near-Term (by 2025) Low (less than 80 hours)
MF-11 Issue press releases on municipal EV purchases to encourage
wider community EV adoption.New Sustainability
Digital Services Near-Term (by 2025) Low (less than 80 hours)
PL-1 Support and advocate for EV programs that focus investment in
low-income and/or underserved communities.Current Practice Sustainability Near-Term (by 2025) Low (less than 80 hours)
PL-3
Consider revisions to procurement policies to allow for joint
procurements for technical assistance, engineering, vehicles,
and charging equipment across county jurisdictions and special
districts including fire, police, and schools.
New Sustainability Near-Term (by 2025) Low (less than 80 hours)
3
