HomeMy WebLinkAbout10-07-2024 Council MinutesMinutes of
RECORD OF PROCEEDINGS blin City Council Meeting
GOVERNMENT FORMS & SUPPLIES 844-224-3338 FORM NO. 10148
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CALL TO ORDER
Mayor Amorose Groomes called the Monday, October 7, 2024 Regular Council Meeting of
Dublin City Council to order at 7:00 p.m.
ROLL CALL
Present were Vice Mayor Alutto, Mayor Amorose Groomes, Ms. De Rosa, Ms. Fox, Mr.
Keeler, Ms. Kramb and Mr. Reiner.
Staff members present were Ms. O'Callaghan, Mr. Hartmann, Chief Paez, Ms. Weisenauer,
Mr. Stiffler, Mr. Earman, Mr. Bitar, Ms. Willis, Mr. Rayburn, Mr. Gable, Mr. Hammersmith,
Ms. Blake, Mr. Althouse, Ms. Wade, Ms. Goliver and Mr. Ament.
Others present: Jack O’Grady, Franklin County Auditor’s Office; Sherry Kish and Paul El
Asmar, HNTB.
PLEDGE OF ALLEGIANCE
Mayor Amorose Groomes invited Ms. Kramb to lead the Pledge of Allegiance.
CITIZEN COMMENTS
Sharon Montgomery, 572 Bonnington Way, Gahanna came forward to discuss distracted
driving penalties at both the local and state level.
CONSENT AGENDA
e Minutes of the September 16, 2024 Regular Council Meeting
e Minutes of the September 30, 2024 Special Council Meeting
e Excuse the Absence of Council Member Keeler and Council Member Fox from
the September 16, 2024 Regular Council Meeting.
There was no request to remove an item from the Consent Agenda.
Vice Mayor Alutto moved to approve the Consent Agenda.
Mr. Keeler seconded the motion.
Vote on the motion: Ms. De Rosa, yes; Ms. Kramb, yes; Mr. Keeler, yes; Vice Mayor
Alutto, yes; Mr. Reiner, yes; Ms. Fox, yes; Mayor Amorose Groomes, yes.
INTRODUCTION /PUBLIC HEARING — ORDINANCES
Ordinance 38-24
Authorizing the Annexation of 161.8 acres, more or less, of property from
Washington Township, Franklin County to the City of Dublin, Ohio
Vice Mayor Alutto introduced the Ordinance.
Mr. Hartmann stated that this ordinance begins the process of annexing the recently
acquired property that falls outside the City of Dublin limits. This annexation will use the
process outlined in the Ohio Revised Code for municipally owned properties. The
municipally owned annexation process is the simplest process because it is already in
Franklin County and Washington Township. It is expected that this annexation will be
completed by the end of the year.
There were no public comments.
Mayor Amorose Groomes clarified a sentence in the accompanying memo that referred to
Washington County. Mr. Hartmann stated that was an error that should read Washington
Township. He will make the correction prior to second reading.
Second reading/public hearing is scheduled for October 21, 2024.
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Ordinance 39-24
Authorizing the Submission of a petition for the regular annexation of 79
acres, more or less, of property from Darby Township, Madison County to
the City of Dublin, Ohio
Vice Mayor Alutto introduced the Ordinance.
Mr. Hartmann stated that this Ordinance follows the annexation process outlined in the
Ohio Revised Code for majority owner property in the area to be annexed. This property
is currently located in Madison County, Darby Township. It is a longer process and
preserves the City’s ability to maintain the long-standing policy of keeping Dublin
corporation limits within the same township (Washington Township). This annexation
process is the only process that allows the City to conform township boundaries after
annexation. The City will petition to have the boundaries of the township adjusted after
the annexation is complete. This annexation process will require a hearing before the
county commissioners, likely in the spring of 2025. It is anticipated that this annexation
process will conclude sometime next summer.
There were no public comments.
Second reading/public hearing is scheduled for October 21, 2024.
INTRODUCTION/PUBLIC HEARING/VOTE — RESOLUTIONS
Resolution 51-24
Accepting the Lowest and Best Bid for the Sanitary Sewer Lining & Repair
2024 Project (24-012-CIP)
Vice Mayor Alutto introduced the Resolution.
Mr. Hendershot stated that this resolution is regarding the sanitary sewer lining and repair
project for 2024. The scope of work for this Project includes cured-in-place lining and
associated repairs of 8-inch, 10-inch, and 12-inch sanitary sewer mains within the City of
Dublin’s sanitary sewer collection system. The lining of the sanitary sewer protects the
integrity of the pipe system and prevents stormwater infiltration into the system which
reduces the frequency and occurrences of sanitary sewer overflows and water in basement
events. Additionally, this project is a critical component of the City of Dublin’s ongoing
efforts to maintain its sanitary sewer infrastructure and meet the Ohio Environmental
Protection Agency (OEPA) Director’s Final Findings and Orders agreed upon by the City of
Dublin on February 11, 2009. The sanitary sewer lining locations include the subdivisions
of: Asherton, Dublinshire, Earlington Village, Indian Run Meadows, Villas at Earlington,
Woods of Dublinshire, and Woods of Indian Run. The engineer’s estimate for the Project is
$1.4 million and the budgeted funds for the project in the CIP are $1.5 million.
On September 13, 2024, eight (8) bids were received and publicly opened. United Survey
Inc. submitted the lowest and best bid of $1,399,470.00. The work for this project is
expected to begin November 2024 and be completed by May 2025.
Mr. Hendershot shared that the contractor will provide notification to all impacted
residents approximately seven calendar days prior to work being performed. The
notification will be in writing and will include the contractor name and 24-hour phone
number, a description of work being performed, and instructions to impacted residents. A
second notification will be made 24 hours in advance of the work being performed. This
notification will include specific dates of work, start times, and any water/sanitary sewer
restrictions. Residents will receive a third notification upon completion of the work.
There were no public comments.
In response to a question by Ms. Fox regarding the lifespan of sewer linings, Mr.
Hendershot stated that per the specifications, the lifespan is about 50 years. She asked if
it is possible to double-line the mains, to which Mr. Hendershot responded affirmatively.
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Ms. De Rosa asked about the notifications and in what form those notifications will be
made. Mr. Hendershot stated that the letter will be sent so that it is received by the
resident seven days prior to the work starting. Ms. De Rosa suggested that a letter to the
homeowners association (HOA) could also be helpful. Mr. Hendershot stated that staff will
inform the HOAs as well. The 24-hour notification is a knock on the door by the contractor
so they can advise of any restrictions for a given time period.
Vote on the Resolution: Mr. Keeler, yes; Ms. Kramb, yes; Vice Mayor Alutto, yes; Mr.
Reiner, yes; Mayor Amorose Groomes, yes; Ms. De Rosa, yes; Ms. Fox, yes.
Resolution 52-24
Accepting the Lowest and Best Bid for the Riverside Drive West Shared Use
Path Project (22-019-CIP)
Vice Mayor Alutto introduced the Resolution.
Mr. Gable stated that this project constructs 880 feet of shared use path along the west
side of Riverside Drive from Emerald Parkway to the Dublin Arts Council Driveway (7135
Riverside Drive), including a 130-foot single span steel pedestrian bridge. $720,000 is
budgeted for this project in the 2024-2028 Capital Improvements Program (CIP). On
September 18, 2024, three bids were received and publicly opened. V3 Construction
Group, Ltd. submitted the lowest and best bid of $790,500.00. Staff anticipates being able
to cover the additional Project cost using other unencumbered budgeted funds in the CIP.
Construction is expected to begin in spring of 2025 and will be complete in fall 2025.
There were no public comments.
Mr. Reiner thanked Council for their support of this improvement on behalf of Dublin Arts Council.
Ms. De Rosa asked about the width of the path. Mr. Gable stated that when connecting to existing paths, staff usually maintains the style and design of the existing paths and applies that to the added section. He agreed that whenever possible they try to make new paths 11 feet wide.
Mayor Amorose Groomes asked about the difference between what was budgeted for the CIP and the Engineer's Estimate. Mr. Gable stated that the budget was put together in the
middle of 2023 and costs have gone up since then.
Vote on the Resolution: Mr. Reiner, yes; Ms. Fox, yes; Ms. De Rosa, yes; Mr. Keeler, yes; Ms. Kramb, yes; Mayor Amorose Groomes, yes; Vice Mayor Alutto, yes.
Resolution 53-24
Accepting the Lowest and Best Bid for the Mobility Infrastructure
Improvements Program 2023 Project (23-019-CIP)
Vice Mayor Alutto introduced the Resolution.
Mr. Gable stated that the scope of work for this project includes work in two areas of the City. The first area performs the realignment and reconstruction of approximately 198 feet of 8-feet wide shared use path along Hyland-Croy Road. This will address an existing safety concern with the shared use path curvature along Hyland-Croy Road north of Corazon Drive. The second area performs the construction of approximately 120 feet of 5- feet wide sidewalk along the frontage of 6477 Sawmill Road. The addition of a sidewalk along this portion of Sawmill Road will provide a valuable connection to area bus routes and will address the only remaining gap in pedestrian facilities in the 6400 block of Sawmill Road. The 2024-2028 Capital Improvements Program (CIP) includes $300,000 for construction of the Mobility Infrastructure Improvements Program 2023 Project.
On September 18, 2024, two bids were received and publicly opened. Strawser Paving Company, Inc. submitted the lowest and best bid of $168,994.50. The work for this Project is expected to commence in spring 2025, with construction to be substantially complete, including final restoration and landscaping, by the end of May 2025.
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There were no public comments.
Ms. Fox asked about the safety concern on Hyland-Croy and Corazon. Mr. Gable stated
that there have been repeated issues with safety in this area. This improvement will make
the path safer for users.
Ms. De Rosa asked about striping on the paths where there can be safety issues. She
stated that she does not expect an update on that this evening but would like to know the
status of that work.
Mayor Amorose Groomes asked if the Sawmill Road connection is for the bus shelter that
is planned along Sawmill. Mr. Gable stated that the bus shelter is north of this section.
This connection is needed because the grass is worn down along the area due to foot
traffic. Ms. Kramb added that there is an active bus stop just south of where this
connection will be. Mayor Amorose Groomes asked about any other missing connections
along the Sawmill Road corridor. Mr. Rayburn stated that the only other area that needs
connectivity is the area in front of the dealership (Germain) on Sawmill. He added that
everything north of Summit View is not a shared use path but could be in the future. In
response to Mayor Amorose Groomes’ question regarding when the portion in front of the
dealership will be coming, Mr. Rayburn stated that it is expected next year.
Vote on the Resolution: Mayor Amorose Groomes, yes; Mr. Reiner, yes; Ms. Fox, yes; Ms.
De Rosa, yes; Mr. Keeler, yes; Vice Mayor Alutto, yes; Ms. Kramb, yes.
OTHER BUSINESS
e 2025 Meeting Calendars
Ms. Delgado introduced the proposed regular meeting schedule, work session
calendar and committee schedule for 2025. The following dates were
highlighted:
o The Revised Charter requires that Council meet at least once per month.
The meeting proposed in July is proposed for Tuesday, July 1. This would
allow Council to recess after the July 1 meeting until the first meeting in
August;
o The Joint Work Session is proposed for Tuesday, September 2, following the
Labor Day holiday on Monday;
o Following Council’s direction, the Council Goal Setting Retreat is proposed to
be held November 13 and 14; and
o One meeting is proposed in December (Monday, December 8), consistent
with past practice.
Committee schedules follow the same meeting cadence as 2024.
Staff recommended Council review the schedules, provide feedback and adopt
the 2025 schedules at the October 21, 2024 meeting.
Ms. Fox asked if the City observes Columbus Day. Ms. Delgado stated that City
offices are open for Columbus Day.
Ms. De Rosa stated that she appreciates the calendar view.
e 2024 Fall - Beautify Your Neighborhood Grant Application
Ms. Mullinax stated that the Beautify Your Neighborhood Grant fund has an
annual fund of $32,000. $26,320.60 was awarded in the spring leaving
$5,670.40 for the fall applications. One application was received from the Woods
of Indian Run in the amount of $1,756.01. The application area is for the north
entry feature at Coffman Road and Forest Run Drive. The project includes
removal and replacement of 10 Taxus Hicksii Yews which were damaged due to
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a root fungal infection. On September 17, the Community Development
Committee recommended approval to City Council of the grant application.
Mayor Amorose Groomes moved to approve the Beautify Your Neighborhood
grant as recommended by the Community Development Committee.
Vice Mayor Alutto seconded.
Vote on the motion: Vice Mayor Alutto, yes; Mayor Amorose Groomes, yes; Ms.
De Rosa, yes; Ms. Fox, yes; Mr. Keeler, yes; Ms. Kramb, yes; Mr. Reiner, yes.
Dublin Electric Vehicle (EV) Infrastructure Comprehensive Plan
Mr. Rayburn stated that this presentation is a first review of the City’s EV
Comprehensive Infrastructure Plan (attached hereto and incorporated herein by
reference as Exhibit A). He stated that this presentation will include: EV trends,
charging infrastructure, Dublin electrification efforts, potential funding and
recommendations of the plan. He stated that the development of this plan has
been a citywide effort. The work on this plan will help Dublin in its grant
application efforts if and when the City is ready to implement EV charging
infrastructure. The documentation for this plan also supported a grant at the
federal level that resulted in 18 additional charging ports — 12 on City property
and 6 for OhioHealth. He introduced Sherry Kish and Paul El Asmar, HNTB.
Ms. Kish explained the three types of EV charging, which are:
e Level 1 — long-swell sites or where installing a 240V circuit is not feasible.
These may be seen in mobility hubs being used for scooters and e-bikes.
e Level 2 — dwell times of a few hours (commercial locations) and EV
owners with a 240V circuit installed at their residence.
e Direct Current Fast Charging (DCFC) — short dwell sites where charging
speed is significantly more important than cost (gas stations, highway
corridors).
She shared that the City of Dublin currently owns and operates 19 Level 2 ports
and 2 DCFC ports. Elsewhere in Dublin, there are 83 publicly accessible,
privately owned chargers and 6 publicly accessible DCFC ports. To begin the
forecasting part of plan development, Ms. Kish stated that they looked at new
AFV (alternative fuel vehicles) that have been registered in Dublin. The
adoption rate of AFVs in Ohio is about 4% as of July 2024. Dublin’s adoption
rate is almost 10% as of July 2024, which is more than double the State’s
adoption rate. The projected EV growth in Dublin by 2030 is anticipated to be
40% of total vehicle registrations.
Ms. Kish shared the use of Dublin’s current EV chargers (Exhibit A — slide 9).
Dublin Charger Use
“Active Charging
Station Name as Utihzation
fo 148 / 925 5.2 35% 14.5% Unknotin
oe 78 | 471 13 23% 14.5% Unknown
Prd ae 617 / 1,696 3.1 26% 14.5% phe
ra - 285 / 1,061 11.8 40% 17.1% 7%
con sis 312 / 1,112 12.4 41% 17.1% 7%
‘Active Changing Citilization describes when at feast one charging port at the facility is delivering power and does not include Jdle time
hour day that each charger is plugged into a vehicle, regarcless of whether
—— a —
Ms. Kish stated that utilization is up 100% from 2023. She noted the difference
between Dublin’s active charging utilization and the national average.
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Recommendations
EV Charger Equipment Recommendation
Ms. Kish explained that when the utilization rate reaches 30%, it is time to
evaluate whether more charging stations are warranted in that location. She
stated that to keep up with demand in Dublin, the plan recommends adding
another 499 (476 Level 2 and 23 DCFC) stations in Dublin. 349 (333 Level 2
and 16 DCFC) of those would be privately funded and 150 (143 Level 2 and 7
DCFC) would ideally be publicly funded. This would put the total chargers in
Dublin to 588 by the year 2032 (Exhibit A — slide 10).
Charging Infrastructure Deployment Recommendation
Ms. Kish shared that determining where the additional chargers would need to
be installed is the next important part of the recommendation. Regarding
deployment of charging infrastructure (Exhibit A - slide 11), the plan specifies
three levels of implementation:
e Short-Term (2024 — 2025), consists of:
o Selecting 2-3 sites for charger deployment planning and creating
a process for assessing sites;
o Meeting with the appropriate utility provider;
o Meeting with private employers to understand their roadmap on
offering chargers for employees, including incentives such as
front row parking;
o Maintaining a database of EV chargers; and
o Considering additional chargers if 30% usage for three months is
achieved at a given location.
e Medium-Term (2025 — 2030), consists of:
o Reviewing the remaining sites for charger deployment for City
and private locations; and
o Updating projections every two years to check adoption,
regulation and funding changes.
e Long-Term (2030 — 2035), consists of:
o Reassessing the needs based on changes in EV technology,
adoption rate and private charging availability.
She stated that this process allows for the consistent reevaluation of conditions
as time progresses.
Municipal Fleet Recommendations
Ms. Kish recognized the Dublin Fleet team for advancements and achievements
in sustainability. She shared that the municipal fleet has saved 44,000 gallons of
gas in 2023. She stated that there are specific recommendations included in the
plan for the Dublin Fleet Division (Exhibit A - slide 16). There will never be a
recommendation to a whole-sale change to electric vehicles, because the City of
Dublin needs to be resilient in times of natural disasters and potential electrical
service interruptions.
Policy and Regulation Recommendations
Ms. Kish shared the Short-Term, Medium-Term and Long-Term action items
(Exhibit A - slide 18). She noted the importance of talking with
builders/developers about including charging capabilities in new builds.
Fee and Code Recommendations
Ms. Kish highlighted the following regarding fee and code recommendations.
Reviewing the options for fees is the first item of note as most EV users are
accustomed to paying for the use of the charger, but it is free in Dublin. She
also noted that code changes may become necessary to deter gas-powered
vehicles from parking in an EV charging spot.
Ms. Kish reiterated that this report was created to build upon Drive Ohio’s EV
Framework to position Dublin in a desirable position for grant funding. Other
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and assistance with implementation costs. She agreed with Ms. De Rosa that
recommendations that are in the plan, but not called out in this presentation
include the funding and communication, including public outreach.
Next Steps
Ms. Kish shared the following next steps:
e Create an internal implementation team to prioritize short-term
recommendations and ensure staff involved are aware of this plan;
e Work with the Planning Department on the update of the Zoning Code;
and
e Council may refer the policy development and discussion of EV charging
to a Committee of Council.
Staff sought feedback from Council on the proposed Dublin EV Infrastructure
Comprehensive Plan.
Council feedback included the following:
Mr. Keeler asked for more information and clarification regarding privately
funded charging stations. He used the recommendation of adding 14 charging
stations to Metro Center as the example. He believes these office buildings
would take care of themselves as employees express a desire for EV charging
stations. He asked if the recommendation is that the City work with private
partners to install EV charging stations at the Library or the Darby lot. Mr.
Rayburn stated that they can be privately owned but they would need to be
publicly accessible. He anticipates working with Economic Development and
Planning to ensure that adding EV charging stations is part of the development
conversation.
Ms. Kramb stated that an example of this type of partnership is seen at the
Bridge Park parking garage. The garage is owned by Crawford Hoying, but there
are public EV charging stations for anyone’s use.
Mr. Keeler stated that the number of charging stations seems ambitious. Some
of the automakers have backtracked their projections a bit on electric vehicles.
There seems to be some skepticism that we have the infrastructure to power
electric vehicles.
Ms. De Rosa asked about the cost associated with these EV charging stations.
Ms. Kish stated that a DCFC charger install would cost about $150,000. Ms. De
Rosa suggested having more cost figures included in the report. She stated she
has no idea what it costs to support these charging stations. She would like to
see a more robust financial analysis. She stated that replacement expectation,
factoring in the changes in technology, is also an important piece of information
when considering if and when these are installed. Ms. Kish stated that it costs
the City of Dublin about $134,000 a year (for both Level 2 and DCFC) to offer
free electricity for EV chargers. Ms. O'Callaghan stated that staff does have cost
related information, but was waiting to go into that level of detail with a
committee if Council chose to refer this topic. Ms. De Rosa expressed
appreciation for continuing the conversation with Planning. She also expressed
that she would like to see the City’s internal plan for the City’s fleet.
Vice Mayor Alutto stated that she would like to see additional benchmarking
from comparable cities to see how Dublin compares. She would like to see this
be part of the cost recovery model policy that the City uses for other services.
She was interested in the EV charging etiquette and wondered if technology
existed to alert owners when their car is finished charging via an app or
notification. She also would like to know more about the public/private
partnership opportunities and whether there could be branding opportunities
flexibility in infrastructure is important with technology and future
advancements.
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STAFF COMMENTS
Ms. O'Callaghan shared the following:
Dublin has recently been recognized as a Runner Friendly Community for the
period 2024 — 2029 by the Road Runners Club of America, one of five cities to be
newly awarded and only the third city in Ohio to earn this designation. The others
include Dayton and Toledo. To be awarded the designation, communities must
Mr. Reiner stated that he too would like to see the costs associated with the
installation of these chargers. He also agrees with cost sharing and seeking out
partnership opportunities. Future advancements are coming, so he stated he
would like to keep an eye on that as well.
Ms. Fox found this information very interesting. She would like to see additional
cost and data surrounding implementation. She stated she does not think the
City should be the main supplier for public charging. She would like to see the
strategies associated with public/private partnerships and the options explored
further. She shared some research she found regarding the Detroit Smart
Parking Lab and the work they do there. She stated that the work they are
doing with different types of charging stations is fascinating. She agrees that
changing technology is important to stay tuned into. She also agreed that the
entire fleet should not be electric, but recent hurricanes are showing the
importance of having gas powered resources. She suggested looking at hybrid
options for our resources. She is appreciative of the conversations happening
with Planning.
Ms. Kramb shared her support for sending this topic to a committee to continue
work. She also expressed support for continuing to look for grant opportunities.
She agrees that financial information should be included.
Mayor Amorose Groomes clarified that most of the charging stations have been
built to date with grant funding. She stated that the $150,000 per unit sounds
alarming, but the City has not paid that. Ms. Kish stated that the $150,000 is for
the DCFC, but the Level 2 cost is in the $7,000-$12,000 range. Mayor Amorose
Groomes would like to see the use study be tied to business operating hours
(non-overnight hours), because the demand changes significantly at 12:00 p.m.
versus 4:00 a.m. She spoke more in favor of the DCFC stations rather than the
Level 2. Due to the level of interest of all Council members, she suggested
keeping the topic at the Council level and not referring it to a committee at this
time. Ms. Kramb agreed.
Mayor Amorose Groomes stated that spaces should be well marked, and the
industry standard charging should be offered. If an adaptor were to be needed,
it should be the owner’s responsibility to have that adaptor with them. Mayor
Amorose Groomes would like to know exactly what the investment would be to
the City going forward if these recommendations come to fruition. She would
like to be able to tell the story.
Ms. O'Callaghan stated that one of the reasons that the Drive Ohio framework
was followed and this plan was developed was to put the City in a great position
to secure grant funding opportunities. Ms. O’Callaghan clarified Council’s desire
to have a work session on the plan in its entirety or would the fee aspect be
referred to committee. Some of the recommendations in the plan do require
more vetting and discussion. Council consensus was to have a work session on
the entire plan prior to its adoption.
Mayor Amorose Groomes stated her support for including the building code
requirement of running 220V to the house for the purposes of charging. She
stated that requiring that of any structure that has a garage would be a good
service to residents.
Mr. Keeler suggested that municipal fleet and equipment needs to be considered
when advancing sustainable technology.
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COUNCIL COMMITTEE REPORTS
meet a set of stringent criteria, including community infrastructure, community
support, government support, and additional support such as youth programs,
running clubs, marked pathways, and more. Nominations take place twice a year
with the home running club taking the lead in completing the submission. Staff
worked in partnership with Columbus Running Club to finalize and submit our
application. As a Runner Friendly Community, Dublin will be listed on the
organization’s website and will receive a commemorative plaque. Dublin will also be
featured in a national press release and in the Road Runners Club of America’s
Annual Report.
Staff from Community Events attended the International Festival Events Association
conference in Pittsburgh last week and picked up some awards for the Dublin Irish
Festival. The Festival received 2 gold awards for social media efforts, 3 silver
awards including one for best merchandising program and for the Festival's
emergency preparedness plan and 2 bronze for the website and TV promotion.
Congratulations to our Community Events team this is great international
recognition!
The City of Dublin was honored with two American Public Works Association
awards at the recent Public Works Expo. The City received the Technical
Innovation Award for the implementation and usage of a new road weather
information system using Vue Robotics weather camera stations. Operations
Administrator, Gary Browning, received the Excellence in Education Award,
recognizing his work in delivering educational opportunities for all levels of public
works.
Dublin’s Halloween Spooktacular will take place next week on Thursday, October
17 and Friday, October 18 in Coffman Park.
Community Development Committee Report
Mr. Reiner stated that, in addition to the Beautify Your Neighborhood grant
approved earlier this evening, the Committee discussed the City’s code
enforcement program and its role in the development review process. He stated
that discussion was held regarding the quality that the City demands on its
aesthetics. It was a great discussion of the importance of how the visual aspects
that set Dublin apart from other cities are enforced. It is important to the
community that the City keeps those standards up.
Ms. Fox stated that the aesthetics of the City are a primary foundational aspect of
the Committee.
Administrative Committee Report
Ms. De Rosa stated that there were three topics heard by the Administrative
Committee. They were:
o Areport regarding the elected official/appointee required training. The
Committee was supportive of incorporating some of the DEI and Ethics
topics into the annual training that is done with members and aligning the
training with the appointment terms. The next training plan will be shared
with Council when ready.
o Secondly, the Committee reviewed the draft retreat agenda and
incorporated feedback from Council regarding topics. A draft copy of the
agenda was provided to Council.
o Lastly, the Committee reviewed the draft agenda for the Joint Work Session
with Council, PZC, ARB and BZA. A copy of that agenda has been shared
with Council also.
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COUNCIL ROUNDTABLE
Ms. De Rosa reported that:
e the street trees in her cul-de-sac have been replaced for the third time due to
disease. She suggested looking at the planted inventory over the next 10 years, 20
years, etc. Mr. Reiner stated that the staff is well apprised of environmental issues
and disease issues that are present. Mayor Amorose Groomes stated that our
planted environment resiliency is a good topic for the Committee to investigate.
Council consensus was to add this topic to a Committee agenda.
e Ms. De Rosa offered her congratulations and thanks to Pat Losinski who recently
retired from his post as CEO of the Columbus Metropolitan Library. During his
tenure, every branch of the library was either updated or re-built. She
congratulated Lauren Hagan as the new CEO. The Dublin branch has a new Branch
Manager and her name is Trish Piliado.
Tolles celebrated their 50“ anniversary — congratulations to them;
The Economic Development meeting was an excellent well-attended event on
October 3'¢: and
e She congratulated staff for all the awards and recognition.
Ms. Fox congratulated staff on the Economic Development Strategic Plan open house. She
also expressed gratitude to staff for their presentations at the event.
Mr. Reiner expressed congratulations to the staff for the awards. He encouraged everyone
to join the Dublin Arts Council in celebrating their 40 anniversary on October 9.
Vice Mayor Alutto congratulated staff on the awards won. She mentioned that even
though the school district is a separate entity from the City, Dublin schools is having a
redistricting public meeting on October 21 and public input will be taken regarding the
upcoming redistricting in 2025.
Mayor Amorose Groomes reported that:
e She was in Washington D.C. for an FCC meeting where their findings were shared
at the FCC Board meeting. Her working group is waiting on feedback and she will
keep Council apprised of this work.
e She thanked Town Square for the stakeholder interviews. She thought their
questions were good.
e She congratulated the Chamber of Commerce on a sold out “Taste of Dublin”
event.
e She attended the Impact Lab groundbreaking in East Liberty.
e She and the City Manager attended the COMMA meeting last Friday (October 4)
and there were many great speakers brought in by Kenny McDonald of One
Columbus. The topic was affordable housing and workforce housing and overall
housing expansion in the region. She stated that she provided the feedback at the
conclusion of the meeting that the housing problems are well documented, but not
the solutions.
e She congratulated staff on all the awards and thanked them for representing the
City with excellence.
ADJOURNMENT
The meeting was adjourned at 8:43 p.m. >
Mayor — Presiding Officer
1
CITY OF DUBLIN, OHIO
DUBLIN EV INFRASTRUCTURE
COMPREHENSIVE PLAN
OCTOBER 2024
Exhibit A
2
CONTENTS
1 Executive Summary............................................................................................................................... 4
2 Introduction and Goal........................................................................................................................... 6
2.1 SWOT Analysis............................................................................................................................... 7
3 Trends in Electrification........................................................................................................................ 9
3.1 National EV Trends......................................................................................................................10
3.2 State EV Trends...........................................................................................................................11
4 Electrification Efforts to Date..............................................................................................................12
4.1 Dublin Trends..............................................................................................................................13
4.2 Dublin Fleet................................................................................................................................. 16
4.3 Dublin-Owned Charger Usage Analysis.......................................................................................18
4.4 Fees for EV Charger Use..............................................................................................................21
5 Charging Infrastructure Needs............................................................................................................23
5.1 Charging Projection Scenarios....................................................................................................23
5.2 Electrification Best Practices.......................................................................................................26
6 Electrification Recommendations.......................................................................................................30
6.1 Charging Infrastructure Deployment..........................................................................................30
6.2 Planning and Zoning Codes, Building Standards.........................................................................31
6.3 Partnerships................................................................................................................................32
6.4 Education and Outreach.............................................................................................................33
6.5 Dublin Fleet................................................................................................................................. 34
6.6 Funding .......................................................................................................................................35
6.7 Fee and Law Considerations.......................................................................................................36
Appendix A – Existing Conditions................................................................................................................37
Appendix B – EV Charging Forecasting.......................................................................................................64
Exhibit A
3
LIST OF TABLES
Table 1: Working Group Participants............................................................................................................ 6
Table 2: Eligible Funding Opportunities......................................................................................................11
Table 3: Number of Ports by Ownership.....................................................................................................14
Table 4: Replacement and New Vehicles CIP 2023.....................................................................................17
Table 5: Fleet Management Vehicle Request 2024-2028...........................................................................17
Table 6: Dublin Charger Utilization and National Averages........................................................................19
Table 7: Idle Time by Charger Type.............................................................................................................21
Table 8: Dublin Electrification Scenarios - Low, Medium, and High...........................................................23
Table 9: Dublin 2030 Electrification Recommendations.............................................................................24
Table 10: Public Level 2 and DCFC Recommended Implementation Targets by Year................................24
Table 11: Estimated EVSE Costs Through 2030 ..........................................................................................25
Table 12: EV Charging Best Practices for Private Developers.....................................................................27
Table 13: Key Considerations for the City of Dublin...................................................................................28
LIST OF FIGURES
Figure 1: City of Dublin Vision....................................................................................................................... 6
Figure 2: SWOT Analysis................................................................................................................................ 8
Figure 3: Level 1, Level 2, and DC Fast Charging........................................................................................... 9
Figure 4: US EV Sales 2023..........................................................................................................................10
Figure 5: Ohio New Alternative Fuel Vehicle (AFV) Registrations..............................................................12
Figure 6: Total PEV Registrations and PEV Fleet Percentage in Dublin ......................................................13
Figure 7: Top EV Registrations in Dublin.....................................................................................................14
Figure 8: Existing EV Chargers in and Around Dublin .................................................................................15
Figure 9: City of Dublin Owned Existing Chargers.......................................................................................16
Figure 10: Starting and Ending State of Charge for DCFC Sessions ............................................................20
Figure 11: Future EV Charging Location Recommendations ......................................................................26
Exhibit A
4
1Executive Summary
Dublin, Ohio, aspires to be the most sustainable, most connected and most resilient global City of choice
through state-of-the-art infrastructure, convenient transportation and expansive broadband access.
With a 100-gigabit fiber network, strategic private and public partnerships, and significant investments
in innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test
new technologies. The City is working to “improve lives, drives and experiences” by embracing the
significant shift in the automotive industry towards sustainability. Recognizing the potential of electric
vehicles (EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure for the City
fleet, residents and visitors.
This Implementation Plan builds upon the comprehensive analysis of Dublin’s current electrification
conditions presented in the preceding Existing Conditions Report (Appendix A). It serves as a roadmap
for the development and execution of a forward-looking strategy to drive transportation electrification
within the City, covering several key areas:
x Current EV Infrastructure: Assessing existing EV charging stations and their usage patterns.
x Future Projections: Forecasting the deployment of Electric Vehicle Supply Equipment (EVSE) to
meet anticipated demand.
x Municipal Fleet Transition: Strategies for converting a portion of the City’s passenger and small
truck vehicle fleet to electric drivetrains.
x Policy and Regulation: Examining of relevant policies, regulations, and best practices to support
electrification efforts.
The analysis forecasts that Dublin will require an additional 499 public EVSE ports to support the
anticipated 20,000 EVs registered in Dublin by 2030. These projections are based on a conservative
scenario, considering the high density of single-family homes where most EV drivers can charge at
home. To address these needs effectively, the Implementation Plan recommendations have been
categorized into seven key areas:
Key Recommendations Overview
1.Charging Infrastructure Deployment: Identifying and prioritizing locations for new EV charging
stations, ensuring accessibility and convenience for all users.
2.Planning and Zoning Codes, Building Standards: Updating building standards and zoning codes
to facilitate the installation of EV charging infrastructure in new developments and public
spaces.
3.Partnerships: Fostering collaborations with local businesses, utility companies, and other
stakeholders to expand the EV charging network.
Exhibit A
5
4.Education and Outreach: Developing programs to raise awareness about the benefits of EVs and
provide information on available incentives and best practices.
5.Dublin Municipal Fleet: Gradually replacing a portion of the City’s passenger and small truck
fleet with electric vehicles, starting with those that have lower duty cycles.
6.Funding: Exploring and securing external grants and incentives to support the expansion and
maintenance of EV infrastructure.
7.Fee and Law Considerations: Implementing charging fees, idle fees, and legal measures to
ensure efficient use of EV charging stations, and regularly update policies based on user needs
and best practices.
Short, medium and long term recommendations are provided for each recommendation category. While
recommendations are given for time periods up to 10 years in the future, it’s important to note that EV
charging technology, vehicle offerings, and consumer buying are changing rapidly so the plan will be
reviewed on regular basis to ensure City resources are being used appropriately.
Impact and Benefits
Implementing this plan will have a profound impact on Dublin’s sustainability and quality of life. By
expanding the EV charging infrastructure and promoting EV adoption, Dublin will significantly reduce
greenhouse gas emissions and improve air quality. The transition to electric vehicles will also decrease
the City’s dependence on fossil fuels, contributing to energy security and resilience.
Moreover, the plan will position Dublin as a forward-thinking city, attracting businesses and residents
who value innovation and sustainability. The partnerships and collaborations fostered through this
initiative will strengthen community ties and create economic opportunities. Education and outreach
efforts will ensure that residents are well-informed about the benefits of EVs, leading to increased
adoption and support for the City’s sustainability goals.
In summary, this Implementation Plan not only addresses the immediate needs for EV infrastructure but
also sets the stage for a sustainable, resilient, and connected future for Dublin.
Exhibit A
6
2 Introduction and Goal
This document outlines the comprehensive plan for the future of vehicle electrification in the City of
Dublin, Ohio, incorporating an analysis of existing electrification conditions alongside national and
international trends. Its purpose is to serve as a guiding resource for all city departments as they work
towards aligning Dublin with the City’s vision, sustainability goals and efforts to foster a cutting-edge,
connected, and resilient city. This plan helps ensure that the City of Dublin remains at the forefront of
sustainable urban mobility. By synthesizing the electrification work done to date, future forecasts, and
policy considerations, this plan will lay the foundation for a more efficient and environmentally
conscious transportation landscape in Dublin.
The Ohio Department of Transportation, through DriveOhio, conducted the Electric Vehicle Charging
Study, preparing Ohio for the future of transportation infrastructure. The study is a roadmap to create a
more robust statewide network of charging stations that reduce EV range anxiety, connect more
destinations and support Ohio’s goal to increase its smart mobility. Dublin is building on Ohio’s
statewide study to focus on local needs to successfully position Dublin for upcoming granting and other
collaborative opportunities.
Figure 1: City of Dublin Vision
The City of Dublin aspires to be the
most sustainable, connected
and resilient global city of choice.
Source: City of Dublin
To realize the City of Dublin’s vision (Figure 1), Dublin established an internal working group with
members shown in Table 1. The working group met four times over a period of six months, where they
discussed topics including EV best practices, strategies, and actionable policies aimed at accelerating
Dublin’s electrification efforts.
Table 1: Working Group Participants
PARTICIPANT NAME DIVISION
Bradley Fagrell Building Standards
Brian Ashford Facilities & Fleet Management
Christopher Will Community Planning & Development
Emily Goliver Office of the City Manager
J.M. Rayburn Transportation & Mobility
Jean-Ellen Willis Transportation & Mobility
Jennifer Rauch Community Planning & Development
Paul Hammersmith Engineering
Exhibit A
7
During the initial working group meeting on July 19, 2023, participants worked together to develop goals
and examine projection scenarios for EV charging in Dublin. This initial meeting set the foundation for
strategic planning and the establishment of key objectives to enhance EV infrastructure across the City.
It also laid the groundwork for subsequent meetings, where members discussed the integration of best
practices from other cities, engaged in analysis of different policy approaches, and mapped out potential
pathways to implement these strategies, including identifying optimal EVSE locations, the associated
costs, potential funding resources, as well as policy changes and collaboration opportunities.
22.1 SWOTT Analysiss
The first meeting started with an understanding of where electrification trends are heading and how
that will affect Dublin. A brainstorming session was held in the workshop to outline the Strengths,
Weaknesses, Opportunities and Threats or SWOT of Dublin as it relates to electrification within the City.
Figure 2 highlights key points of the SWOT analysis used in developing this electrification
implementation plan.
Exhibit A
8
Figure 2: SWOT Analysis
Source: City of Dublin
Exhibit A
9
3 Trends in Electrification
This section presents an overview of national and state EV trends. Differentiating the types of EV
charging is central to this topic. Plug-in electric vehicle charging options are commonly divided into three
general types as shown in Figure 3.
Figure 3: Level 1, Level 2, and DC Fast Charging
Exhibit A
10
33.1 Nationall EVV Trendss
EV sales in the United States reached a record high, with US plug-in electric vehicle (PEV) sales
surpassing 1.4 million vehicles through 2023, as shown in Figure 4. EV demand continues to grow
month-over-month, increasing steadily from 8.5% of new light-duty vehicle sales in January 2023 to 10%
in January 2024.1 This growth is largely driven by a combination of factors including technological
advancements, increased consumer awareness, and supportive government policies.
Figure 4: US EV Sales 2023
Source: Argonne National Laboratory
The surge in funding for EVs has been a significant benefit for sustainability efforts. However, it's
important to acknowledge that the rules governing this funding landscape are continually shifting to
address evolving priorities. Initially, the focus was primarily on EV adoption and charging infrastructure,
but funding programs have since expanded to include charger repair, workforce training, and
community initiatives.
While this evolving funding landscape is a positive sign of progress, it may require Dublin to be agile and
adapt to changing priorities. Not all funding opportunities will align perfectly with the City's needs, and
as new areas of focus emerge, flexibility will be key to leveraging these opportunities effectively.
Table 2 shows the most relevant eligible funding opportunities.
1 Light Duty Electric Drive Vehicles Monthly Sales Updates - Historical Data | Argonne National Laboratory (anl.gov)
0%
1%
2%
3%
4%
5%
6%
7%
8%
9%
10%
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 Adoption RateEV SalesUS Passenger EV Sales by Drivetrain
Battery electric Plug-in hybrid electric Percent Plug-In
Exhibit A
11
Table 2: Eligible Funding Opportunities
NAME DESCRIPTION
National Electric Vehicle
Infrastructure Program (NEVI)
$5 billion federal program to deploy a national network of
electric vehicle (EV) charging stations.
Charging and Fueling
Infrastructure (CFI) Grant
$2.5 billion federal program to support the deployment of
alternative fueling infrastructure, including EV charging stations.
Vehicle Technologies Office Grant Federal program that supports research, development, and
demonstration of advanced vehicle technologies, including
electric vehicles and hybrid vehicles.
Rebuilding American
Infrastructure with Sustainability
and Equity (RAISE)
Federal grant program that provides funding for major
transportation projects that have a significant impact on
economic competitiveness, safety, and equity.
Source: HNTB
33.2 Statee EVV Trendss
Compared to states like California and Oregon, Ohio was not an early adopter of electric transportation
technologies. However, some of its most populous cities are leading the way in EV adoption. DriveOhio
developed the Ohio Alternative Fuel Vehicle Registration Dashboard using data from the Ohio Bureau of
Motor Vehicles (BMV) to track the market penetration of all alternative fuel vehicles (AFVs), with a focus
on PEVs.
Currently, EVs make up less than 1% of all light-duty vehicles on the road. However, in January 2024,
nearly 4% of all new vehicle registrations were PEVs, either Battery Electric Vehicles (BEVs) or Plug-in
Hybrid Electric Vehicles (PHEVs). This suggests that Ohio is approaching a significant milestone: once 5%
of new vehicle sales are PEVs, other countries have observed a rapid acceleration in EV market growth.
2
In fact, Ohio’s new PEV registrations in 2023 exceeded the total number of PEV registrations for 2022 by
September.
2 https://www.bloomberg.com/news/articles/2022-07-09/us-electric-car-sales-reach-key-milestone
Exhibit A
12
Figure 5: Ohio New Alternative Fuel Vehicle (AFV) Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2024
There was a large increase in charger installations starting in the first quarter of 2021 in Ohio. That
momentum has continued and is expected to accelerate with the increased availability of federal
funding, such as the approximately $140 million in funding allocated to Ohio3 through the National
Electric Vehicle Infrastructure (NEVI) for charging infrastructure. As of August 2024, Ohio has 1,751
publicly accessible charging station locations, including 3,148 level 2 ports and 971 DCFC ports
4.
4 Electrification Efforts to Date
Dublin’s history with electrification started with their first public charging station in 2012 at the Dublin
Community Recreation Center. The station has two level 2 ports and charging is free for the public. At
the time, the Public Utilities Commission of Ohio would not allow non-utilities to sell for electricity to
the public. This has since changed and entities who are not Electric Distribution Utilities are allowed to
re-sell electricity for EV charging. Dublin has continued to let users of Dublin-operated charging stations
charge for free. Dublin’s first EV fleet purchase
was for four Nissan Leaf BEVs in 2018. Since then,
the majority of Dublin’s new alternative fuel fleet
vehicles have been hybrids and a variety of heavy-
duty CNG vehicles.
The City of Dublin fleet was awarded the Leading
Public Fleet Award for Green Sustainability at the
Advanced Clean Transportation Awards in 2018,
having gone beyond what is required to achieve
3 https://drive.ohio.gov/programs/electric/infrastructure/nevi/nevi
4 https://afdc.energy.gov/stations#/analyze?tab=station&fuel=ELEC&country=US®ion=US-
OH&status=E&status=T&show_map=true
Ohio Jul-24 Percent Plug-in: 3.96%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Adoption RateNew AFV RegistrationsAFV Registrations Percent Plug-in
Exhibit A
13
sustainability in their fleet operations. In 2021, the City of Dublin received the Ohio EPA Silver Level
Encouraging Environmental Excellence in Communities (E3C) award, which recognizes communities with
exceptional achievements in environmental stewardship. Later in 2023, Dublin was one of the first
communities to earn the Gold Level award.
44.1 Dublinn Trendss
Dublin is ahead of the state, with about 3.26% of its registered vehicles being PEV as of July 2024,
compared to the State’s 0.82%. In the second quarter of 2024, 8.1% of vehicle sales in Dublin were
electric. Figure 6 shows the steady growth in the percentage of PEVs out of all vehicles registered in
Dublin. As of July 2024, 1,348 vehicles out of the 41,393 registered vehicles in Dublin were PEVs.
Figure 6: Total PEV Registrations and PEV Fleet Percentage in Dublin
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2024
Figure 7 shows the most popular EV makes and models that are registered in Dublin. Tesla is the most
popular choice by far, taking four of the top five spots. The Jeep Wrangler 4xe PHEV is a surprising
addition to the top five, given that it was only released in 2021. It is also one of two PHEVs in the top ten
plug-in vehicles, alongside the Chevy Volt (discontinued in 2019).
3.26%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
0
200
400
600
800
1000
1200
1400
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24PEV Fleet PercentagePEV RegistrationsTotal PEVs Percent PEVs
Exhibit A
14
Figure 7: Top EV Registrations in Dublin
Source: Ohio BMV, via DriveOhio AFV Dashboard (as of July 2024)
In terms of charging infrastructure, there are 83 publicly accessible level 2 ports and 6 DCFC ports in
Dublin as shown in Table 3. These chargers are located mainly in proximity to I-270 and US-33, as shown
in Figure 8.The City of Dublin owns and operates 19 of the level 2 ports and 2 of the DCFC ports as
shown in Figure 9.
Table 3: Number of Ports by Ownership
OWNERSHIP CHARGER TYPE NUMBER OF PORTS
City of Dublin
Level 2 19
DCFC 2
Private
Development
Level 2 64
DCFC 4
Source: AFDC, PlugShare, August 2024
21
21
29
31
34
44
47
96
259
379
CHEVROLET Volt
BMW X5
CHEVROLET Bolt EV
NISSAN Leaf
FORD Mustang Mach-E
JEEP Wrangler
TESLA Model X
TESLA Model S
TESLA Model 3
TESLA Model Y
Exhibit A
15
Figure 8: Existing EV Chargers in and Around Dublin
Source: AFDC and City of Dublin
Exhibit A
16
Figure 9: City of Dublin Owned Existing Chargers
Source: City of Dublin
44.2 Dublinn Fleett
The Dublin vehicle fleet represents a diverse array of vehicles essential to the City’s operations and
services with a total of 218 vehicles that serve the municipality. The average model year for all vehicles
is 2015 and the low average annual mileage of 5,289 miles reflects a modern and well-maintained fleet.
Table 4 lists the new vehicle purchases in 2023 that replaced existing vehicles, along with their
associated costs, which total around a $1.4 million investment in alternatively fueled vehicles.
Exhibit A
17
Table 4: Replacement and New Vehicles CIP 2023
VEHICLE NUMBER TOTAL
CNG F150 Ford extended cab trucks ($40,000 each) / CNG upfit
($14,000 each)2 $108,000
CNG F450 Ford dump trucks ($60,000 each) / CNG upfit ($23,000
each)2 $170,000
CNG F250 Ford four door trucks ($45,000 each) / CNG upfit ($16,000) 5 $305,000
Police hybrid interceptors ($70,000 each) 3 $210,000
Small police electric SUV 1 $60,000
CNG Freightliner plow trucks ($230,000 each) 2 $460,000
CNG Ford 4 door F350 with utility bed ($80,0000 each) / CNG upfit
($16,000 each)
1 $96,000
Rounding $1,000
Total 2023
Investment $1,410,000
Source: City of Dublin
Table 5 lists the proposed vehicle replacements between 2024-2028 along with their associated costs,
which total around a $1.3 million investment.
Table 5: Fleet Management Vehicle Request 2024-2028
VEHICLE YEAR VEHICLE AND FUEL TYPE TO BE
ORDERED
COST
F450 Plow Truck, Used
year round 2012 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Plow Truck, Used
year round 2003 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Parks chipper truck,
Used year round 2003 CNG 2x4 F450 Reg. Cab Dump Bed $75,000
7400 International Snow
Plow 2010 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow
Plow 2011 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow
Plow 2011 CNG Freightliner M2 Snow Plow $260,000
Exhibit A
18
Vehicle procurement is aligning with Dublin’s proposed sustainability plan which emphasizes reducing or
eliminating diesel and standard fuel vehicles from the City’s fleet. This entails establishing and enforcing
an EV procurement policy for new vehicles and phasing out non-EV or hybrid vehicles, except for heavier
vehicles without currently viable EV alternatives. As Dublin continues to procure vehicles annually,
careful consideration should be given to selecting models that meet these criteria. For instance, an
electric or hydrogen-powered snowplow might become available on the market that allows the City to
meet its sustainability goals. Ford is also likely to continue making more electrified police vehicles as the
rest of their lineup electrifies. The low mileage requirements of the City’s entire fleet make electrifying a
portion of it easier in theory, but the market is focused on larger and therefore more expensive
batteries. Changing battery technologies and consumer preferences may change, bringing more models
to the market that are not overbuilt for Dublin’s needs.
44.3 Dublin-Ownedd Chargerr Usagee Analysiss
Dublin operates 19 level 2 ports across the City (12 of which are available for public use), and two public
use DCFCs at the Darby lot in Historic Dublin. A year of charging data from the City’s ChargePoint
dashboard was examined, covering December 2022 to 2023, to understand usage patterns and help
predict future needs. There were 18,907 transactions from 2,233 unique users. Transactions were
reviewed to ensure the analysis included quality data. Drivers will sometimes initiate a charging session
incorrectly and need to unplug then plug back in. A transaction was deemed unproductive if it lasted
less than five minutes and delivered less than 0.15 kWh of energy.5 This threshold represents a mere 1.8
kW of power, or about 25% of what would be expected of a typical level 2 charger. Of 18,907
transactions, 3,012 were deemed unproductive and not included in the analysis.
First, overall utilization of the public facing chargers was reviewed. Table 6 lays out the active charging
utilization rates versus the national utilization average rates. As shown, Dublin’s utilization rates are
significantly higher than the national average.
5 Winn, “Electric Vehicle Charging at Work: Understanding Workplace PEV Charging Behavior to Inform Pricing
Policy and Investment Decisions.” https://innovation.luskin.ucla.edu/wp-
content/uploads/2019/03/EV_Charging_at_Work.pdf
Interceptor Dublin Police
Detective Vehicle 2016 TBD $60,000
Interceptor Police Front
line 2014 Ford Hybrid Interceptor $75,000
Interceptor Police Front
line 2016 Ford Hybrid Interceptor $75,000
Interceptor Police Front
line 2016 Ford Hybrid Interceptor $75,000
Total 2024-2028 $1,320,000
Exhibit A
19
Table 6: Dublin Charger Utilization and National Averages
*Active Charging Utilization describes when at least one charging port at the facility is delivering power and does not include
idle time.
**National and Ohio utilization is defined as the % of time in a 24-hour day that each charger is plugged into a vehicle,
regardless of whether that charger is actively dispensing power.
Sources: Dublin Data from ChargePoint Dashboard, Feb 1 – April 30, 2024 and National and Ohio data from Stable:
https://stable.auto/insights/electric-vehicle-charger-utilization-by-month.
Based on Dublin’s ChargePoint data, utilization from February to April of 2024 is up approximately 100%
from 2023 utilization. Industry opinion on what charger utilization rate threshold should trigger a
discussion on adding additional chargers varies. For Dublin, a charger utilization rate reaching 30% or
higher for three months is suggested as the time to discuss whether an expansion is necessary. Other
factors helping to make that decision would be whether the three months were a spike due to a specific
event or whether other stations are already planned to be built in the area to displace the need.
The starting and ending State of Charge (SoC) were examined for DCFCs (Figure 10). SoC is less critical
for level 2s – it is commonly considered poor charging etiquette to leave a vehicle plugged into a DCFC
beyond 80% SoC, but the expectation for level 2 chargers is that the vehicle will remain plugged in until
it is full, which can take anywhere from a few hours to over a day, depending on the SoC, battery size,
and power level. Charge speed on a DCFC falls off dramatically once 80% SoC has been reached.
Charging over 80% can also harm the battery long-term. The data reveal that while many users plug in
around 30% SoC, 60% of users remain plugged in beyond 80% SoC.
Station Name # Unique Users
/ # Sessions
Average # of
Sessions per Port
per Day
Active Charging
Utilization (2024)*
National
Utilization
Average (2024)**
Rec Center
(Level 2)
148 / 925 5.2 35%14.5%
City Hall
(Level 2)
78 / 471 1.3 23%14.5%
Dublin Library
(Level 2)
617 / 1,696 3.1 26%14.5%
Darby Lot #1
(DCFC)
285 / 1,061 11.8 40%17.1%
Darby Lot #2
(DCFC)
312 / 1,112 12.4 41%17.1%
Exhibit A
20
Figure 10: Starting and Ending State of Charge for DCFC Sessions
Source: City of Dublin ChargePoint Dashboard
Next, idle times by charger type were examined (Table 6). A vehicle is considered idling when it has
stopped charging but remains connected to the charging station. One key limitation of idle time data is
that the session ends when the vehicle is unplugged. This means users may have unplugged their
vehicles but remained blocking the space. Interestingly, in contrast to the SoC analysis, most idle times
are very short, especially for the DCFCs. 88% of DCFC sessions and 52% of level 2 sessions end within five
minutes of charging completion. However, some vehicles, especially on the level 2 chargers, remain
plugged in for a very long time after charging has finished.
-
200
400
600
800
1,000
1,200
1,400
5% 10% 15% 20% 25% 30% 35% 40% 45% 50% 55% 60% 65% 70% 75% 80% 85% 90% 95% 100%Number of SessionsUpper Limit of State of Charge (SoC)
Starting SoC Ending SoC
Exhibit A
21
Table 7: Idle Time by Charger Type
NUMBER OF SESSIONS IDLE TIME
DCFC
4,802 <5 mins
543 5-60 mins
135 >60 mins
Level 2
5,370 <5 mins
3,838 5-60 mins
1,207 >60 mins
Source: City of Dublin ChargePoint Dashboard
Given the idle times, ending SoC, and lack of any fees for charging, Dublin should consider implementing
fees for EV chargers. Fees will allow for an opportunity to offset the cost of electricity and instill better
EV charging etiquette among users. Fees for charging are discussed further in Section 4.4.
The Dublin City Council has adopted the 2024-2028 Five-Year Capital Improvements Program (CIP),
which allocates $256 million dollars for new and existing infrastructure in the City. The 2024-2028 CIP
includes $475k funding6 for EV Charging Station Infrastructure for the City’s growing fleet of EVs. The
design for the EV charging stations was completed in 2023 and includes carport structures equipped
with solar panels which protect the stations from snow and ice while also providing a renewable energy
source for the chargers.
Additional CIP funding is proposed each year to support electric vehicle fleet purchases and the future
buildout of EV charging stations both for Dublin’s fleet and the public. Dublin has also dedicated
significant personnel resources to furthering electrification efforts.
44.4 Feess forr EVV Chargerr Usee
When EVs were first introduced, charging stations were often free to use and readily available as
needed. However, as EVs become more common, this is changing. Chargers, especially DCFC in popular
areas and during high travel periods, can be busy and require a driver to wait their turn. This is also
common for gas pumps during high travel times but the turnover is much faster. Chargers can also be
unavailable when a charging vehicle seeks to charge their vehicle to 100% which is not suggested as it
can damage the battery through overcharging and the last 10-15% charge can take a much longer time
to complete.
Charging fees can be based on the amount of energy used [measured in kilowatt-hours (kWh)], the time
spent charging (measured in minutes), the time spent idling after charging, or a combination of all three.
An informal survey of the Electrify America app for chargers in Ohio revealed a pricing structure based
on energy usage. This typically includes additional fees if the vehicle remains connected after charging,
6 https://city-dublin-oh-budget-book.cleargov.com/12774/capital-request/71042/view
Exhibit A
22
known as idle fees. The cost per kWh ranged from $0.48 to $0.64, while idle fees were either waived or
charged at $0.40 per minute after a 10-minute grace period.
The City of Bexley, Ohio charges an idle fee of $0.10 per minute after two hours of charging for the
chargers near their city hall. However, most private companies charge at the higher end of the scale. If
the fees are set too low, it may not deter drivers from occupying the charging stations longer than
necessary.
Tesla also has a congestion fee of $1 per minute that is charged when a vehicle reaches 90% SoC. This is
another tactic to turn over parking spots to the next vehicle. It’s worth noting that EV drivers,
particularly those who are accustomed to using public charging stations from well-known brands, are
likely accustomed to these energy-based, idle and congestion fees.
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. Not charging fees can also be a draw for employees and
tourists. As the City expands its charger offerings and to respond to the congestion that could occur with
more EVs on the road needing charging, it is recommended that fees be considered for both energy
usage and idling.
Exhibit A
23
5 Charging Infrastructure Needs
This section focuses on three key areas: charging projection scenarios, associated costs, and
identification of potential priority charging locations in Dublin. This analysis aims to offer a strategic
roadmap for efficient and effective EV charging infrastructure deployment, ensuring the City of Dublin’s
readiness for the increasing adoption of EVs.
55.1 Chargingg Projectionn Scenarioss
As of July 2024, there were 41,393 vehicles registered in Dublin. Historically, the city has seen an
average population growth rate between 2-3% per year. Taking into account future growth and
potential annexation, it’s reasonable to use the higher end of this range, a 3% annual growth rate, to
forecast the number of EVs that will be registered in Dublin by 2030.
With this 3% annual growth rate, compounded yearly, it is expected that approximately 49,425 vehicles
will be registered in Dublin by 2030. This estimate also takes into account the expected increase in
visitors to Dublin.
To simplify these projections, the estimated number of vehicle registrations by 2030 has been rounded
up to 50,000. Assuming a 40% EV adoption rate among the estimated 50,000 vehicles, the projected
number of EVs registered in Dublin in 2030 is estimated to be 20,000. This figure is used in the scenario
and in the calculations summarized in Table 7. These scenarios are created by projecting how many
EVSEs will be needed to support the total number of EVs. EVSE numbers include all level 2 and DCFC
chargers, whether publicly or privately funded. However, it does not include chargers installed in private
homes.
Table 8: Dublin Electrification Scenarios - Low, Medium, and High
CHARGING SCENARIO EV TO EVSE RATIO EV TO EVSE RATIO SOURCE
EVSE NEEDED IN
DUBLIN BY 2032
Low Electrification 34:1 Norway Existing
7 588
Medium Electrification 18:1 US DOE Recommendation
8 1,111
High Electrification 7:1 California Goal
9 2,857
Source: See Footnotes
The recommended electrification scenario for Dublin will need to be reassessed based on actual market
trends due to how rapidly the EV market is evolving, but at this moment a low electrification scenario
for 2032 is recommended, with a 34 to 1 EV to EVSE ratio. This is recommended because of the high
density of single-family homes in Dublin where most EV drivers will have the ability to charge at home,
rather than relying on public charging.
7 https://www.visitnorway.com/plan-your-trip/getting-around/by-car/electric-cars/, Accessed 2023-11
8
https://www.energy.gov/sites/default/files/2017/09/f36/NationalPlugInElectricVehicleInfrastructureAnalysis_Sept
2017.pdf, Accessed 2023-11
9 https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127,
Accessed 2023-11
Exhibit A
24
Next, the number of each type of charger needed was reviewed – level 2 versus DCFC. In terms of the
number of level 2 charging ports needed compared to DCFC ports, it is recommended to have a more
conservative ratio in the Dublin area at around 20:1 level 2 to DCFC as shown in Table 8. This is
recommended because Dublin already has a relatively low number of public level 2 ports compared to
DCFC ports at 14:1. Since Dublin is comprised of mostly residential and mixed-use areas, where most
users will be parked for extended periods and not necessarily need rapid charging, a higher number of
level 2 ports versus DCFC ports could serve most users.
Table 9: Dublin 2032 Electrification Recommendations
Assumed Total Number of Vehicles Registered in Dublin (based on 2023 registrations) 50,000
Projected Number of EVs in Dublin by 2030 (40%) 20,000
Recommended EV to EVSE Ratio 34:1
Recommended Number of Public EVSE 588
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 559
Recommended Public DCFC Ports 29
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 83 existing public level 2
charging ports and 6 existing DCFC ports. Table 9 shows targets for EVSE implementation to meet the
2032 recommendations. These will include EVSE funded by the City of Dublin and the private sector.
Table 10: Public Level 2 and DCFC Recommended Implementation Targets by Year
YEAR LEVEL 2 PORTS DCFC PORTS
2023 (existing)83 6
2025 (planned)105 6
2028 150 15
2030 300 22
2032 559 29
Source: HNTB
5.1.1 Projected Costs
The installation of EV chargers incurs various costs. Table 10 provides an estimated range of these costs,
broken down by charger type and charging scenario (Low, Medium, High).
A low charging scenario, similar to the charging ratio observed in Norway in 2023, is recommended for
Dublin. When this scenario is combined with a 20:1 ratio of level 2 to DCFC chargers, the projected total
cost comes to approximately $7.8M.
It’s important to note that these costs will not be borne by the City of Dublin alone. Rather, they
represent the collective investment required from all parties involved in charger installation to achieve
the stated charging infrastructure goal.
Exhibit A
25
Table 11: Estimated EVSE Costs Through 2032
EV PER EVSE
LEVEL 2
PER
DCFC
ADDITIONAL
LEVEL 2 NEEDED
BY 2032
ADDITIONAL
DCFC NEEDED
BY 2032
LEVEL 2 COST
ESTIMATE
DCFC COST
ESTIMATE
TOTAL COST
ESTIMATE
Low:
Norway 2023
(34:1)
20:1 476 23 $3.2M $4.6M $7.8M
12:1 461 38 $3.1M $7.6M $10.7M
3:1 374 125 $2.5M $25.0M $27.5M
Med: USDOE
2017 Estimate
(20:1)
20:1 973 49 $6.6M $9.8M $16.4M
12:1 944 78 $6.3M $15.6M $22.0M
3:1 767 255 $5.2M $51.0M $56.2M
High: CA Goal
(7:1)
20:1 2,636 132 $17.8M $26.4M $44.2M
12:1 2,555 213 $17.2M $42.6M $59.8M
3:1 2,076 692 $14.0M $138.4M $152.4M
Source: EV per EVSE from footnotes 6-8; all others HNTB
5.1.2 EV Charging Locations
Figure 11 provides a detailed overview of the existing and the recommended locations for EV charging
stations, including level 1, level 2, and DC Fast charging options across both public and private
developments. These stations are strategically positioned based on existing and anticipated demand in
traffic, tourism, and areas of growth as described in the Envision Dublin Community Plan.10 These
locations will help ensure accessible and convenient coverage to support the growing EV market in the
area.
10 https://storymaps.arcgis.com/stories/775646484c58444e87f70a9bf507e6c6
Exhibit A
26
Figure 11: Future EV Charging Location Recommendations
Source: HNTB
55.2 Electrificationn Bestt Practicess
The working group reviewed the various ownership models and researched best practices for
electrification from the City’s perspective as a charging owner/operator and from the perspective of
developers bringing EV chargers to the City. This section provides guidance for private developers on
installing EV charging and best practices for contractual agreements for the City to own and operate
chargers on their property. The recommendation is to continue contracting full services to third parties,
as this approach minimizes costs, leverages skilled maintenance, and allows for flexibility in provider
changes.
5.2.1 Private Development
From offering EV charging as an incentive for employees to adding an EV charger to their place of
business as a new revenue source, private businesses and developers of various types are seeing the
electrification of vehicles impact their day-to-day decisions.
The City of Dublin takes an active role in partnering with businesses who choose Dublin as their home
and wants to continue to offer that partnership as Dublin’s EV charging network is built. This includes
Exhibit A
27
creating public-private funding mechanisms to promote the installation of new EV charging stations,
particularly in multi-family residences and commercial developments.
Table 11 presents best practices for private developers to implement when installing EV chargers. It is
recommended that these best practices be shared on an electrification webpage, serving as a resource
to guide effective and efficient charger installations and promote broader adoption of EVs.
Table 12: EV Charging Best Practices for Private Developers
CATEGORY BEST PRACTICES DESCRIPTION
Physical Space
Easy Access
Place EV chargers in well-lit and easily accessible areas, such as near
parking lot entrances and exits. This will make it easier for drivers to
find and use the chargers.
Location Convenience
Place EV chargers in locations that are convenient for users, such as
near shopping centers, workplaces, and residential areas to
encourage more people to use the chargers.
Site Aesthetics
Ensure that the placement of EV chargers is carefully considered to
preserve the site’s visual appeal while still providing convenient
access to charging stations.
Electric
Utilities
Early Coordination
Coordinate with the local electric utility company early in the
planning process to ensure that there is sufficient electrical capacity
to support the EV chargers.
Site Improvements
Determine if any utility upgrades such as system upgrades,
distribution work, or new service work are needed and the
associated costs.
Separate Metering
Request separate metering for EV chargers to appropriately pass
along electricity charges and to receive better data on electricity
usage. Separately metering charging load, either with a separate
meter or submetering equipment, is necessary for functions such as
billing EV drivers based on usage, administering different rates,
collecting charging data, and excluding charging load from demand
charge calculations from the rest of the building.
Permits and Licenses
Obtain all necessary permits and licenses from the City of Dublin to
ensure that the EV chargers are in compliance with all applicable
laws and regulations.
Site Feasibility
Pull-Through Spots Prioritize pull-through spots for more efficient use of charging and to
address the needs of medium and heavy-duty vehicles.
Amenities Install chargers near amenities such as restaurants, restrooms,
seating, and vending machines.
Safety and
Security
Fire Safety Comply with all applicable fire safety codes and regulations.
Remote Shutoff Equip the EV chargers with remote shutoff capability, so that they
can be turned off in the event of an emergency.
Cybersecurity
Measures
Implement cybersecurity measures to protect against unauthorized
access and data breaches.
Locked Cabinets Store the EV charging equipment in locked cabinets to prevent theft
and vandalism.
Vandalism Resistance
Choose EV chargers that are vandalism resistant. This includes
features such as heavy-duty construction, security cameras, and
motion sensors.
Cameras Consider installing cameras at the EV charging station to improve
safety.
Exhibit A
28
CATEGORY BEST PRACTICES DESCRIPTION
Lighting Install adequate lighting at the EV charging station to improve
visibility and safety.
Accessibility
ADA Compliance
Make sure that the EV charging station is accessible to people with
disabilities., taking into consideration guidelines provided by the U.S.
Access Board 11 for inclusive design.
Maintenance
Establish a regular maintenance schedule for the EV charging station
to ensure that it is in good working order. This includes inspecting
the equipment for damage and making any necessary repairs.
Source: HNTB
5.2.2 City of Dublin
Table 12 presents best practices that the City of Dublin should consider when operating EV charging
infrastructure on Dublin-owned property.
Table 13: Key Considerations for the City of Dublin
CATEGORY BEST PRACTICES DESCRIPTION
Accessibility
Scalability Prioritize EV charging management system capabilities that meet the
growing demands of handling more drivers, chargers, and transactions.
Compatibility
Deploy chargers that are compatible with the highest number of EVs on
the market and ensure interoperability with various EV models by
accommodating the appropriate connector standards (such as CCS, or
NACS standards).
Code Changes Enact code changes that allow the City to enforce EV charging only parking
spaces.
Fleet
Management
Capabilities
Ensure the EV charging infrastructure is optimized to fulfill the charging
needs of employee drivers and fleet managers, including automatic
notifications via smart connections to promptly address maintenance
issues.
Standards and
Integration
Data Security and
Privacy
Implement robust data security measures to protect user data and
privacy, in compliance with applicable regulations.
Customer
Support
Specify the provision of reliable customer support services, including
24/7 assistance and responsive maintenance teams.
Pricing
Transparency
Ensure a transparent procurement and charging pricing process. All
vendors will be required to make an API available for free to third party
software developers to share this information.
Sustainability
and Future-
Proofing
Smart Grid
Integration
Promote integration with the local smart grid to optimize charging
schedules and reduce strain on the electrical grid during peak times.
Community
Engagement
Include provisions for community engagement and feedback mechanisms
to address concerns and ensure charger locations are well-received by
residents.
Compliance and
Reporting
Set up regular reporting and compliance checks to ensure that
contractors meet the terms of the agreement and adhere to City
standards.
Futureproofing Consider future technologies and standards, ensuring that the contract
allows for upgrades and adaptations as the EV charging industry evolves.
11 https://www.access-board.gov/ta/tad/ev/
Exhibit A
29
Incentives for
Renewable
Energy
Explore incentives for contractors to invest in renewable energy sources
and energy storage solutions to reduce environmental impact.
Pricing
Stay Up to Date
with State Law
An entity providing EV charging services is not considered a public utility.
Pricing by kWh and time are both permitted, with per kWh gaining more
popularity and being perceived as fairer. Costs around $0.50/kWh are
common for privately owned DCFC.
Ohio currently collects EV, PHEV, and Hybrid registration fees to supplant
or replace gas tax revenue, but these fees are not being shared with
municipalities.
Charging For
Usage
Set up fees to recoup energy costs and encourage good etiquette.
Specific recommendations are discussed in Section 4.4.
Demand Charges
Low utilization of high-power chargers can impose high demand
charges.12 Be careful not to over-build DCFCs to keep utilization high.
Inconsistent or “peak” usage will incur higher fees from the utility. Talk to
the utility about EV-specific rates that may exist.
Fees for Behavior
Change
Imposing idle fees once charging has substantially completed encourages
turnover. Drivers have come to expect fees, and pricing this scarce
resource accordingly will become more critical. Flat idle fees in the range
of $0.40 - $1.00 per minute are common for DCFCs. Tesla offers a tiered
system where the fee is dynamically adjusted based on congestion at the
Supercharger and the vehicle’s SoC.13
Equity
Outreach to people who don’t have charging at home is recommended to
ensure that pricing strategies do not exclude these groups. Lower-income
populations are less likely to have access to home charging, a double-
edged sword – higher prices will affect them disproportionately, but
higher turnover of spaces could be a benefit to a group that doesn’t
otherwise have access.
Source: HNTB
12 Electricity Cost for Electric Vehicle Fast Charging (nrel.gov)
13 https://www.tesla.com/support/charging/supercharger/fees
Exhibit A
30
6 Electrification Recommendations
This section provides actionable insights for stakeholders at various levels, detailing how to navigate the
evolving landscape of EVs and EV charging infrastructure. These core recommendations provide a
roadmap for making informed decisions and investments in the electrification journey.
66.1 Chargingg Infrastructuree Deploymentt
Short-term Recommendations (2024-2025)
Select 2-3 sites for charger deployment planning and create
process for assessing sites. Maintain updates to the database of EV
chargers in the City.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
Meet with the appropriate utility provider to understand level of
effort for deployment.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities, Utilities
Meet with large, private employers to understand their roadmap
on offering chargers for employees, including incentives such as
front row parking.
WHO'S INVOLVED:
Economic Development,
Transportation and Mobility,
Planning, Private Employers
Consider a standard of 30% usage for three months as the time to
evaluate adding chargers to existing locations. Look at usage data,
potential events going on in the area that may skew the data and
any public comments about the location.
WHO'S INVOLVED:
Facilities, Transportation and
Mobility, City Manager
Medium-term Recommendations (2025-2030)
Review remaining sites for charger deployment for City and private
locations. WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and AnalyticsUpdate projections every 2 years to check adoption, regulation,
funding changes, etc.
Long-term Recommendations (2030-2035)
Reassess needs based on changes in EV technology, adoption rate,
and private charging availability.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
A
B
C
D
E
F
G
Exhibit A
31
66.2 Planningg andd Zoningg Codes,, Buildingg Standardss
Short-term Recommendations (2024-2025)
Update and refine existing zoning codes to facilitate the installation
of EV charging infrastructure. This includes conducting an
assessment of current zoning codes, implementing EV-ready
parking, and creating solutions for renters in various housing types.
Special focus should be on allocating a specific percentage of spaces
in new parking lots/garages for EV charging readiness.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering
Adopt the U.S. Access Board Design Recommendations for ADA
accessible vehicle charging stations. This entails requiring a
percentage of spaces to be ADA accessible ensuring inclusivity and
accessibility.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering, Facilities
Initiate discussions with homeowners, renters, small business
owners, and other stakeholders to understand their needs and
preferences regarding EV charging infrastructure. Ensure that new
zoning codes and ordinances address the practical concerns and
expectations of the community. This includes conducting
stakeholder consultations and surveys for comprehensive
community input.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Economic Development,
Community Representatives
Medium-term Recommendations (2025-2030)
Host an annual open house to engage with the community and
stakeholders about EV charging infrastructure developments and
updates.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, Planning,
City Manager, EV stakeholders
Work collaboratively with housing developers to integrate EV
charging solutions in new homes and multi-unit developments,
focusing on developing and implementing new zoning codes and
ordinances that promote and streamline the installation of EV
charging infrastructure, particularly level 2 charging, in various types
of developments. This includes proposing updated zoning codes
after understanding the current practices of housing developers.
WHO'S INVOLVED:
Planning, Transportation and
Mobility, Engineering
Encourage planners to establish clear guidelines for EV readiness
in construction projects, offering options for varying levels of
development, from basic readiness to comprehensive charging
infrastructure. This will be tailored to meet community needs and
preferences.
WHO'S INVOLVED:
Planning, Transportation and
Mobility, Economic Development
A
B
C
D
E
F
Exhibit A
32
Long-term Recommendations (2030-2035)
Integrate EV charging requirements in the City's building code for
new constructions, renovations, and public facilities. This involves
updating the building codes to establish clear and standardized
requirements for EV charging infrastructure.
WHO'S INVOLVED:
Building Standards, Planning,
Transportation and Mobility,
Facilities
Continuously assess and adapt land use and design practices
collaboratively with housing developers to accommodate the
evolving needs of EV charging infrastructure, ensuring it aligns with
the City's growth and development. This includes periodic reviews
and updates of land use and design guidelines, incorporating
stakeholder feedback to adapt to evolving requirements.
WHO'S INVOLVED:
Planning, Economic Development,
Transportation and Mobility
66.3 Partnershipss
Short-term Recommendations (2024-2025)
Foster partnerships with potential partners such as local
businesses, auto dealerships, Dublin school district, property
owners, Drive Electric chapters, COTA (Park and Ride) and EV
charging providers to expand the network of public and private
charging stations. Seek unique options to partner at community
and educational events. Continue relationship with Beta District.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, City
Manager’s Office, Local
Businesses, Charging Providers
Collaborate with utility companies to understand grid capacity,
the road map for grid upgrades and to align sustainability
through developing educational programs that discuss energy
efficiency and EV options, such as time-of-use electricity pricing.
Additionally, expand and promote energy efficiency-related
programming and incentives for commercial properties in the
Bridge Street and ID zoning districts.
WHO'S INVOLVED:
City Departments working on
Sustainability, Economic
Development, Utility Companies
Meet with Dublin’s largest businesses to discuss their plans
to add employee EV charging to parking areas.
G
H
A
B
C
Exhibit A
33
Medium-term Recommendations (2025-2030)
Update existing partners on Dublin’s electrification plan efforts
and understand any updates to their plans.
WHO'S INVOLVED:
Transportation and Mobility,
Ohio Department of
Transportation, COTA, Utilities,
DriveElectric Coalitions,
General Public
Continue collaborating with utilities, EV charging companies,
and other partners. WHO'S INVOLVED:
Transportation and Mobility,
Utilities, MORPC, Neighboring
JurisdictionsReview electrification plans from neighboring jurisdictions and
MORPC to identify collaboration opportunities.
Long-term Recommendations (2030-2035)
Further coordinate with regional partnerships to consider a
cohesive network of EV charging stations connecting Dublin to
neighboring communities (information sharing, pursuing grants,
economies of scale).
WHO'S INVOLVED:
City Leadership, Transportation
and Mobility, Regional
Municipalities
66.4 Educationn andd Outreachh
Short-term Recommendations (2024-2025)
Develop and execute a public outreach action plan to engage the
residents and visitors of Dublin to gauge their understanding of
electrification, identify any needs of the community and share what
Dublin has done to date, including this plan.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing
with input from local community
partners
Uses outreach results to develop an educational campaign to
cater to the specific needs and interests of Dublin’s communities.
While continuing to raise awareness about the benefits of EVs,
refocus the campaign to target different aspects, such as incentives
for EV owners, latest technologies, best practices, and EV etiquette.
WHO'S INVOLVED:
Transportation and Mobility, City
Public Information Office with
input from local community
partners
Discuss plans with the three electric utility companies in Dublin.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, Utilities
D
E
F
G
A
B
C
Exhibit A
34
Medium-term Recommendations (2025-2030)
Implement a community outreach program that provides
information and support to New Americans and diverse
populations, ensuring equitable awareness and knowledge
sharing to EVs and charging infrastructure.
WHO'S INVOLVED:
Transportation and Mobility,
Communications and Marketing,
Local Community OrganizationsWork with Visit Dublin Ohio to update their tourism
information to include information on EV charging.
Long-term Recommendations (2030-2035)
Reassess public education and outreach needs as EV technology
advances.
WHO'S INVOLVED:
Transportation and Mobility
66.5 Dublinn Fleett
Short-term Recommendations (2024-2025)
Continue to replace a portion of light duty fleet vehicles that have
lower duty cycles with EVs or PHEVs. Evaluate BEV and PHEV options
as vehicles reach their end of life.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
Perform a right-sizing analysis of the fleet using telematics data
and driver interviews to determine if any vehicles are under- or
over-utilized. For instance, if employees are using large, fuel-
inefficient trucks that aren’t required for their tasks, these should be
replaced with more efficient EVs.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
Determine which City facilities will host EVs in the future and
install fleet charging at the appropriate locations.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
Medium-term Recommendations (2025-2030)
Test replacing just a sample of light duty fleet vehicles that have
demanding duty cycles with EVs of PHEVs to assess if operational
needs are met. Poll departments to start EV pilot with demanding
duty cycle.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
Meet with local government fleet management teams to discuss
ideas and best practices around procurement and management of
EVs and chargers.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
D
E
F
A
B
C
D
E
Exhibit A
35
Long-term Recommendations (2030-2035)
Replace the fleet vehicles based on the knowledge gained with
testing light duty and MD/HD EV/PHEV models, and the latest in
vehicle technologies.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
Reassess fleet needs. Fleet needs and vehicles available to fill those
needs will continue to change over time so a regularly scheduled
reassessment of needs around the capital budget process is
recommended. Actively reassess and ensure attainment of the 45%
fleet electrification goal by 2035.
WHO'S INVOLVED:
Transportation and Mobility,
Facilities and Fleet Management
66.6 Fundingg
Short-term Recommendations (2024-2025)
Explore available external state and federal grants and incentives
for EV charging infrastructure and develop a strategy to secure
funding. Engage with other governmental agencies on partner
opportunities to develop regional grant applications. Priority federal
grants to consider are: Charging and Fueling Infrastructure (CFI)
Grant, Vehicle Technologies Office (VTO) Grant, National Electric
Vehicle Infrastructure (NEVI) Grant.
WHO'S INVOLVED:
Transportation and Mobility, City
Manager’s Office, Transportation
& Mobility
Medium-term Recommendations (2025-2030)
Establish a long-term capital plan to support the ongoing
expansion and maintenance of EV charging infrastructure, and
continue to monitor federal, state, and utility grant programs, by
developing funding and grant monitoring mechanisms.
WHO'S INVOLVED:
Transportation and Mobility, City
Finance Department, City Council
Consider economic development opportunities to prepare
developable sites with the appropriate level of electricity up to the
property line.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development
Department
F
G
A
B
C
Exhibit A
36
Long-term Recommendations (2030-2035)
Explore public-private partnership opportunities for EV
infrastructure investments to reduce the burden on the City’s
budget.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development
Department, Private Sector
Partners
66.7 Feee andd Codee Considerationss
Short-term Recommendations (2024-2025)
Evaluatee ann appropriatee feee forr DCFC.This would allow Dublin to
recoup electricity costs for operating these chargers, shifting the
burden from taxpayers to the people benefiting from the chargers.
Additionally, consider fees to encourage drivers to move on once
they have reached 80% state of charge (SoC) instead of staying
plugged in to 100% or idling after fully charged.
WHO'S INVOLVED:
City Council, City Manager’s
Office, Transportation & Mobility,
City Finance Department, City
Engineer
Consider recouping energy costs for Level 2 chargers which are
about half those of the DCFCs. Idle fees are less critical due to
nominal etiquette concerns.
Medium-term Recommendations (2025-2030)
Consider code updates for deterring ICE vehicles from parking in
an EV charging spot.
Consider code updates for incentivizing private companies to
install appropriate EV charging.
WHO'S INVOLVED:
City Planning Department,
Transportation and Mobility
Long-term Recommendations (2025-2030)
Keep up with maintenance, make sure costs are accomplishing the
intended goals.
WHO'S INVOLVED:
City Manager’s Office,
Transportation & Mobility, City
Finance Department
D
A
B
D
C
E
Exhibit A
Appendix A – Existing Conditions
Exhibit A
CITY OF DUBLIN, OHIO
EXISTING ELECTRIC VEHICLE
CHARGING CONDITIONS
December 1, 2023ember 1, 2023
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
2
CONTENTS
1 Introduction.......................................................................................................................................... 5
2 EV Market Trends.................................................................................................................................. 5
2.1 Ohio EV Trends.............................................................................................................................. 5
2.2 EV Charger Trends......................................................................................................................... 6
3 Existing Plans......................................................................................................................................... 8
3.1 State of Ohio................................................................................................................................. 8
3.2 Mid-Ohio Regional Planning Commission..................................................................................... 8
3.3 Franklin County............................................................................................................................. 9
3.4 City of Columbus.........................................................................................................................10
3.5 City of Dublin...............................................................................................................................10
3.6 City of Marysville.........................................................................................................................11
3.7 Columbus Partnership.................................................................................................................11
4 Dublin EVSE Locations and Utilization Patterns.................................................................................12
4.1 EV Charging Types.......................................................................................................................12
4.2 Inventory of Chargers .................................................................................................................14
4.3 User Behavior Analysis................................................................................................................19
4.3.1 Level 2 Charger User Behavior............................................................................................19
4.3.2 DC Fast User Behavior.........................................................................................................20
4.4 Public EV Charging Policy............................................................................................................23
4.5 Impact of Deploying EV Charging for Parking Business Owners and Users................................23
5 Current Electric Grid and Capacity.....................................................................................................24
6 EV Adoption Rates ..............................................................................................................................25
6.1 Comparison with National Trends..............................................................................................27
7 Next Steps...........................................................................................................................................28
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
3
LIST OF TABLES
Table 1: Acronyms......................................................................................................................................... 4
Table 2: Fleet Vehicles Targeted for Electric Replacement ........................................................................11
Table 3: EV Charging Types.........................................................................................................................13
Table 4: EV Chargers in the City of Dublin..................................................................................................14
Table 5: Type of Public Charging Facilities..................................................................................................17
Table 6: Charging Infrastructure by Network.............................................................................................18
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations........................19
Table 8: Sample Summary Statistics for DCFC Stations..............................................................................21
Table 9: Local EV Registration Trends.........................................................................................................26
LIST OF FIGURES
Figure 1: Ohio Alternative Fuel Vehicle Registrations.................................................................................. 6
Figure 2: Timeline of Chargers Coming Online in Ohio................................................................................. 7
Figure 3: Chargers in Ohio by Location and Age........................................................................................... 7
Figure 4: MORPC Regional Sustainability Agenda Goals............................................................................... 9
Figure 5: Dublin CFI Application Summary ................................................................................................... 9
Figure 6: Columbus Partnership Recommended Charging Locations in Central Ohio ...............................12
Figure 7: Level 1, Level 2, and DC Fast Charging.........................................................................................13
Figure 8: Existing EV Chargers in and around Dublin..................................................................................16
Figure 9: Public Charging Infrastructure from 2018-2023..........................................................................17
Figure 10: Representation of a ChargePoint Dashboard............................................................................18
Figure 11: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times . 20
Figure 12: Sample DCFC Sessions SOC Before and After Charging.............................................................21
Figure 13: Annual Average Daily Traffic (AADT) Trends in Dublin..............................................................22
Figure 14: Chargers by City in Central Ohio................................................................................................23
Figure 15: Utility Providers in Dublin..........................................................................................................24
Figure 16: Top EV Registrations in Dublin...................................................................................................25
Figure 17: EV Local Adoption Rates............................................................................................................27
Figure 18: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California)............................27
Figure 19: Marion County, IN - EV Registrations ........................................................................................28
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
4
Table 1: Acronyms
ACRONYM DEFINITION
AADT Annual Average Daily Traffic
AC Alternating Current
AFDC Alternative Fuel Data Center
AFV Alternative Fuel Vehicle
BEV Battery Electric Vehicle
BMV Bureau of Motor Vehicles
CCS Combined Charging System
CFI Charging and Fueling Infrastructure
DC Direct Current
DCFC Direct Current Fast Charging
EV Electric Vehicle
EVSE Electric Vehicle Supply Equipment
FCEO Franklin County Engineer’s Office
GHG Greenhouse Gas
ICE Internal Combustion Engine
L1 Level 1
L2 Level 2
MORPC Mid-Ohio Regional Planning Commission
NACS North American Charging Standard
NEVI National Electric Vehicle Infrastructure
NREL National Renewable Energy Laboratory
ODOT Ohio Department of Transportation
PEV Plug-in Electric Vehicle
PHEV Plug-in Hybrid Electric Vehicle
SOC State of Charge
SWOT Strengths, Weaknesses, Opportunities and Threats
TRC Transportation Research Center
USDOT United States Department of Transportation
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
5
1 INTRODUCTION
Dublin, Ohio, aspires to be the most sustainable, connected and resilient global City of choice through
state-of-the-art infrastructure, convenient transportation and expansive broadband access. With a 100-
gigabit fiber network, strategic private and public partnerships, and significant investments in
innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test new
technologies. Dublin is working to “improve lives, drives and experiences” by embracing the significant
shift in the automotive industry towards sustainability. Recognizing the potential of electric vehicles
(EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure.
This report compares the existing electrification conditions in Dublin with national and international
trends to set the foundation for the development of a comprehensive implementation plan for
transportation electrification in Dublin. The implementation plan will serve as a guide for future EV
activities and a resource for future land use and transportation planning for the Dublin Development
and Public Works Departments.
2 EV MARKET TRENDS
The EV market is witnessing a dynamic transformation in both its buyer demographics and market
factors. Initially, the typical EV buyer was characterized as men over the age of 55, but the market has
seen a shift towards millennials, followed by Gen X men, with over 70% of EV buyers being male
compared to 60%1 for all vehicle purchases. Higher gas prices and exposure to EVs have led to increased
consideration among prospective buyers, and the profile is skewing towards the more affluent, though
there is a noticeable movement towards mass-market buyers, as evidenced by the average EV buyer
credit score dropping from 800 in 2019 to 788 in 2022.2
Driving the EV market are a variety of factors including stringent emissions standards, attractive
incentives, increasing vehicle availability, improvements in battery technology, a preference for the
unique EV driving experience, fluctuating fuel prices, association with other EV owners, and the
increasing availability of charging infrastructure. These interconnected elements reflect a market that is
maturing and diversifying, catering to a broader segment of the population and adapting to the changing
transportation landscape.
2.1 Ohio EV Trends
Ohio as a state has not been an early adopter of electric transportation technologies when compared
with states like California or Oregon, but some areas, namely cities with the highest populations, are
farther ahead in EV adoption than others. DriveOhio developed the Ohio Alternative Fuel Vehicle
1 https://www.spglobal.com/mobility/en/research-analysis/women-not-buying-electric-vehicles.html
2 https://www.businessinsider.com/typical-ev-buyer-wealthy-millennial-man-trading-luxury-for-electric-2023-2
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
6
Registration Dashboard using data from the Ohio Bureau of Motor Vehicles (BMV) to track the market
penetration of all alternative fuel vehicles (AFVs), with a focus on plug-in electric vehicles (PEVs). While
the overall market penetration of AFVs is low at less than 1%, nearly 4% of all new registrations in
October 2023 were PEV, either battery EV (BEV) or plug-in hybrid EV (PHEV). Ohio appears to be near an
inflection point of 5% of new sales which is where, once achieved, other markets have noticed rapid
growth in the EV market.3 Based on new sales in 2023, Ohio already surpassed 2022’s total AFV
registrations as of September 2023. Dublin is ahead of the state with over 2.84% of registered vehicles
being PEV, and nearly 9.24% of vehicle sales from Aug-Oct 2023 were electric.
Figure 12: Ohio Alternative Fuel Vehicle Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of October, 2023
2.2 EV Charger Trends
Among the approximately 1,400 public EV charging stations in Ohio as of October 2023, the median age
of the chargers is 28 months. There was a large increase in installations starting in the first quarter of
2021. That momentum has continued and is expected to accelerate with the increased availability of
federal funding for charging infrastructure. Figure 2 on the next page shows the timeline of installation
for chargers in Ohio, while Figure 3 shows this same information spatially. Non-overlapping points were
chosen over precise locations in order to not bias the apparent age of the chargers. These data are
compared to Dublin in Chapter 6.
3 https://www.bloomberg.com/news/articles/2022-07-09/us-electric-car-sales-reach-key-milestone
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
7
Figure 13: Timeline of Chargers Coming Online in Ohio
Source: Alternative Fuels Data Center and Plugshare
Figure 14: Chargers in Ohio by Location and Age
Source: AFDC and Plugshare
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
8
3 EXISTING PLANS
Electrification planning, in earnest, started in the Central Ohio region around the time the City of
Columbus won the United States Department of Transportation (USDOT) Smart City Challenge in mid-
2016. Since then, the City of Columbus, the State of Ohio through DriveOhio, and Franklin County have
invested in creating and implementing electrification plans and many governmental agencies in the
Central Ohio region have started purchasing hybrid vehicles or EVs.
The Bipartisan Infrastructure Law, signed November 15, 2021, created numerous opportunities for
federal funding of EV related infrastructure. Two funding programs for states and local governments to
create and implement electrification plans: the National Electric Vehicle Infrastructure (NEVI) program
and the Charging and Fueling Infrastructure (CFI) program will change the face of publicly available
alternative fueling options in the US. The NEVI program is funded with $5 billion distributed to states
based on formula funding and focused on building a connected, U.S. EV charging network. The CFI
program is funded with $2.5 billion focused on discretionary community and other corridor grants.
While the CFI program doesn’t require an electrification plan be developed to apply, having a well
thought out plan will better prepare the applicant to respond quickly and thoroughly.
Ohio and the Central Ohio region, including Dublin 4, have electrification and sustainability plans that can
be useful as Dublin works towards an electrification implementation plan. Dublin’s focus on best
practices and enhanced coordination to ensure seamless integration and the realization of shared
electrification goals will keep Dublin at the forefront of planning.
3.1 State of Ohio
The State of Ohio is expected to receive $140 million over five years in NEVI formula funds. DriveOhio
has developed an electrification plan to build out Alternative Fuel Corridor charging efforts over the first
few years of funding. Once that buildout is complete, Ohio will focus on other major roadways for
charging connectivity and community projects. Ohio is using a public, private procurement (P3) model to
deliver the charging stations and support the building, maintaining, and operating of EV chargers on
private property. Ohio was the first state to break ground on a NEVI station and lessons learned from
these near-by deployments will help inform future charging station implementation in the region, state,
and U.S.
3.2 Mid-Ohio Regional Planning Commission
MORPC has had many efforts around sustainability in the region including the recent Regional
Sustainability Agenda 5 that lays out the region's plan for reducing carbon emissions and increasing
quality of life for people in Central Ohio. The agenda encompasses four major goals as shown in Figure 4
which are tracked in a dashboard.
4 https://telldublin.dublinohiousa.gov/sustainability-framework-plan
5 https://www.morpc.org/regional-sustainability-agenda/
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
9
Figure 15: MORPC Regional Sustainability Agenda Goals
Source: MORPC
MORPC also was the lead applicant in the CFI program’s first discretionary grant process which occurred
in mid-2023. The Central Ohio region, including Dublin, came together to submit a project, MORE EVS
(Mid-Ohio Regional Equity for Electric Vehicle Stations), for funding. The application was successfully
submitted on June 13, 2023. As a region, with the total project cost of approximately $21.9 million, $15
million was requested with matching funds of $6.9 million (a 68/32 split), exceeding the program’s
minimum match requirements (80/20). The application consisted of installing 62 charging sites across
the region including three in Dublin. Figure 5 shows the location of the three charging sites in Dublin.
Figure 16: Dublin CFI Application Summary
Source: City of Dublin
Award announcements are expected in early Fall. At least three additional rounds of funding are
expected with the CFI program. Therefore, spending time cultivating partnerships in the region and
having projects ready to go will make applying easier.
3.3 Franklin County
The Franklin County Engineer’s Office (FCEO) recently analyzed fleet transition options and developed
an AFV fleet transition plan. As part of the analysis, the FCEO compared the operating costs of internal
combustion engine (ICE) vehicles with EVs, PHEVs, and hybrid electric vehicles (HEVs) using existing fleet
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
10
telematics data. In addition, the FCEO investigated the feasibility of providing workplace charging for
employees and what policies may need to be put in place prior to implementation.
3.4 City of Columbus
The City of Columbus won the USDOT Smart City Challenge in 2016. This award was both a $40 million
grant from USDOT to test smart city technology and a $10 million grant from the Paul G. Allen
Foundation to boost EV adoption and EV charging in the region. This funding, specifically the $10 million
for electrification efforts, helped to measurably decrease light-duty transportation greenhouse gas
(GHG) emissions in the region as a result of five priorities: Grid Decarbonization; EV Fleet Adoption;
Transit, Autonomous and Multi-Modal Systems (implemented via USDOT grant agreement); Consumer
EV Adoption; and Charging Infrastructure during the grant period compared to a baseline year (2016).
Nearly 3,500 EVs were purchased and over 900 EV charging ports were installed in the region during the
program. Lessons learned were published in the final project report 6 and some relevant lessons include:
x Considering challenges outside of your project and jurisdiction – Understand State and utility
policies may affect an EV charging project as it moves forward so working together early on will
help identify barriers and opportunities.
x Plan for the future – Always consider what’s next in planning and funding opportunities.
x Partnering – Identify partners and understand their goals and requirements to work together.
3.5 City of Dublin
While most of this chapter is dedicated to existing plans outside of Dublin, it’s important to take note of
Dublin’s forward-thinking commitment to EV charging infrastructure planning that has already been
established. Dublin’s sustainability efforts have been underway since at least 2000 with the first level 2
(L2) chargers installed in 2012. In addition to committing to alignment with the MORPC Sustainable2050
plan, Dublin has continued to refine its own Sustainability Framework Plan 7 to suit local needs, including
goals to consider tax credits for residents and businesses for the installation of EV charging stations,
reduce vehicle emissions by purchasing/leasing alternative fuel vehicles, and provide City-owned
charging stations. A plan update is underway and is expected to be adopted in January, 2024. This
action-based plan and its goals will be cross-departmental when it comes to electrification leading to
many opportunities for varying user needs and partnerships.
Dublin also started electrifying City-owned vehicles after reviewing which vehicles would be appropriate
to convert. The assessment took into consideration how each City vehicle is used (hours per day, days
per week, heavy or light duty) and the availability and performance capability of the EVs on the market.
After this review, Dublin decided to focus on transitioning light-duty EVs as they came up for
replacement. Police vehicles are an example of a light-duty vehicle that qualified for replacement as a
hybrid because the vehicles idle for much of their shift, are not required to run for 24 hours, and do not
perform heavy-duty work. PHEV models of police vehicles are not available yet.
Alternatively, vehicles used for snow removal are heavy duty, can be used for 24 hours during a snow
event, and no EV on the market can meet the needs of a larger, heavy-duty vehicle; therefore, they
6 https://d2rfd3nxvhnf29.cloudfront.net/2021-03/SCC-PGAFF-FinalReport_07.31.20.pdf
7 https://dublinohiousa.gov/dev/dev/wp-content/uploads/2021/10/C5_2018-Sustainability-Framework-Plan.pdf
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
11
were not a good candidate for conversion to an EV at this time. After discussion with the City, the
vehicles in Table 2 were identified as good candidates for electric or hybrid replacement:
Table 2: Fleet Vehicles Targeted for Electric Replacement
VEHICLE COUNT
ANNUAL
MILES VEHICLE COUNT
ANNUAL
MILES
Ford Escape 15 3,498 Police Dodge Caravan 1
804
Ford E-Transit 1 2,205
Police Ford Escape 2
9,849
Ford Explorer 5 3,717 Police Ford F150 2
4,490
Ford F150 24 4,497
Police Ford Interceptor 33
8,543
Ford Focus 1 1,792 Police Ford Taurus 4
5,246
Ford Fusion SEL 2 2,749
Police Jeep Patriot 1
561
Ford Transit 3 2,205 Police Nissan Altima 1
561
Ford Van Cargo 1 2,205
Police Nissan Leaf S 2
4,024
Honda CRV 1 3,936 Police Pursuit Ford Interceptor 11
14,329
Nissan Leaf S 8 5,598
Police Pursuit Ford Responder 1
13,286
Police Chevrolet Tahoe 2 2,095
Source: Dublin
3.6 City of Marysville
Dublin and the City of Marysville are more than neighbors, they have been partners on efforts like the
US 33 Smart Corridor and the Beta District, both regional test beds for transportation technology and
other beta products and services. In terms of electrification, the City of Marysville is currently
developing an EV Readiness Plan. This plan will help Dublin identify opportunities for collaboration
across their jurisdictional boundary.
3.7 Columbus Partnership
In 2023, the Columbus Partnership developed a regional plan to identify charging needs and key
stakeholders within Central Ohio. This plan is focused on workplace and intracity L2 charging in the near
term and served as a springboard for MORPC’s CFI grant application in 2023. Critical factors included
evaluation of key corridors, important destinations, and a holistic look at what gaps remained after
other charging criteria were met. The results of this study can be seen in Figure 6. Having locations
identified before the grant launched streamlined the application process.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
12
Figure 17: Columbus Partnership Recommended Charging Locations in Central Ohio
Source: Columbus Partnership
4 DUBLIN EVSE LOCATIONS
AND UTILIZATION PATTERNS
This section delves into the EV charging types, an inventory of existing chargers, and the current state of
EVSE infrastructure and utilization patterns in Dublin, setting the stage for future projections and
planning.
4.1 EV Charging Types
To understand EVSE locations and how they can be used, it’s important to understand the different EV
charging types. Plug-in electric vehicle charging options are commonly divided into three general types
as shown in Figure 7 and Table 3.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
13
Figure 18: Level 1, Level 2, and DC Fast Charging
Source: https://electricvehicles.bchydro.com/how-use-our-fast-chargers/what-are-different-options-charging-my-
electric-vehicle-ev
Table 3: EV Charging Types
TYPE PRIMARY USE POWER TO
VEHICLE
CHARGE
(VOLTS)POWER (KW)
Level 1 (L1)Residential,
Workplace Alternating Current (AC) 120 чϭ͘ϴ
Level 2 (L2)Residential, Public AC 240 3.6 – 19.2
Direct Current Fast
Charging (DCFC)Public DC 480 dLJƉŝĐĂůůLJ͕шϱϬ- 350
Source: https://www.sae.org/standards/content/j1772_201710/
In general, the different types of charging are best suited for:
x Level 1:Extremely long-dwell sites or areas where it is not feasible to install a 240V circuit.
Generally, these are located at a home where overnight charging can occur, and can also be
effectively utilized in workplaces where vehicles can be charged throughout the workday or for
fleet charging if the daily vehicle duty cycles are small
x Level 2:Moderate-to-long dwell sites, including retail centers, hotels, libraries, or tourist
attractions. L2 chargers can also be installed in a residence which is how most EV charging takes
place – with an L2 charger at home.
x DCFC:Short-dwell sites where charging speed is significantly more important than installation
cost (e.g., highway corridor sites, gas stations).
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
14
4.2 Inventory of Chargers
Table 4 lists the existing chargers in Dublin, their address, access type (public or private), number and
type of ports, EV network and connector types (Combined Charging System (CCS) and CHAdeMO are
used for DC fast charging, J1772 is used for L2 charging). Single-family residential chargers are not
shown.
Table 4: EV Chargers in the City of Dublin
STATION
NAME ADDRESS ACCESS
L2
PORT
S
DCFC
PORT
S
NETWORK CONNECTORS SOURCE
AAA Car Care
Plus*
temporarily out
of service
6600 Perimeter
Loop Rd Public 0 1
EVgo
Network CCS AFDC
Acura of
Columbus
4340 W Dublin
Granville Road Public 2 1 Unknown J1772, CCS City of Dublin
AEP 5721 Shier Rings
Road Public 3 0 Unknown J1772 City of Dublin
D Block Garage 6750 Longshore St Public 4 0 ChargePoint J1772 AFDC
DoubleTree by
Hilton 576 Metro Pl N Public 3 0
Non-
Networked J1772, TESLA AFDC
Dublin City Hall 5555 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Dublin Darby
Lot 35 Darby St Public 0 2 ChargePoint CHAdeMO, CCS AFDC
Dublin
Development
CT4020
5200 Emerald Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Garage 74 North St Public 6 0 ChargePoint J1772 AFDC
Dublin Justice
Center
6565 Commerce
Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Rec
Center 5600 Post Rd Public 2 0 ChargePoint J1772 AFDC
Dublin Service
Center 6555 Shier Rings Rd Private 3 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
7450 Hospital Dr Public 4 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
Outpatient
Department
6805 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
15
STATION
NAME ADDRESS ACCESS
L2
PORT
S
DCFC
PORT
S
NETWORK CONNECTORS SOURCE
Farbman Group 545 Metro South Public 1 0 Unknown J1772 City of Dublin
Germain Lexus 650 Shamrock Blvd Public 3 0 Unknown J1772 City of Dublin
Gordon Food
Service
3901 W Dublin
Granville Road Public 1 0 Unknown J1772 City of Dublin
Hotel Parking
Garage at
Bridge Park
6725 Longshore
Street Public 9 0 Tesla TESLA AFDC
Huntington
Avery Muirfield
6655 Avery-
Muirfield Dr Public 1 0 ChargePoint J1772 AFDC
Huntington
Frantz Road 6340 Frantz Road Public 1 0 ChargePoint J1772 AFDC
JLR Dublin DC
Fast 01 5775 Venture Dr Public 1 1 ChargePoint CCS AFDC
Longshore
Garage
6650 Longshore
Street Public 10 0
Non-
Networked J1772 AFDC
MAG Audi
5875 Venture Dr Public 2 0 ChargePoint J1772 AFDC
MAG Volvo 6335 Perimeter
Loop Rd Public 1 0
Non-
Networked J1772 AFDC
Mercedes Drive 6500 Perimeter
Loop Rd Public 2 1 ChargePoint
J1772,
CHAdeMO, CCS AFDC
Midwestern
Auto Group
BMW
5016 Post Rd Public 2 0 ChargePoint J1772 AFDC
Mooney Garage 6568 Longshore
Street Public 12 0
Non-
Networked J1772 AFDC
Nature
Conservancy 6375 Riverside Dr Public 2 0 Unknown J1772 City of Dublin
One Metro
Place 545 Metro PI S Public 2 0 SWTCH J1772 AFDC
Subaru of
America
Training Center
350 Cramer Creek
Ct Public 1 0 Unknown J1772 City of Dublin
Theodore
Garage
6640 Mooney
Street Private 12 0
Non-
Networked J1772 AFDC
102 6
Source: As shown in Source column
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
16
These chargers are located mainly in proximity to I-270 and US-33, as shown in Figure 8 below.
Figure 19: Existing EV Chargers in and around Dublin
Source: AFDC and City of Dublin
Figure 9 shows the rapid growth in the number of public DCFC and L2 ports in Dublin from 2018 to
September 2023, with the number of L2 ports increasing by over 20-fold. Recent trends show a
significant rise in L2 ports from 40 in 2021 to 83 in 2023, while the availability of DCFC ports also
doubled from 3 in 2021 to 6 in 2023.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
17
Figure 20: Public Charging Infrastructure from 2018-2023
Source: AFDC, Plugshare, accessed October 31, 2023
Table 5 lists the available public chargers in Dublin by facility type. Thirty-one percent of the public ports
are L2 ports located in parking garages in the Bridge Park area.
Table 5: Type of Public Charging Facilities
TYPE OF FACILITY NUMBER OF PLUGS
Level 2 DCFC
Parking Garage 26 0
Car Dealership 14 3
Hotel 12 0
Government Building 12 2
Hospital 8 0
Workplace 8 0
Bank 2 0
Grocery 1 0
Auto Repair 0 1
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31st 2023
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
18
Table 6 lists the number and type of ports by Network. ChargePoint is the main network in Dublin with
33 L2 ports and 4 DCFC ports. The non-networked chargers are new Enel X - JuiceBox chargers that
replaced old chargers in the Bridge Park parking garages.
Table 6: Charging Infrastructure by Network
EV NETWORK NUMBER OF PLUGS
Level 2 DCFC
ChargePoint 33 4
Non-Networked 26 0
Unknown 13 1
Tesla 90
SWTCH 20
EVgo 01
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31st 2023
ChargePoint is the provider of the City of Dublin’s public chargers. There are rolling operations and
maintenance agreements for each charger that begin at installation acceptance and normally run 4-5
years. This arrangement allows for the City of Dublin to offer these chargers to the public without having
the extra cost of specifically skilled employees to operate and maintain the chargers. This relationship
also allows for an in-depth dashboard of charging data that is reviewed to check for maintenance issues
and charging patterns.
Figure 21: Representation of a ChargePoint Dashboard
Source: ChargePoint
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
19
4.3 User Behavior Analysis
User behavior goes hand in hand with siting and planning for electric vehicle charging, as well as
estimating the electrical load to help avoid costly demand charges, especially for DCFC. A data-driven
approach informs the type, quantity, and location of EV charging infrastructure and uses lessons learned
from other installations to make informed decisions in the future.
4.3.1 Level 2 Charger User Behavior
With the exception of workplace and fleet charging, L2 charging can largely be split between two usage
types: residential charging and public charging. A 2023 study performed by the University of Rhode
Island 8 compiled residential L2 charging data for 2,657 ports with over 675,000 charging sessions, and
public L2 charging data for nearly 4,000 ports and 1,285,610 sessions. Table 7 highlights the differences
in average energy consumption and time plugged in when comparing residential L2 charging to public L2
charging.
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations
CHARGING
TYPE
AVG ENERGY
CONSUMPTION
(KWH)
AVG
SESSION
DURATION
(HOURS)
AVG TIME
PLUGGED IN
AFTER
CHARGING IS
COMPLETE
(HOURS)
TOTAL
TIME
PARKED
(HRS)
CHARGING
FREQUENCY
(AVG NUMBER
OF CHARGES PER
DAY)
L2 - Residential 12.06 2.61 8.09 10.70 0.73
L2 - Public 8.83 2.41 5.16 7.57 0.63
Source:https://www.mdpi.com/1996-1073/16/4/1592
In addition to the differences in energy consumption and session duration, the time of use also varied
widely when comparing residential L2 charging to public L2 charging. Figure 11 from the same study
shows the highest density of start times for public charging sessions between 7:30-8:30am with a
second peak between 12:00-1:30pm, before diminishing throughout the end of the day. Charging start
sessions at residential chargers are mostly initiated later in the day, with a peak between 5:00-6:00pm
when drivers are returning home from work. The end session times are also predictable based on usage
type with most residential sessions ending in the morning when drivers are off to work and public end
times staggered 2-3 hours after the session start times.
8 Jonas T, Daniels N, Macht G. Electric Vehicle User Behavior: An Analysis of Charging Station Utilization in Canada.
Energies. 2023; 16(4):1592. https://doi.org/10.3390/en16041592
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
20
Figure 22: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times
Source:https://www.mdpi.com/1996-1073/16/4/1592
Workplace charging is typically comprised of L1 and L2 chargers and the user behavior is highly
dependent on day of week and location work hours. Levels 1 and 2 fleet charging is also highly
dependent on the operational hours, as well as the specific duty cycles for the fleet vehicles.
4.3.2 DC Fast User Behavior
In the same 2023 University of Rhode Island study, the researchers compiled data from 59 DCFCs with
approximately 51,000 DCFC sessions in Quebec and British Columbia, Canada between 2018 and 2019.
Figure 12 on the next page shows the distribution of state of charge (SOC) when vehicles were plugged
in to a DCFC and when they were unplugged from a DCFC. Most charging sessions started when the
vehicle was around 20–35% SOC and ended when the SOC reached approximately 80%.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
21
Figure 23: Sample DCFC Sessions SOC Before and After Charging
Source: https://www.mdpi.com/1996-1073/16/4/1592
Table 8 shows the average energy consumption for DCFC sessions was 12.9 kWh and much shorter
session durations when compared to residential and public L2 charging. The DCFC stations were also
used more frequently compared to L2 chargers at a median of once per day and an average of 1.6 times
per day.
Table 8: Sample Summary Statistics for DCFC Stations
CHARGING
TYPE
AVERAGE ENERGY
CONSUMPTION (KWH)
AVERAGE SESSION
DURATION
(HOURS)
CHARGING FREQUENCY (AVERAGE
NUMBER OF CHARGES PER DAY)
DCFC – Public 12.90 0.43 1.64
Source: https://www.mdpi.com/1996-1073/16/4/1592
DC fast charging is meant to serve EV drivers quickly and is often located along arterials and interstates,
but is also increasingly expanding into urban areas. As shown in Figure 13, most traffic in Dublin is on I-
270, US-33, and SR-161, which is where most public chargers are concentrated.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
22
Figure 24: Annual Average Daily Traffic (AADT) Trends in Dublin
Source: ODOT Transportation Information Mapping System
Most EV charging takes place at home, with either L1 or L2 chargers. However, not everybody has access
to a convenient location or the means to install a charger where they park. Workplace L2 and public
DCFC can fill this gap for this segment. Among similar cities in Central Ohio, Dublin has the most public
chargers of any type, as seen in Figure 14. Dublin is positioned well for continued growth and goes hand-
in-hand with their high rate of EV adoption, climate goals, and attractions.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
23
Figure 25: Chargers by City in Central Ohio
Source: Ohio BMV, via DriveOhio AFV Dashboard
4.4 Public EV Charging Policy
The City of Dublin does not currently charge a fee for any of their public chargers but will want to
consider adding a fee as usage continues to grow. Charger policies can consider a fee for general
charging, idling after receiving a full charge, charging on different days (workday versus weekend), or
during different times of day (work hours versus evening) to better allow everyone the opportunity to
charge.
Currently, Dublin does not charge users for the cost of electricity and does not have policies to charge or
enforce removal for idling. Charging and idle fees can help alleviate vehicles using a public charger after
a charging session has completed by using the fee to incentivize people to re-park once they no longer
need the charger. Having fees that vary based on time of day or day of week can be confusing for
customers, but it can also be a useful tool to shape user behavior towards charging at times that are
better for the grid or encouraging turnover at EV chargers so more vehicles can take advantage of the
charger. If the data shows many vehicles using a charger once the charging activity is over, a hybrid
incentive of making the first few hours of charging free and then charging a fee for any time beyond the
established incentive time period could be an option.
4.5 Impact of Deploying EV Charging for Parking Business Owners and
Users
Many small business owners view EV charging as a cost, composed of both startup costs (equipment,
installation, permitting) and ongoing costs (maintenance, higher electric bills). However, there are
various ways to mitigate those costs, such as installation grants and new rate structures for EVSE. Once
installed, they may attract new customers and encourage them to stay longer while the vehicle is
charging. For customers, the ubiquity of charging stations will ease range anxiety, increasing adoption
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
24
and furthering Dublin’s green energy goals. Though the technology is not widely available, some EVs
have the ability to serve as backup power sources during power outages, increasing resiliency for
equipped locations.
5 CURRENT ELECTRIC GRID
AND CAPACITY
Navigating the complexities of electrification requires comprehensive collaboration and insights from
electric utility providers. There are three utility providers in Dublin:
x American Electric Power (AEP):AEP is the 6th largest utility company in the U.S. based on
market capitalization and covers more than 85% of the Dublin area.
x Ohio Edison: A subsidiary of FirstEnergy Corp. the 12th largest utility company in the U.S., Ohio
Edison has a small coverage area in the northwest part of Dublin.
x Union Rural Electric:Union Rural Electric is a cooperative covering a small area in the northwest
part of Dublin.
Figure 15 shows the different utility coverage areas in Dublin.
Figure 26: Utility Providers in Dublin
Source: ODOT Transportation Information Mapping System
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
25
It can be difficult for electric utility providers to determine capacity constraints without knowing specific
planned site locations and planned electrical loads, but the electric utilities have an obligation to serve
customers and will provide power as needed. Future charging sites in developed areas, where there is a
higher likelihood of existing electric capacity, will likely require less upgrades compared to more rural
areas without an existing, robust electric infrastructure. AEP Ohio is continuously working to upgrade
their power system to support Dublin’s growing energy needs, investing more than $38 million in
upgrades in the past 5 years 9.
6 EV ADOPTION RATES
EV adoption rates in Ohio are being tracked and made available to the public by DriveOhio. Figure 16
shows the most popular EV makes and models that are registered in Dublin.
Figure 27: Top EV Registrations in Dublin
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
Tesla is the most popular choice by far, taking four of the top five spots. The Jeep Wrangler PHEV is a
surprising addition to the top five, given that it was only released in 2021. It is also one of two PHEVs in
the top ten plug-in vehicles, alongside the Chevy Volt (discontinued in 2019).
9 https://www.aepohio.com/community/projects/Dublin-
Project#:~:text=Dublin%20West%20Transmission%20Project%20%2D%20In,the%20Dublin%20West%20Innovation
%20District.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
26
Table 9 gives a broader view of EV registration trends in Ohio, counties within Dublin’s borders and
other Central Ohio cities of interest. Dublin is close to the national average, approaching 10%.
Table 9: Local EV Registration Trends
PASSENGER CAR REGISTRATIONS
Total Vehicles AFVs % of Fleet
Adoption
Rate (Aug-Oct
2023)
Ohio 8,070,242 61,676 0.76% 3.40%
Franklin County 887,051 9,753 1.10% 4.32%
Delaware County 169,139 3,421 2.02% 7.82%
Union County 51,135 718 1.40% 5.60%
Dublin 39,025 1,107 2.84%9.24%
Delaware 31,258 389 1.24% 5.87%
Grove City 30,678 252 0.82% 3.11%
Westerville 29,163 375 1.29% 4.90%
Upper Arlington 28,230 792 2.81% 10.06%
Hilliard 27,123 383 1.41% 5.52%
Powell 11,501 327 2.84% 9.09%
New Albany 9,248 512 5.54% 12.35%
Grandview Heights 6,104 148 2.42% 8.88%
Plain City 3,003 28 0.93% 5.71%
Source: Ohio BMV, via DriveOhio AFV Dashboard
Dublin has the most AFVs of comparable cities in the region and the third highest adoption rate for new
vehicle purchases, as seen in Figure 17. Adoption rate is the percentage of new vehicles sold.
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
27
Figure 28: EV Local Adoption Rates
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
6.1 Comparison with National Trends
Figure 18 shows EV sales by state (excluding California) with Ohio ranked 18th.
Figure 29: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California)
Source: https://www.autosinnovate.org/resources/electric-vehicle-sales-dashboard
0
20
40
60
80
100
120
140
160
180
200
FloridaTexasNew JerseyMassachusettsColoradoArizonaOregonNorth CarolinaOhioNevadaUtahHawaiiTennesseeIndianaNew HampshireVermontIowaKentuckyNew MexicoDelawareNebraskaArkansasMississippiAlaskaWyomingSales (in thousands)
Ohio Ranks 18th
Exhibit A
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
28
It’s difficult to do a city-to-city comparison when looking at EV adoption rates since other states do not
publish their alternative fuel vehicle registration information. Indiana does post their EV registration
data, but only by county and year. Figure 19 shows Marion County, Indiana, which includes Indianapolis,
with an EV adoption rate of 2.65% as of November 2023. In comparison, Franklin County, Ohio, had a
3.99% EV adoption rate during the same period in 2023.
Figure 30: Marion County, IN - EV Registrations
Source: https://www.in.gov/oed/resources-and-information-center/vehicle-fuel-dashboard/
7 NEXT STEPS
The information in this document is the first building block in the future movement to build on the past
efforts to electrify Dublin. Dublin has a strong foundation from which to build including the city’s
existing charging station infrastructure and the notable public commitment to sustainability. These
elements demonstrate Dublin’s readiness for further electrification and ensure that future
developments will be supported by both the infrastructure and the people of Dublin.
Exhibit A
6
4
Appendix B – EV Charging Forecasting
Exhibit A
1
The HNTB Companies 88 E. Broad St, Suite 1600 Telephone (614) 228-1007
Engineers Architects Planners Columbus, OH 43215 www.hntb.com
Date To
December 1, 2023 J.M. Rayburn, City of Dublin, Ohio
PROJECT
CORRESPONDENCE
From
HNTB Corporation
Subject
Potential EV Charging Scenario
Forecasting
Introduction
The EV market is changing rapidly, with indicators pointing to greater EV adoption throughout the
decade. The White House set an ambitious goal to make 50% of all new vehicles sold in 2030 zero-
emissions vehicles, including battery electric, plug-in hybrid electric, and fuel cell electric vehicles (EVs)1.
A survey2 of 1,500 U.S. consumers in March 2023 showed nearly half of United States (US) car buyers
plan to buy an electric vehicle in the next two years, a 20% jump from the prior year. In July 2023,
Carvana reported a 786%
3 increase in EV sales over the past 5 years.
Various projections exist and are updated regularly trying to predict the adoption rate of EVs in the
future. To support and help foster future EV adoption, public charging infrastructure needs to keep up
with EV growth.
The purpose of this document is to present low, medium, and high future projection scenarios for EV
charging infrastructure needs in Dublin, Ohio, including level 1, level 2 and Direct Current Fast Charging
(DCFC) on both public and private property.
Dublin Transit and Parking
Existing transit operations, public and private parking and charging infrastructure are foundational
elements upon which the future EV charging scenarios are developed. Each are summarized below.
Transit
Dublin is currently served by six COTA routes, the 21, 33, 72, 73, 74 and Zoo bus. The 21 route runs
every 60 minutes. The 33 route runs every 30 minutes south of Dublin Granville Road, where it splits and
alternates trips to Olde Sawmill Square and Microcenter every hour. The 72, 73, 74, and Zoo bus all
operate on a Rush Hour schedule with 1-4 trips in the morning and evening peak periods. The Zoo bus
1 https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-
announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/
2 https://www.prnewswire.com/news-releases/ey-research-nearly-half-of-us-car-buyers-intend-to-purchase-an-
electric-vehicle-charging-and-safety-concerns-weigh-on-consumers-301863850.html
3 https://investors.carvana.com/news-releases/2023/07-10-2023-140014673
Exhibit A
2
only operates from May to October. Given that some riders using these routes leave a personal vehicle
at the COTA Park & Rides while they are commuting to and from downtown, these lots may be ideal for
level 1 and level 2 chargers. All six routes operate in the southeast portion of the City of Dublin.
Figure 31: COTA Lines and Stops in Dublin
Source: Dubscovery and COTA GIS and Mapping Hub
The Dublin Connector service is a unique, free mobility service for residents over 55 years old, residents
with disabilities or anyone who works in Dublin. Dublin contracts with SHARE Mobility to offer the
service and rides to work, the library, grocery shopping, medical appointments and other needed
locations scheduled through an app, website or by phone. Currently, vehicles used for this service are
located at Dublin’s fleet building which already has EV charging.
Future Opportunity: Convert Dublin Connector vehicles to EVs and provide additional charging at
Dublin’s fleet building.LinkUS is an initiative to bring world class transit and mobility to central Ohio. The
backbone of the system is a high-capacity transit network, with other features such as mobility hubs
envisioned at key points as well. The Northwest Corridor of the system is planned to pass through
Dublin along State Route (SR) 161 and possibly terminate at the Ohio University Dublin Integrated
Education Center. Figure 2 shows the locally preferred alternative route for the Northwest Corridor.
Future Opportunity: Electrification along this route so people can park, ride, and charge.
Exhibit A
3
Figure 32: LinkUS Northwest Corridor
Source: LinkUS Northwest Corridor Locally Preferred Alternative
Related to LinkUS, Dublin also has an ongoing study of SR-161 to better understand how bus rapid
transit, pedestrian friendly amenities and other roadway uses can benefit this corridor.
Future Opportunity: Incorporate electrification opportunities along Dublin’s SR-161 corridor so
people can park, ride, and charge.
Public Parking
Of the 6,220 public parking spaces in Dublin, slightly over 10%, or 645, are for on-street parking. This
street parking is located in the Bridge Park and Historic Dublin districts. When considering electrifying
these spaces, both areas present different challenges. For Bridge Park, there are a number of parking
structures with chargers already present and new chargers should be focused within the same garages
where possible to avoid digging up streets to construct additional infrastructure. Similarly, on-street
charging is going to be a challenge in Historic Dublin due to space constraints and existing infrastructure
and is not recommended.
Future Opportunity: Consider streamlining the permitting process to aid in the installation of
public charging stations or offering parking incentives similar to the City of Cincinnati’s Electric
Car Incentive Program to help encourage EV drivers in Dublin.
Existing Charging Infrastructure
The existing charging infrastructure in Dublin, as shown in Figure 3, coincides with the areas of high-
density commercial activity. The recommended locations of future EV charging will also largely be
concentrated in these areas.
Exhibit A
4
Future Opportunity: As EV adoption increases, Dublin can install charging infrastructure at city-
owned facilities outside of the Bridge Park and Historic Dublin areas and encourage private
businesses to do the same to help distribute charging resources throughout Dublin.
Figure 33: Existing Public EV Charging in Dublin
Source: AFDC, Plugshare, City of Dublin
Scenario Forecasting Methodology
As a way to estimate the number and type of charging infrastructure that might be needed in Dublin by
2030, various EV sales forecasts and charger ratios were analyzed to develop a low, medium, and high
future projection scenario. The Edison Electric Institute (EEI) developed an EV forecast in 2018 and again
in 20224 based on four independent forecasts:
4 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
Exhibit A
5
x Guidehouse – Guidehouse Insights: Plug-in EV (PEV) Sales by Region, World Markets (Q4 2021).5
x Boston Consulting Group (BCG) – Electric Cars Are Finding Their Next Gear (June 2022).6
x Deloitte – Electric Vehicles: Setting a Course for 2030 (July 2020).7
x Wood Mackenzie – Electric Vehicle Outlook to 2040 (2020).8
As shown in Figure 4, the models used to generate these forecasts show a wide range in projected EV
adoption by 2030 since they use inputs such as customer preference to determine general interest in
EVs, technological advances related to declining battery costs that influence EV cost competitiveness
with internal combustion engine (ICE) vehicles, and fuel efficiency standards/environmental regulations
which will drive investment in EVs by the automakers.
Figure 34: Annual EV Sales Forecast Compared to Selected Forecasts
Source: Edison Electric Institute
5 Guidehouse. Market Data: EV Geographic Forecast – North America.
https://guidehouseinsights.com/reports/market-data-ev-geographic-forecast-north-america
6 Boston Consulting Group. Electric Cars are Finding Their Next Gear.
https://www.bcg.com/publications/2022/electric-cars-finding-next-gear
7 Deloitte. Electric Vehicles: Setting a Course for 2030. https://www2.deloitte.com/us/en/insights/focus/future-of-
mobility/electric-vehicle-trends-2030.html
8 Wood Mackenzie. Electric Vehicle Outlook to 2040. https://www.woodmac.com/our-
expertise/capabilities/electric-vehicles/
Exhibit A
6
EV Adoption Percentage by 2030
S&P Global Mobility9 forecasts EV sales in the US could reach 40% of total passenger car sales by 2030,
and more optimistic projections foresee electric vehicle sales surpassing 50% by 2030. It’s important to
note that these figures represent new sales of EVs, and not the vehicle stock on the road.
The City of Dublin has already shown to be a leader in Ohio in terms of EV adoption with:
x An EV adoption rate of 9.24% between Aug-Oct 2023 and 2.84% of all vehicles registered in
Dublin being EVs.
x The average passenger vehicle age in Dublin is 3 years newer than the state as a whole (10 years
vs. 13 years).
Higher vehicle turnover means that Dublin will likely electrify faster. Therefore, for the purposes of this
document, it is assumed that 40% of registered vehicles in Dublin will be EVs in 203010.
To determine the number of EV chargers required to support the EV adoption forecast, EV to EVSE
charging ratios and level 2 to DCFC port ratios were explored. The following sources were used to
develop a low, medium, and high scenario for the number of chargers needed in Dublin by 2030.
x Norway: Internationally, Norway is often considered to be the leader in EV adoption with PEV
sales in June 2023 reaching over 90%.11
x California: This state leads EV adoption in the US with PEVs making up a market share of 25% in
Q2 2023.12
x US Department of Energy: The US Department of Energy (DOE) released a report in 2017
exploring how much charging infrastructure will be needed to support EV adoption in the US.13
x S&P Global Mobility: S&P Global compiled existing registration data and projected 28.3 million
EVs by 203014.
x Alternative Fuel Infrastructure Directive (AFID): Regulates the deployment of public EV charging
infrastructure in the European Union.15
x Edison Electric Institute: EEI compiled various trend data and adoption projections to forecast
the number of chargers needed in the US by 2030.16
EV to EVSE Port Ratio
The EV to EVSE ratio represents the number of EVs on the road compared to the number of publicly
available level 2 and DC fast chargers. This metric serves as a starting point to understand how many
chargers might be needed based on the number of EVs registered. Table 1 summarizes the existing and
9 https://www.bls.gov/opub/btn/volume-12/charging-into-the-future-the-transition-to-electric-vehicles.htm
10 Note that this figure will need to be monitored and updated based on future trends.
11 https://insideevs.com/news/675163/norway-plugin-car-sales-june2023/
12 https://www.veloz.org/california-ev-sales-reach-25-percent-market-share/
13
https://www.energy.gov/sites/default/files/2017/09/f36/NationalPlugInElectricVehicleInfrastructureAnalysis_Sept
2017.pdf
14 https://www.spglobal.com/mobility/en/research-analysis/ev-chargers-how-many-do-we-need.html
15 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02014L0094-20211112
16 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
Exhibit A
7
recommended EV to EVSE ratios from low to high using the sources listed above, as well as the existing
Dublin ratio.
Table 1: Existing and Target EV to EVSE Ratios
SOURCE EV TO EVSE RATIO
Norway Existing 34:1
California Existing 26:1
US DOE Recommendation 18:1
S&P Global Recommendation 12:1
Dublin Existing 12:1
AFID/European Union Goal 10:1
EEI Goal 8:1
California Goal 7:1
Source: Listed on page 6
Electrification Scenarios
As of October 2023, 38,465 vehicles are registered in Dublin. Historically, population growth rates have
averaged between 2 and 3%. Accounting for future growth, annexation, and visitors outside of Dublin
that are not part of the population, using the high end annual growth rate of 3% seems reasonable to
forecast the number of EVs registered in Dublin by 2030. If a 3% annual growth rate for vehicle
registrations is compounded annually, about 47.4k vehicles will be registered in Dublin by 2030. To
simplify the projections, the estimated vehicle registrations by 2030 was rounded to 50,000 vehicles.
Using the assumed 40% EV adoption rate with the estimated 50,000 vehicles, the projected number of
EVs registered in Dublin in 2030 is estimated to be 20,000. This figure is used below in each scenario and
in calculations summarized in Table 2.
Table 2: Dublin Electrification Scenarios - Low, Medium, and High
EV TO EVSE RATIO EV TO EVSE RATIO SOURCE EVSE NEEDED IN
DUBLIN BY 2030
Low Electrification 34:1 Norway Existing 588
Medium Electrification 18:1 US DOE Recommendation 1,111
High Electrification 7:1 California Goal 2,857
Source: HNTB
Low Electrification
Using the lowest EV to EVSE ratio from Norway at 34 EVs for every EVSE, Dublin would need about 588
EVSE ports by 2030.
Medium Electrification
Using the medium EV to EVSE ratio recommended from the USDOE report at 18 EVs for every EVSE,
Dublin would need about 1,111 EVSE ports by 2030.
High Electrification
Using the highest EV to EVSE ratio set as a goal by California of seven EVs for every EVSE, Dublin would
need about 2,857 EVSE ports by 2030.
Exhibit A
8
Fleet Electrification
Dublin’s fleet was also examined to determine which municipal vehicles were good candidates for
electrification based on use cases and duty cycle in order to assess future fleet transition opportunities
and charging needs. Dublin had 232 fleet vehicles as of August 29, 2023, and 218 of those were driven in
the preceding year. Of the 218 to be evaluated for electrification, 18 vehicles were identified for snow
and leaf removal and excluded from consideration. An additional 88 vehicles were removed from
consideration because they were either medium-duty or their use cases were not compatible with
electrification in the near term. One Nissan Altima with no miles was re-included for replacement
analysis. As a result, a portion of the remaining 113 vehicles are possible candidates for electrification.
Nine of these were police pursuit vehicles, which were targeted for replacement by hybrids due to
operational constraints. Plug-in Hybrid (PHEV) and Battery Electric (BEV) vehicles were examined for
each of the remaining models.
Table 3: Dublin Fleet Vehicles Analyzed
Total Fleet Vehicles as of 8/29/2023 232
Vehicles with Miles in Preceding Year 218
No Miles but Re-Included 1
Snow and Leaf Removal 18
Medium Duty or Incompatible with
Electrification 88
Total Vehicles Analyzed 113
Source: City of Dublin, HNTB Analysis
Based on this analysis, we recommend a level 2 charger be installed for each fleet vehicle converted to
electric. This 1:1 ratio would guarantee that the fleet vehicles can be recharged overnight without
requiring city employees to move vehicles. In addition, any BEV police vehicles should have access to
DCFCs at a 1:25 ratio. These ratios would result in a requirement for 109 level 2 chargers, plus 2 DCFC
ports. Level 1 chargers could be implemented on an as needed basis for fleet vehicles with very low duty
cycles or for any fleet PHEVs and would likely be easy to utilize since 110V outlets would be available at
Dublin facilities.
Level 2 to DCFC Ratio
Another important ratio to aid in planning for the appropriate number of EV charging infrastructure is
the level 2 to DCFC ratio, which informs the type of chargers needed by location. To determine what
ratio of public level 2 chargers to DCFC is appropriate, ratios from other geographies were
benchmarked. Table 4 summarizes these ratios from low to high, including the existing Dublin ratio.
Table 4: Existing and Target Level 2 to DCFC Port Ratios
SOURCE LEVEL 2 TO DCFC RATIO
California Goal 25:1
US DOE 25:1
EEI Goal 25:1
Dublin Existing 12:1
S&P Global 12:1
Exhibit A
9
SOURCE LEVEL 2 TO DCFC RATIO
California Existing 5:1
Norway Existing 3:1
Source: Listed on page 6
Type of EV is important when considering what charging level is appropriate. PHEVs, which represent
21% of alternative fuel vehicles in Dublin, cannot use DCFCs and many can rely on level 1 chargers since
battery sizes are smaller compared to BEVs.
Recommended Electrification Scenario
Based on discussions with working group members and the Dublin Economic Development team, Dublin
wants to ensure that adequate charging will be offered for incoming workers, tourists and residents who
may not be able to access charging at-home, i.e. multi-unit dwellings, while not overbuilding as the
technology is changing rapidly. Alignment with Norway’s existing 34:1 ratio is justifiable based on similar
home charging availability in Dublin. For example, 82% of EVs in Norway charge at home17. Although at
home charging data was not available for Dublin, 68% of Dublin’s total housing units are single family
detached homes, with an additional 15% comprised of single family attached housing products18.
Assuming that both types of homes have the ability to setup a home charger, over 80% of Dublin homes
could provide charging for EVs. As a result, it is recommended that Dublin start with a 34:1 EV to EVSE
ratio goal for 2030, although this goal should be reassessed biennially based on existing data, market
trends, and funding availability.
When determining the number of level 2 charging ports needed compared to DCFC ports, it’s important
to consider the usage type and location of the chargers. Most retail centers, multi-unit dwellings, and
higher vehicle AADTs are clustered along the US-33/SR-161 corridor, especially near Bridge Street. Given
this higher concentration within the Dublin area, with the availability of home charging being very high,
it is recommended to have a more conservative ratio in the Dublin area at a 20:1 level 2 to DCFC as
shown in Table 5.
Table 5: Dublin 2030 Electrification Recommendations
Assumed Total Number of Vehicles Registered in Dublin (based on 2023 registrations) 50,000
Projected Number of EVs in Dublin (40%) 20,000
Recommended EV to EVSE Ratio (to be reassessed at least biennially) 34:1
Recommended Number of Public EVSE 588
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 559
Recommended Public DCFC Ports 29
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 83 existing public level 2
charging ports and 6 existing DCFC ports. Table 6 shows targets for implementation to meet the current
2030 recommendations. It’s important to note that these targets do not follow a linear trendline, but
17 https://www.theglobeandmail.com/business/article-ev-charging-stations-norway/.
18 https://communityplan.dublinohiousa.gov/character/demographics
Exhibit A
10
instead mirror the EV adoption curves that show more exponential growth later in time. Another
important note is that this table represents the recommended number of ports in the Dublin area,
which includes public and private facilities.
Table 6: Public Level 2 and DCFC Recommended Implementation Targets by Year
YEAR LEVEL 2 PORTS DCFC PORTS
2023 (existing) 83 6
2025 150 15
2028 300 22
2030 559 29
Source: HNTB
Locations and Usage Type
The following section addresses how the assumptions presented in the previous section translate into
opportunities for level 1, level 2, DCFC, and private parking use cases. Based on the recommended
electrification scenario, the following types of chargers could be implemented for the applications
shown below.
Level 1 Charging
Although specific level 1 recommendations are not included above, there are some use cases where this
level of charging can serve as a low-cost solution. Level 1 charging is ideal for applications where EVs
have very long dwell times or when the vehicle has a small battery. Since PHEVs rely on both an electric
motor and an internal combustion engine, the battery sizes are typically much smaller than a BEV.
Micro-mobility solutions such as e-scooters or e-bikes can also use level 1 charging due to the small
battery sizes. Locations that could be applicable for level 1 charging could include:
x Mobility hubs that accommodate micro-mobility
x Fleet hubs, particularly for PHEVs or EVs that have smaller daily duty cycles and are able to
charge overnight or are not used on a daily basis
Level 2 Charging
Level 2 charging is the most common EV charging level, where vehicle dwell times are typically a couple
hours to overnight. These types of chargers are ideal for the following types of publicly available
applications:
x Restaurants
x Retail stores
x Parks
x Public parking (on-street, parking lots, parking garages, park and rides)
x Mobility hubs (for EVs with long dwell times)
The following private applications are also ideal for level 2 charging but not part of the recommended
electrification scenario presented in Table 5 with 559 level 2 ports:
x Single-family housing
x Multi-unit dwellings
x Workplaces
x Fleet hubs, including for on-road vehicles, off-road vehicles, and micro transit shuttles (the City
of Dublin's existing fleet chargers are level 2)
Exhibit A
11
DCFC
This charging level is best suited for BEVs with short dwell times. Relevant public applications should be
along major arterials and interstates and near high-population density areas such as:
x High turnover retail (e.g. grocery stores)
x High turnover restaurants
x Mobility hubs (for Transportation Network Company vehicles or vehicles with short dwell times)
Private applications for DCFC include:
x Fleet charging with aggressive duty cycles (e.g. police vehicles)
x Transit buses
Private Parking
Since the City of Dublin has limited influence on which private businesses decide to install EV chargers,
the recommended private location EV charger deployments referenced in the recommended projection
scenario section just show a representation of a couple general commercial areas within Dublin.
Recommended Projection Scenario
Figure 5 and Figure 6 show the recommended public and private level 2 charging locations and public
DCFC ports based on the recommended electrification scenario of 34:1 EV to EVSE ratio and 20:1 level 2
to DCFC ratio. Table 7 also summarizes these recommendations.
Exhibit A
12
Fi 35 R d d Ch i L i Exhibit A
13
Exhibit A
Table 7: Recommended Charging Locations and Estimated Costs
PROPERTY TYPE LOCATION LEVEL 2
PORTS
DCFC
PORTS
ESTIMATED
LEVEL 2 COST†
ESTIMATED
DCFC COST‡
Public & Private Existing 83 6 - -
Public Historic Dublin Parking 42 4 $283,500 $800,000
Public DCRC 20 0 $135,000 -
Transit Dublin Dale Dr P&R 10 0 $67,500 -
Public Darree Fields 20 2 $135,000 $400,000
Public Dublin Chiller 6 0 $40,500 -
Public Avery Park 6 0 $40,500 -
Public Bridge Park Garages 84 6 $567,000 $1,200,000
Public Other Public Locations* 64+ 0+ $432,000 -
Private Avery-Muirfield Dr Area 30+ 4+ $202,500 $800,000
Private Franz/Post Rd Area 20+ 2+ $135,000 $400,000
Private West of Sawmill Rd Area 20+ 4+ $135,000 $800,000
Private Other Private Locations* 154+ 1+ $1,039,500 $200,000
559+ 29+ $3,213,000 $4,600,000
$7,813,000
*: Not shown on maps
†: Assuming level 2 cost per port of $6,750
‡: Assuming DCFC cost per port of $200,000
Source: HNTB
These targets are meant to be the minimum recommendations to support 20,000 EVs in Dublin by 2032.
Dublin should also look for opportunities to distribute EV charging throughout the Dublin area to be
used by both the public and fleet vehicles. In areas without an abundance of commercial activity, where
a private company may not be able to justify a business model for installing chargers, the City should
consider installing their own chargers in that area if a city-owned facility exists. For example, both level 2
and DCFC are recommended for Darree Fields, an area further away from commercial activity. Dispersed
charging locations like this could be used by the public but also by Dublin fleet vehicles (such as police
vehicles) as needed so they wouldn’t necessarily need to go back to the depot to charge. Level 1
charging locations are also shown in the maps at a high level in high density areas as needed for micro
transit and other uses as needed.
Note that the estimated costs shown in Table 7 can vary widely based on specific site characteristics.
Various funding options to install charging infrastructure also currently exist and will likely be available
in the future to offset costs.
EV Charging Station Ownership
Dublin’s existing model for public and private EVSE ownership is to contract with a third-party to have
chargers located on city property. This contract allows Dublin to purchase and own the chargers, but
the installation, operations, and maintenance are covered by the third-party. Dublin has taken
advantage of grants to support a portion of the cost. This model allows Dublin to benefit from owning
the EVSE while not having to carry specialized staff or contracts to operate and maintain the chargers.
Exhibit A
15
Currently, no fees exist for public EV charging in Dublin – users may charge for free. This may help spur
EV adoption in the short term, but as adoption increases, and with it the demand for more public
charging, a fee structure is recommended. Charging a fee at public charging stations is a best practice for
both level 2 and DCFC stations for the following reasons:
x Free charging can lead to poor charger etiquette where users may plug in even if they don’t
need to, resulting in less charging options for drivers that actually do need a charge, or people
unplugging other vehicles to charge their own.
x A fee structure can offset demand charges incurred during peak electricity usage periods.
x Free public charging can hinder private investment in charging since site hosts can’t compete.
x Free charging (especially DC fast charging without idle fees) does not incentivize drivers to move
their vehicle after charging is complete (or at least 80%).
While there are myriad ownership options, three are discussed below: Dublin owned and operated,
Dublin owned but services contracted out, and third-party owned but leases land from Dublin.
Dublin Owns and Operates EVSE
Charging infrastructure is purchased, installed, and maintained by Dublin, which allows for full control
over the station and the ability to keep all revenue from the station (if applicable). In this scenario,
Dublin is responsible for all associated costs, including any maintenance19 or payment transaction fees.
Challenges of this model are high up-front capital investment; needing highly skilled personnel for
installation, operations, and maintenance; and worrying about changing out equipment as vehicles
change how they interact with EVSE.
Dublin Contracts Full-Service EVSE
This is the existing setup in Dublin and allows for predictable overhead costs to the City while
maintaining a level of service spelled out in the contract. The City has less control over the station and
possible revenue from charging, but also has less overhead cost and can take advantage of any data
collection that comes with the EVSE. Favorable contract terms, such as uptime requirements and electric
metering and billing, can make or break the public’s impression of the chargers. Challenges of this model
are long contract terms, which may not allow for a change out of equipment as frequently as preferred
and relying on a third-party to perform maintenance which may be slower and less reliable than
expected.
Third-Party Leases Site from Dublin and Owns and Operates EVSE
Charging infrastructure owned by a third-party is installed on Dublin property through a lease and
maintained by the third-party, which minimizes responsibility to Dublin as the site host. In some cases,
the lessor may earn revenue instead of or on top of lease payments. Many of the National Electric
Vehicle Infrastructure (NEVI) partnerships are structured this way, and it may be preferred by charging
vendors who are used to this structure. The party who pays for the electricity can vary between the site
host and the third-party based on the arrangement. Contract terms also make or break this type of
arrangement, with additional key considerations being access by the site host if needed, restoring the
site to its original condition after the lease ends, and ownership of the chargers after the contract
19 https://afdc.energy.gov/fuels/electricity_infrastructure_maintenance_and_operation.html
Exhibit A
16
period. The main challenge with this model is loss of control of all charging activities (i.e., fee charged)
unless negotiated in the lease agreement.
Table 8: EVSE Charging Ownership Types
CONSIDERATION DUBLIN OWNS AND
OPERATES
DUBLIN CONTRACTS
WITH THIRD-PARTY FOR
FULL SERVICE EVSE
THIRD-PARTY LEASES SITE
FROM DUBLIN AND
OWNS AND OPERATES
Equipment Cost High up-front cost for
EVSE
High up-front cost for
EVSE
Low to no up-front cost
for EVSE
Installation Need to contract with
someone to install
(with proper
experience)
Installation handled by
third-party
Installation handled by
third-party
Operations &
Maintenance
Need to train existing
staff or contract
someone to operate
and maintain
Operations and
maintenance are handled
by third-party
Operations and
maintenance are handled
by third-party
Revenue from
Fees
If a fee is charged,
Dublin can keep all
fees. If site-host is a
government, fees
made for services
need to be reasonably
in line with the cost of
providing such
services.
If a fee is charged, Dublin
can keep all fees. If site-
host is a government, fees
made for services need to
be reasonably in line with
the cost of providing such
services.
Depending on contract
terms and if a fee is
charged, revenue may first
go to third-party to pay for
equipment, installation,
operations and
maintenance then to
Dublin.
Measuring
Performance
May need additional
software to track
charging data
Contract allows access to
charging data dashboard
Minimal data will be
shared unless negotiated
Cost of Electricity Responsible for
electricity cost
Typically responsible for
electricity cost, depending
on contract terms
May or may not be
responsible for electricity
cost
Source: HNTB
For Dublin, continuing to contract out full services through a third-party is recommended. This contract
type presents the lowest risk due to lower overall costs, skilled professionals maintaining equipment,
and changing out third-party providers if the EVSE does not meet needs or expectations. EVSE
equipment, like most technologies, is expected to get better, more efficient, adapt to the new vehicle
technology, and provide better service to the users. Until that level of service is achieved, contracting
out for this service is recommended.
Conclusion
Dublin is growing quickly, and EV adoption is expected to remain ahead of the rest of the state. It is
estimated that Dublin will need roughly 588 public EVSE by 2030, depending on EV adoption. Dublin is
already well positioned to meet this target based on the existing number of chargers currently available
but should reassess often to align with actual EV adoption trends and funding opportunities. Fleet
Exhibit A
17
deployments, specifically for city operations, will be another area for Dublin to focus on. Assumptions
used to determine the recommendations presented here should be updated at least every couple years
to ensure they are in line with the latest EV market factors.
Exhibit A