HomeMy WebLinkAboutReso 66-26 Approving the Electronic Vehicle Infrastructure Plan and Finding the Plan Exempt
Reso. No. 66-26, Item 5.1, Adopted 06/16/2026 Page 1 of 1
RESOLUTION NO. 66 – 26
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
APPROVING THE ELECTRIC VEHICLE INFRASTRUCTURE PLAN AND FINDING THE PLAN EXEMPT
FROM THE CALIFORNIA ENVIRONMENTAL QUALITY ACT
WHEREAS, on September 15, 2020 the City Council adopted Climate Action Plan 2030 and Beyond
(CAP 2030) which includes 22 measures that if implemented, are intended to put the City on the path to
reach carbon neutrality by 2045; and
WHEREAS, transportation emissions comprise over 60 percent of citywide greenhouse gas
emissions; and
WHEREAS, CAP 2030 Measure SM-2, Develop an Electric Vehicle Infrastructure Plan, is intended
to guide the installation of additional electric vehicle infrastructure in Dublin to facilitate the transition to
zero-emission electric vehicles; and
WHEREAS, in accordance with the California Environmental Quality Act (CEQA) certain projects
require review for environmental impacts and, when applicable, environmental documents to be
prepared; and
WHEREAS, pursuant to the requirements of CEQA, the Plan was examined to determine if
environmental review is required. The analysis concluded that the Electric Vehicle Infrastructure Plan is
exempt from review pursuant to CEQA guidelines Section 15262, which exempts feasibility and planning
studies for future actions that have not yet been approved or funded.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does hereby adopt
the Electric Vehicle Infrastructure Plan (Exhibit A).
PASSED, APPROVED AND ADOPTED BY the City Council of the City of Dublin, on this 16th day of
June, 2026 by the following vote:
AYES: Councilmembers Josey, McCorriston, Morada, Qaadri, and Mayor Hu
NOES:
ABSENT:
ABSTAIN:
______________________________
Mayor
ATTEST:
_________________________________
City Clerk
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Electric Vehicle Infrastructure Plan
Attachment 2
Exhibit A to the Resolution
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City of Dublin EV Infrastructure Plan
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TABLE OF CONTENTS
1. Executive Summary .............................................................................................................................. 7
2. Introduction ....................................................................................................................................... 10
2.1 City of Dublin Climate Action Plan..................................................................................................... 10
2.2 Environmental Benefits ..................................................................................................................... 11
2.3 EV Charger Types Overview .............................................................................................................. 15
2.4 Typical EVCS Costs ............................................................................................................................. 16
3. Policy Review ...................................................................................................................................... 20
3.1 California’s EV Goals .......................................................................................................................... 20
3.2 AB 1236 and AB 970 .......................................................................................................................... 21
3.3 Building Code and Reach Codes ........................................................................................................ 22
3.4 California Civil Code 1947.6 ............................................................................................................... 22
4. EV Charging Station Infrastructure Needs ......................................................................................... 24
4.1 Existing Infrastructure ....................................................................................................................... 24
4.2 Future Needs ..................................................................................................................................... 24
4.3 Planned and Potential Infrastructure ................................................................................................ 28
4.4 Closing the Gap .................................................................................................................................. 29
5. Suitability Analysis .............................................................................................................................. 31
5.1 Approach and Scoring ....................................................................................................................... 31
5.2 Suitability Analysis Top Scoring Private Sites .................................................................................... 34
6. Site Evaluations for City-Owned Sites ................................................................................................ 36
6.1 City Owned Sites ................................................................................................................................ 36
6.2 Concept Project Layouts .................................................................................................................... 39
6.3 Financial Analysis of City-Owned EVCS ............................................................................................. 45
6.4 Curbside Charging ............................................................................................................................. 49
7. Stakeholder Outreach and Engagement ............................................................................................ 52
7.1 Dublin EV Adoption Survey ............................................................................................................... 52
7.2 Community Events ............................................................................................................................ 53
8. EV Ownership and Maintenance Models ........................................................................................... 54
8.1 EV Infrastructure Ownership Models ................................................................................................ 54
8.2 Charger Maintenance ........................................................................................................................ 58
9. Funding Opportunities ....................................................................................................................... 60
9.1 Alternative Fuels Data Center ........................................................................................................... 60
9.2 Direct Incentives and Rebates ........................................................................................................... 61
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10. Policy Considerations and Next Steps ................................................................................................ 63
Projected Needs and Long-Term Vision .................................................................................................. 63
Recommended Next Steps ...................................................................................................................... 64
11. Conclusion .......................................................................................................................................... 67
References .................................................................................................................................................. 68
Appendices .................................................................................................................................................. 71
Appendix A – Suitability Analysis Results .................................................................................................... 72
Appendix B – Compiled Conceptual Layouts .............................................................................................. 73
Appendix C – Financial Analysis for Concept Layouts ................................................................................. 74
Appendix D – Selected Policy Review ......................................................................................................... 87
AB1236 and AB970 .................................................................................................................................. 87
Building Code and Reach Codes .............................................................................................................. 88
CA Civil Code 1947.6 ................................................................................................................................ 88
Appendix E – Estimating Average $/GGE Health Benefit in Dublin, CA ...................................................... 90
Appendix F – EV Readiness Plan Survey Results ......................................................................................... 92
Appendix G – PG&E/Ava Rate Schedules .................................................................................................... 95
Typical Commercial Electric Rate Schedules ........................................................................................... 95
EV-Specific Rate Schedules ...................................................................................................................... 95
TABLE OF FIGURES
Figure 1. City of Dublin 2015 GHG Emission Inventory by Sector (Metric Tons CO2e) ............................... 10
Figure 2. Change in PM2.5 by 2035, Particulate Matter Concentration 2.5 Microns or Less in Diameter (µg
m-3) ............................................................................................................................................................. 13
Figure 3. Estimated Dollar Value of Air Quality Benefits in Dublin from EV Adoption ............................... 14
Figure 4. Electric Vehicle Charging Overview ............................................................................................. 15
Figure 5. Advanced Clean Cars II Proposed ZEV Sales Requirements ......................................................... 20
Figure 6. EV Share of Total US Passenger Car Sales .................................................................................... 21
Figure 7. EVCS Permit Process and Timeline Per AB 1236 and AB 970 ...................................................... 22
Figure 8. PlugShare Overview of EVCS near Dublin .................................................................................... 24
Figure 9. Sample Layout with 2 EV Chargers and 1 Van Accessible Stall .................................................... 44
Figure 10. Sample Layout with 5 EV Chargers, 1 Van Accessible Stall, and 1 Standard Accessible Stall .... 45
Figure 11 - Curbside EVCS on Utility Pole ................................................................................................... 50
Figure 12. EV Survey Feedback ................................................................................................................... 52
Figure 13. EV Posterboards Used During Outreach Events ........................................................................ 53
Figure 14. U.S. Public EVCS Charging Issues Over Time .............................................................................. 58
Figure 15. AFDC EV Incentive Search and Filter Feature ............................................................................ 60
Figure 16. Ava's Incentive Finder ................................................................................................................ 61
Figure 17. EVCS Survey Result – Stakeholders ............................................................................................ 92
Figure 18. EVCS Survey Result – EV Ownership .......................................................................................... 92
Figure 19. EVCS Survey Result – EV Incentive Awareness .......................................................................... 93
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Figure 20. EVCS Survey Result – EV Ownership .......................................................................................... 93
Figure 21. EVCS Survey Result – EV Ownership .......................................................................................... 93
Figure 22. EVCS Survey Result – EV Ownership .......................................................................................... 94
Figure 23. EVCS Survey Result – EV Ownership .......................................................................................... 94
Figure 24. EVCS Survey Result – EV Ownership .......................................................................................... 94
Figure 25. PG&E BEV Rate Tariff ................................................................................................................. 96
TABLE OF TABLES
Table 1. Dublin EVCS Targets to Support State and CAP EV Ownership Goals Under Different
Infrastructure Pathways................................................................................................................................ 7
Table 2. Meeting the 2030 EVCS CAP Target Gap (High DCFC Pathway) ...................................................... 8
Table 3. City of Dublin EV Ownership Scenarios ......................................................................................... 11
Table 4. Emission Reduction Potential in Dublin due to EV Adoption ........................................................ 12
Table 5. Overview of Charging Types and Typical Costs ............................................................................. 16
Table 6. CEC 2030 and 2035 Statewide EVCS Port Targets ......................................................................... 24
Table 7. EV Charger Port Targets, CEC Estimated/High Level 2 Pathway Scaled for Dublin ....................... 25
Table 8. 2030 and 2035 Statewide CEC Gas Station Model, Mixed Level 2 and DCFC Charger Estimates . 26
Table 9. EVCS Port Targets, Gas Station Model, Mixed L2/DCFC Scaled for Dublin ................................... 27
Table 10. 2030 and 2035 Statewide High DCFC Charger Port Targets ....................................................... 27
Table 11. EVCS Port Targets, High DCFC Pathway Scaled for Dublin .......................................................... 28
Table 12. Potential EVCS Opportunities to Meet the City’s 2030 CAP Goals ............................................. 30
Table 13. Potential EVCS Opportunities to Meet the City’s 2045 CAP Goals ............................................. 30
Table 14. Point Values for Scoring Criterion ............................................................................................... 31
Table 15. Scoring Matrix ............................................................................................................................. 32
Table 16. Top Scoring Sites From Suitability Analysis ................................................................................. 35
Table 17. Public EVCS at City Owned Sites .................................................................................................. 36
Table 18. Conceptual Project Cost Estimates ............................................................................................. 40
Table 19. Conceptual Project Cost Estimates Breakdowns ........................................................................ 40
Table 20. EVCS Design Guidelines and Concept Plans Assumptions .......................................................... 41
Table 21. EVCS ADA Requirements ............................................................................................................. 44
Table 22. Civic Center EVCS Project Cash Flow Analysis ............................................................................. 46
Table 23. Sensitivity Analysis For Civic Center EVCS, 10-Yr. Cash Flow ...................................................... 47
Table 24. Pricing Analysis for EV Charger Projects...................................................................................... 48
Table 25. EV Ownership Models ................................................................................................................. 54
Table 26. EVCS Funding opportunities ........................................................................................................ 61
Table 27. Dublin EVCS Targets for all Scenarios and Pathways .................................................................. 63
Table 28. EVCS Opportunities Towards Meeting the City 2045 CAP Goals ................................................ 63
Table 29. City of Dublin EVCS Next Steps .................................................................................................... 65
Table 30. Dublin Library EVCS Project Cash Flow Analysis ......................................................................... 74
Table 31. Sensitivity Analysis For Dublin Library EVCS, 10-Yr. Cash Flow ................................................... 74
Table 32. Corp Yard EVCS Project Cash Flow Analysis ................................................................................ 75
Table 33. Sensitivity Analysis For Corp Yard EVCS, 10-Yr. Cash Flow.......................................................... 75
Table 34. Senior Center EVCS Project Cash Flow Analysis .......................................................................... 76
Table 35. Sensitivity Analysis For Senior Center EVCS, 10-Yr. Cash Flow ................................................... 76
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Table 36. Shannon Park EVCS Project Cash Flow Analysis .......................................................................... 77
Table 37. Shannon Park For Civic Center EVCS, 10-Yr. Cash Flow .............................................................. 77
Table 38. Fire Station 16 EVCS Project Cash Flow Analysis ......................................................................... 78
Table 39. Sensitivity Analysis For Fire Station 16 EVCS, 10-Yr. Cash Flow .................................................. 78
Table 40. Fire Station 17 EVCS Project Cash Flow Analysis ......................................................................... 79
Table 41. Sensitivity Analysis For Fire Station 17 EVCS, 10-Yr. Cash Flow .................................................. 79
Table 42. Fire Station 18 EVCS Project Cash Flow Analysis ......................................................................... 80
Table 43. Sensitivity Analysis For Fire Station 18 EVCS, 10-Yr. Cash Flow .................................................. 80
Table 44. Dublin Sports Ground EVCS Project Cash Flow Analysis ............................................................. 81
Table 45. Sensitivity Analysis For Dublin Sports Ground EVCS, 10-Yr. Cash Flow ...................................... 81
Table 46. Emerald Glen Park EVCS Project Cash Flow Analysis .................................................................. 82
Table 47. Sensitivity Analysis For Emerald Glen Park EVCS, 10-Yr. Cash Flow............................................ 82
Table 48. The Wave EVCS Project Cash Flow Analysis ................................................................................ 83
Table 49. Sensitivity Analysis For The Wave EVCS, 10-Yr. Cash Flow ......................................................... 83
Table 50. Fallon Sports Park Upper EVCS Project Cash Flow Analysis ........................................................ 84
Table 51. Sensitivity Analysis For Fallon Sports Park Upper EVCS, 10-Yr. Cash Flow ................................. 84
Table 52. Fallon Sports Park Lower EVCS Project Cash Flow Analysis ........................................................ 85
Table 53. Sensitivity Analysis For Fallon Sports Park Lower EVCS, 10-Yr. Cash Flow ................................. 85
Table 54. Alamo Creek Park EVCS Project Cash Flow Analysis ................................................................... 86
Table 55. Sensitivity Analysis For Alamo Creek Park EVCS, 10-Yr. Cash Flow ............................................. 86
Table 56. GGE Fuel Conversions ................................................................................................................. 90
Table 57. Total Fuel Usage in the BAAD Region .......................................................................................... 90
Table 58. Monetary Value of Health Benefits from GGE Reductions ......................................................... 91
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List of Acronyms
AC Alternating Current EVCS electric vehicle charging station
ACC II Advanced Clean Cars II GCs General Conditions
ADA Accessibility and Disability Act GGE gasoline gallon equivalent
AFCs Alternative Fuel Corridors GHG Greenhouse Gas
AFDC Alternative Fuels Data Center GM General Motors
AHJ Authority Having Jurisdiction GWP Global Warming Potential
Ava Ava Community Energy kVa kilovolt-amperes
BESS battery energy storage system kW kilowatt
BMR Below Market Rate L2 Level 2
Caas Charging as a Service LCFS Low carbon Fuel Standard
CAC Cultural Arts Center MPO Metropolitan Planning Organization
CAL
Green California Green Building Code MFD Multi-Family Dwelling
CAP Climate Action Plan NACS North American Charging Standard
CARB California Air Resources Board NEVI National Electric Vehicle Infrastructure
CCA Community Choice Aggregator N2O Nitrous Oxide
CCS Combined Charging Standard NOx nitrogen oxides
CEC California Energy Commission O&M Operation and Maintenance
CH4 Methane PHEV Plug In Hybrid Vehicle
CO2 Carbon Dioxide PM particulate matter
CO2e Carbon Dioxide Equivalent PM2.5
particulate matter smaller than 2.5
microns
CRA Congressional Review Act POT path of travel
CU stranded copper PV Photovoltaics
DCFC Direct Current Fast Charger PVC polyvinyl Chloride Conduit
DOE Department of Energy RFP Request for Proposals
du/ac dwelling units per acre RFQ Request for Qualifications
E3 Energy, Environment, and
Economics
RMC rigid metal conduit
EMT electrical metal tubing TOU Time of Use
EO Executive Order VMT Vehicle Miles Travelled
EV electric vehicle ZEV Zero emission vehicle
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1. Executive Summary
This EV Infrastructure Plan (Plan) provides a detailed analysis of the current state of electric vehicle
charging infrastructure in the City of Dublin (City) and provides recommendations for how the City
can prepare to meet future charging demands. This Plan fulfills Climate Action Plan 2030 and Beyond
(CAP) Measure SM-2, Develop an Electric Vehicle Infrastructure Plan. The intent of Measure SM-2 is
to plan where and how to site additional electric vehicle charging stations (EVCS)1 to facilitate the
transition to electric vehicles and provide the highest benefit to the community. The regulatory
environment in California is expected to significantly drive EV adoption in the State of California
(State) and in Dublin. This Plan is intended to provide guidance on how the City can best support
developing EVCS. Key takeaways and recommendations include:
• Dublin boasts one of the highest levels of EV adoption in California, with over 9,200
registered electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) as of the end of
2024, the most recent data available at the time of this report.
• Although EV adoption is high in Dublin, key barriers to additional EV adoption include the
limited charging infrastructure and range anxiety, as determined through community
outreach and engagement efforts.
• As of March 2026, 222 Level 2 (L2) ports and 78 Direct Current Fast Charger (DCFC) ports are
publicly available in Dublin.
• This Plan considers statewide and Dublin CAP scenarios for EV ownership goals by certain
target years and analyzed how different combinations of Level 2 EVCS and DCFCs could
support those EV goals (Table 1). To meet the City’s CAP goals, the City may need between
843 and 2,517 publicly accessible EVCS by 2030 and between 2,897 and 8,692 publicly
accessible EVCS to support the 2045 carbon neutrality goal. (See Section 4.2 for more
information).
Table 1. Dublin EVCS Targets to Support State and CAP EV Ownership Goals Under Different
Infrastructure Pathways
Year and Scenario
2030 California Target 2,213 103 1,163 267 387 389
2030 Dublin CAP Target 2,405 112 1,264 290 420 423
2035 California Target 5,088 229 2,055 475 884 888
2045 Dublin CAP Target 8,318 374 3,359 777 1,446 1,451
*CEC means California Energy Commission
• This Plan primarily evaluates infrastructure required for the High DCFC Pathway to inform
future EVCS development and long-term targets. One DCFC port can support more vehicles
than Level 2 ports and the community identified fast charging as a priority (see Section 7 and
Appendix F). This Plan identifies several EVCS opportunities to begin addressing the EVCS
infrastructure targets. If all identified opportunities are developed, as discussed below, it
would exceed the 2030 Level 2 EVCS targets and meet 21% of the remaining 2030 DCFC gap
as shown in Table 2.
1 For the purposes of this Plan, one EVCS is defined as one charging port.
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Table 2. Meeting the 2030 EVCS CAP Target Gap (High DCFC Pathway)
Project Type L2 Opportunity L2 GAP Gap
Current
Developments 90 EVCS Capable 198 45% 0 345 0%
156 198 79% 36 345 10%
Total 396 198 200% 72 345 21%
*may not sum due to rounding
EVCS opportunities in Dublin include the following:
• Current Development Projects. Proposed multifamily and commercial projects under
development in the City may add approximately 90 Level 2 EVCS capable stalls, addressing
approximately 45% of the 2030 CAP Level 2 EVCS gap if all ports are eventually installed.
• City Owned Sites. It is estimated that 150 Level 2 EVCS ports and 36 DCFC ports could be
installed at City owned parking lots, which would address 76% of the 2030 CAP Level 2 EVCS
gap and 10% of the 2030 DCFC gap. Implementing these projects could cost $21.5M 2 (before
funding opportunities), if the City owned and operated all the EVCS (refer to Section 6).
• High Scoring Private Sites. A city-wide suitability analysis identified potential private sites for
EVCS. If the top scoring sites were developed, 156 Level 2 EVCS and 36 DCFCs could be added,
addressing 79% of the 2030 CAP Level 2 EVCS gap and 10% of the 2030 DCFC gap.
This Plan identifies enough L2 opportunities to meet and exceed the 2030 targets and puts the City in
a good position to meet the CAP 2045 targets. To achieve the goals in the CAP, approximately 309
additional DCFC ports will need to be identified and installed, beyond those that have been identified
in this plan. The City should consider the following actions to foster additional EVCS installations:
• Continue to evaluate and adopt more stringent building codes or reach codes to increase EV
infrastructure as part of new multifamily and commercial projects.
• Continue to maintain the City’s EV webpage with educational information such as tenants’
rights to install EVCS and funding opportunities for EVCS installations.
• Continue to build out EVCS infrastructure at City-owned parking lots to demonstrate
municipal leadership, leveraging third-party ownership models where possible to reduce the
City’s capital expenditures. The City may want to re-evaluate current vendor offerings to
ensure that installed EVCS can meet required uptime and customer services standards.
• Conduct a deeper study of curbside EVCS opportunities to identify potential additional EVCS
opportunities on City-owned property.
• Review how low carbon fuel standard (LCFS) credits should be used to further EVCS
expansion.
2 Implementation costs include estimated design costs, construction management costs, construction
costs, and contingency.
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This Plan builds off the EVCS recommendations in the CAP and acts as an update to the EVCS targets
based on State policies and goals and provides an understanding of how much infrastructure is
needed to meet those goals. This Plan details the specific needs of the City and outlines several
opportunities and strategies to meet those needs. While additional work will need to be done
beyond this Plan, it provides a roadmap to achieve several near term goals.
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2. Introduction
2.1 City of Dublin Climate Action Plan
The City Council adopted Climate Action Plan 2030 and Beyond (CAP) in September 2020, which
outlined several measures the City will take to get on the path to achieve carbon neutrality by 2045.
As shown in Figure 1, greenhouse gas (GHG) emissions from transportation constitute the largest
source of GHG emissions in Dublin. Reported in carbon dioxide equivalent (CO2e), this metric is used
to compare the emissions from various GHGs on the basis of their global-warming potential (GWP),
by converting amounts of other gases to the equivalent amount of carbon dioxide with the same
global warming potential.3 To address this emission source, the CAP included several measures
aimed at reducing GHGs within the transportation sector. Two of the measures are:
• SM-1. Adopt an Electric Vehicle Charging Station Ordinance
• SM-2. Develop an EV Infrastructure Plan
Figure 1. City of Dublin 2015 GHG Emission Inventory by Sector (Metric Tons CO2e)
This Plan addresses Measure SM-2, Develop an EV Infrastructure Plan. The intent of CAP Measure
SM-2 is to develop an EV Infrastructure Plan (Plan) to ensure that the City optimally sites EVCS to
keep pace with target EV adoption rates. The CAP recommends one public charger for every 27
electric vehicles, not including EVCS that may be installed at residential or workplace sites. For the
purposes of this Plan, one EVCS is considered one charging port. EVCS with two charging ports that
can charge two vehicles simultaneously are considered two EVCS. Throughout the rest of this Plan,
anytime the number of EVCS is referenced, the number indicates the quantity of charging ports.
3 Glossary:Carbon dioxide equivalent - Statistics Explained - Eurostat
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This Plan addresses Measure SM-2 by re-evaluating long term EV infrastructure needs in the City to
support 100% EV ownership by 2045, as well as to identify priority sites for future EV infrastructure
to help spur EV adoption. This Plan focuses on the EV infrastructure needed to support battery
electric light duty passenger cars and provides additional guidance on the recommended power level
of EVCS, as well as provides targets for EVCS that may be needed at multifamily dwellings (MFDs) and
workplaces throughout the City. The Plan excludes consideration for fleets or medium- and heavy-
duty vehicles since regional efforts for medium- and heavy-duty vehicle electrification have been
completed, such as Ava Community Energy’s (Ava) Zero Emission Medium- and Heavy-Duty Goods
Movement Blueprint.4 Although this Plan does not directly reduce GHG emissions on its own, it
encourages adoption of alternatively fueled vehicles.
2.2 Environmental Benefits
Transportation is the largest source of GHG emissions in Dublin and the United States, impacting not
only climate change and the health of the environment, but also the health of residents. The primary
advantage of electric vehicles is that they produce no tailpipe GHG emissions or criteria air
pollutants. While GHG emissions and air pollutants may be associated with the production of the
vehicles and electricity sourced to power the EVs, EVs typically have a smaller emission footprint over
the lifecycle of the vehicle.5 Since more than half of the electricity generated for the California
electricity grid is GHG emissions free and the default power for Dublin municipal, residential and
commercial properties is 100% renewable and GHG emissions free, the power provided to EVs
charged in Dublin likely have a lower carbon footprint than EVs that are charged elsewhere.
Electrifying the transportation sector is a key strategy to meet CAP 2030 goals.
2.2.1 GHG Benefits
Tailpipe GHG emissions include carbon dioxide (CO2), nitrous oxide (N2O), and methane (CH4). In
California, the transportation sector is the largest source of GHG emissions and which is estimated to
equate to 38% of the GHG emissions 6 in California in 2023, which is the most recent available data.
GHG emissions reductions potentials in this Plan are calculated for four EV adoption scenarios
discussed in detail in Section 4 and summarized in Table 3.
Table 3. City of Dublin EV Ownership Scenarios
Scenario
2030 California Target 23% 18,536
2030 Dublin CAP Target 33% 20,148
2035 California Target 50% 42,164
2045 Dublin CAP Target 100% 68,929
Emission reduction potential for the scenarios shown in Table 3 is summarized in Table 4. Under each
scenario it is assumed that one third of all EVs are plug-in hybrid electric vehicles (PHEV) and thus will
have some emissions associated with gasoline combustion. Full electric vehicle emissions are
4 Ava's Zero-Emission Medium- and Heavy-Duty Goods Movement Blueprint
5 IEA's EV Life Cycle Assessment Calculator
6 California GHG Inventory
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assumed to be zero as any EVs charged in Dublin will likely be charged with 100% GHG emissions free
electricity.
The GHG emission reductions associated with zero-emission vehicle (ZEV) adoption are consistent
with the CAP and based on the most recently available and accurate emission models. The
calculations in Table 4 use passenger vehicle miles traveled (VMT) from the CAP (i.e., from the
adjusted forecast) and apply updated emission factors from the California Air Resources Board's
(CARB) EMFAC2021 (v1.0.2) software. EMFAC2021 projects county specific GHG emissions based on
improved fuel efficiency from on-road vehicles and levels of electric vehicle adoption that CARB
expects due to State regulations. The GHG emissions from EMFAC2021 were processed to provide an
emission factor for passenger vehicles in Alameda County. The resulting GHG emission reductions
from each ZEV adoption scenario incorporate these updated, Alameda County specific projections
from CARB and scale them to Dublin's forecasted passenger VMT to ensure consistency with the CAP.
Table 4. Emission Reduction Potential in Dublin due to EV Adoption
Year
Emissions
Forecast
(Business
as Usual)
Statewide EV Ownership CAP 2030 Scenario
Annual
Emissions
(MT CO2e)
from
Baseline
Annual
Emissions
(MT CO2e)
from
Baseline
Annual
Emissions
(MT CO2e)
from
Baseline
2030 91,244 88,581 2,663 82,214 9,030 46,906 44,338
2035 92,363 81,987 10,376 66,976 25,387 23,468 68,895
2045 94,521 72,863 21,658 26,059 68,463 19,991 74,530
2.2.2 Air Quality and Health Benefits
Traditional gasoline and diesel powered vehicles also represent one of the largest sources of nitrogen
oxides (NOx) and particulate matter (PM) emissions across California. Direct pollutant emissions
react with the atmosphere and sunlight to create more pollutants including ozone and secondary
particulate matter. Dublin has been identified by the Bay Area Air District as a community impacted
by 8-hour ozone exceedances. Electrifying transportation is important to help Dublin achieve local air
quality standards. Therefore, transitioning to use of zero and near-zero GHG emission transportation
technologies is critical to achieving clean air standards in addition to meeting climate change goals.
There are many scientific studies 7 correlating the use of zero-emission vehicles to improve air quality.
Real-time data shows that there are direct links between air quality improvement and health benefits
including reduction in strokes, heart disease, lung cancer, and respiratory diseases including asthma.
Inhaling combustion byproducts over time can lead to high blood pressure and can increase incidents
of emphysema and asthma attacks. The American Chemical Society published a study in July 2020
estimating exposure to air pollution is a factor in up to 200,000 deaths each year with half of the
deaths directly attributed to fossil fuel combustion.8 Another study by Science of the Total
Environment estimates that when 20 out of 1,000 people in a given zip code switch to driving EVs
7 It doesn't take that many electric cars to improve public health
8 Reducing Mortality from Air Pollution in the United States by Targeting Specific Emission Sources
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there is a more than 3% reduction in emergency room visits due to asthma attacks.9 As air quality
improves, health problems lessen and hospital visits and premature deaths decrease.
The health benefits from EV adoption can be quantified by calculating the cost of avoided medical
treatments and deaths. Energy, Environment, and Economics (E3) published a report quantifying the
air quality benefits of electrification measures such as transitioning to zero emissions transportation
throughout California, based on data projections through 2035.10 The report highlighted regional
differences such as population factors and air quality status to understand how electrification could
impact the magnitude of air quality benefits and may scale across different areas of California.
Electrification benefits are measured in dollars per gasoline gallon equivalent (GGE), which is a unit of
energy representing the energy content of one gallon of gasoline for all emitting fuel types, including
gasoline and diesel.
E3 used CARB data to estimate the monetary health savings of reducing emissions from on-road
vehicles. On average, California would benefit by approximately $1.47 for every GGE reduced by
9 California's Early Transition to EVs: Observed health and air quality co-benefits
10 Quantifying the Air Quality Impacts of Decarbonization and Distributed Energy Programs in CA
Figure 2. Change in PM2.5
Microns or Less in Diameter (µg m-3)
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electrifying all forms of on-road transportation, including medium- and heavy-duty vehicles.
Electrifying light-duty vehicles has a relatively lower benefit of approximately $0.56 to $0.60 per GGE.
One of the leading drivers of health impacts from the transportation sector are the impacts caused
by particulate matter smaller than 2.5 microns (PM2.5). The dark blue areas in Figure 2 highlight the
greatest potential to reduce PM2.5 from electrifying on-road transportation. This figure illustrates the
change in PM2.5 in 2035 due to electrifying on-road transportation relative to a business-as-usual
scenario. Some of the greatest opportunities for air quality improvement from transportation
electrification lie in Southern California and the Central Valley. The San Joaquin Air Basin is
uncontained, therefor it is also affected by pollutant concentrations in surrounding zones, such as
the Bay Area (marked with the red X) and Central Coast regions. Reducing air pollution in Dublin may
have downwind benefits in other areas of the state.
The Bay Area, while also densely populated, has comparatively better air quality than these other
regions, so health benefits are expected to be lower than the statewide average. However, since
Dublin is in a non-attainment area for tropospheric ozone, a criteria air pollutant, electrifying the
transportation sector will provide health benefits. It is estimated that local benefits would average
around $0.19 per GGE due to electrifying light-duty on-road transportation (see Appendix E for
supporting calculations). Depending on actual EV adoption, Dublin may realize between $4.8M and
$7.4M in annual monetary health benefits by 2045 (Figure 3).
Figure 3. Estimated Dollar Value of Air Quality Benefits in Dublin from EV Adoption
$0
$1,000,000
$2,000,000
$3,000,000
$4,000,000
$5,000,000
$6,000,000
$7,000,000
$8,000,000
2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044 2046
Year
2030-23.4% ZEVs
2030-33% ZEVs
2035-50% ZEVs
2045-100% ZEVs
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2.3 EV Charger Types Overview
EV chargers are categorized into three different levels depending on the amount of power they can
output to an EV (Figure 4). Level 1 charging cords, which are typically included with the car when
purchased, have the native plug type of the car on one end and can be plugged into a standard wall
outlet on the other. Level 1 charging utilizes 110 volt alternating current (AC) electricity and is
generally only suitable at a driver’s primary residence as the low power output only provides
between 3 to 5 miles of range per hour. Level 2 charging utilizes 208-volt or 240-volt AC electricity
with output between 1.9 to 19.2 kilowatt (kW) and generally provides between 12 to 60 miles of
range per hour. For both Level 1 and Level 2 charging, EVs contain an on-board charger that converts
the AC electricity to direct current electricity in the battery. Level 3 or Direct Current Fast Chargers
(DCFCs) utilize DC power and provide electricity directly to the battery. DCFC power output ranges
between 50 kW to over 350 kW and typically provides over 60 miles of range in 20 minutes. Actual
charge times will vary based on power output of the charger and the maximum charge rate the
vehicle battery can accept.
Figure 4. Electric Vehicle Charging Overview
There are currently three available plug types for DCFC in North America: Combined Charging
Standard (CCS), CHAdeMO, and North America Charging Standard (NACS). Historically most non-
Tesla automakers were standardizing on CCS, with the exception being the earlier Nissan Leaf models
which used the CHAdeMO port. In November 2022, Tesla opened its previously proprietary charging
technology to others, rebranding its port as NACS. Presently most major automakers have switched
to NACS, giving drivers access to Tesla’s extensive network. CCS-to-NACS adapters are commercially
available for older EVs with CCS, and Tesla is adding CCS support at its stations 11 CHAdeMO has
generally fallen out of favor for other plug types.
11 Tesla's Magic Dock Port Adapter
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2.4 Typical EVCS Costs
Product and installation costs generally increase as power output increases because increased loads
are more likely to trigger site or utility electrical upgrades (Table 5). Product costs for charger
hardware may decrease over time as manufacturers realize economies of scale, particularly for
DCFCs; however, installation costs are not likely to decrease over time as electrical equipment is a
mature industry, and labor costs are expected to increase over time. Installation costs assume a
licensed electrician or electrical contractor is hired to complete the work and includes permit fees, as
necessary. Building permits and permit fees will be required for any electrical upgrades needed to
support the EVCS, including new 110-volt outlets. These fees are accounted for in Table 5 below.
Table 5. Overview of Charging Types and Typical Costs
Charger
Level
Typical Use
Case
Typical
Material Cost
($/port)
Installation
Costs Typical upgrades needed
Typical
Ongoing
Costs
Level 1;
Standard
household
outlet, 1.9
Overnight
residential $100 - $200 $0 - $2,000+
Typically none to a new 20
amp (A) circuit and
electrical outlet installed in
parking stall.
Networking:
N/A.
Maintenance:
N/A
Level 2;
1.9kW-
19.2kW.
Typical
7.2kW
Residential,
workplace,
commercial
$400 - $800
(non-
networked);
$2,000 - $5,000
(networked)
$10,000 -
$50,000+
new branch circuit, surface
conduit, wiring. May
require panel upgrade.
Multifamily/Commercial:
new PG&E electrical
service, (meter,
transformer, electrical
panels), trenching, ADA
site accessibility
improvements, signage,
Networking:
$120 - $360.
Maintenance:
$150 - $1,000
Level 3
(DCFC);
25kW-
350kW+
Commercial
locations
with short
dwell times
(<1 hour)
$15,000 -
$100,000+
(typically $500-
750 per kW
nameplate
output)
$75,000 -
200,000+
service, (meter,
transformer, electrical
panels), trenching, ADA
site accessibility
improvements, signage,
Networking:
$120 -$360.
Maintenance:
$1,000+
Level 1 charge cords are typically included when a driver buys or leases an EV. If a cord needs to be
replaced, they are generally available online or at local dealerships for between $100 to $200. There
are typically no additional installation costs unless a new electrical outlet needs to be installed
adjacent to the parking stall. Depending on other building loads, a new circuit may need to be
dedicated for Level 1 EV charging loads. Level 1 chargers are not networked so there are no ongoing
costs, and they do not require maintenance.
Level 2 EVCS can either be networked chargers or non-networked chargers. The hardware for non-
networked Level 2 EVCS typically costs between $400 to $800 per port. The hardware for networked
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Level 2 EVCS costs between $2,000 to $5,000 per port. Installation costs will vary depending on
where the EVCS is installed, the existing conditions of the site, and upgrades that may be required. In
single family residential buildings that have spare electrical capacity, hiring an electrician to install a
new dedicated branch circuit and wiring may be less than $1,000. Older single family residential
buildings may require an electrician to upgrade an electrical panel which can range from $2,000 to
$5,000 to complete. The numbers provided here include estimated costs of permit fees. Single
family residential buildings will rarely have the need for networked EVCS.
It is generally more expensive to install Level 2 EVCS at MFDs and commercial sites than at single
family residential sites. Installations will require a building permit and associated permit fees.
Depending on the type of charger, number of EVCS installed, and overall complexity, it may cost
between $10,000 to $50,000 per Level 2 port installed. Existing MFDs and commercial sites will most
likely require a new or upgraded electrical service. MFDs and commercial sites may require long
trench runs which are expensive compared to a surface mounted conduit in single family homes.
Publicly accessible chargers will have additional Americans with Disability Act (ADA) requirements,
safety lighting considerations, and other parking lot improvements needed, which may increase
overall project costs (ADA requirements are discussed separately in this Plan). Larger EVCS projects
may require engineering design, project management, and construction management, which
increases soft costs.
Since it has been difficult to install EVCS in MFDs for the reasons indicated above, some MFDs may
consider Level 1 charging for tenants. While this is a viable option to install low-cost charging
infrastructure at MFDs, Level 1 charging may not provide enough confidence for a driver to convert
to an electric vehicle depending on their driving habits. Given that battery capacities are expected to
increase, and higher power chargers will be needed to fully recharge them, MFD owners should
evaluate installation of Level 2 chargers before evaluating Level 1 options. There are strategies to
reduce the infrastructure costs of Level 2 chargers at MFDs, including circuit sharing where multiple
charging ports are connected to a single circuit. For instance, existing MFDs looking to retrofit with
EVCS may consider installing as many as four Level 2 charging ports on a single 40A circuit. With this
configuration, when a single charging port is in use, it receives the maximum available power output
and splits the power when multiple ports are in use.
DCFCs are generally not recommended in residential areas as the longer dwell times generally make
them more suitable for Level 2 or, in some cases, Level 1 charging. DCFCs are most suitable for
commercial sites where dwell times are generally less than 1 hour. DCFC hardware is physically
much larger and much more expensive than Level 2 hardware, ranging from $15,000 to over
$100,000 depending on the power output, with cost increasing as power output goes up. DCFC will
commonly be on a new electrical service given the high power demands and require significant
infrastructure to support them. This results in project costs for DCFCs ranging between $75,000 to
over$200,000 per port depending on project specifics. Similar to publicly accessible Level 2 EVCS,
DCFC projects may require long trench runs, have ADA requirements, and lighting and security
concerns. DCFC projects usually require more involved engineering design, project management, and
construction management, which increases soft costs.
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Networked vs. Non-Networked Chargers
Most Level 2 EVCS and DCFCs are networked charging stations that utilize WiFi or a cell signal to
connect to a cloud platform which allows the charging station owner to monitor utilization and set
charging rates. EVCS may have a cloud platform hosted by the charging station manufacturer or a 3rd
party. Networked EVCS are generally recommended for public-facing applications because they allow
the EVCS owner to charge users for the electricity they consume. The networked EVCS provides a
platform for setting charging rates, handling billing, providing the site host with utilization data to
inform future rate design, and may be required for certain incentive programs, such as LCFS credits.
Networked chargers are also important for fleet applications, as most networking platforms have
basic scheduling and load control features which can be important to manage ongoing energy costs.
Networking costs will vary by vendor and may have different price points depending on desired
features but typically range between $15 to $30 per month per charging port. It is common to pre-
pay for multiple years of networking fees, typically up to 5 years, when a new EVCS is installed.
Non-networked Level 2 charging stations are available and may be appropriate in certain
circumstances. Common use cases for non-networked Level 2 EVCS include:
• Personal charging at single family homes.
• MFDs where landlords intend to offer the EVCS at no cost or charge a flat monthly rate to
tenants.
• Commercial landlords that want to offer EVCS as a perk to attract tenants and foot traffic and
are willing to either absorb the cost or factor it into the rent charged to tenants.
• Employers that intend to offer free charging as a perk to staff and are not interested in
utilization data.
Operations and Maintenance
EVCS require various amounts of regular maintenance and repairs. Level 2 chargers do not contain
moving parts and outside of regular visual inspections may not require much preventative
maintenance. DCFCs are more complex and contain moving parts, such as fans to keep components
cool. This can result in regular maintenance such as filter replacements. EVCS owners should review
maintenance requirements with the charging vendor early in the project development process to
understand what may be required for maintenance over the life of the charger.
Maintenance issues can be a mix of hardware or software related issues. According to a study
conducted by UC Berkeley, the most common EVCS issues were payment system failures, charge
initiation failures, broken screens, or error messages.12 Broken ports and connection issues were also
noted problems. Software related issues can typically be resolved by rebooting the EVCS or
contacting the network provider. Hardware issues may require repairing components, such as
screens or broken connectors. It is generally recommended for EVCS owners to purchase the
maximum warranty available on the EVCS and consider maintenance service agreements with the
vendor or a third-party provider. Maintenance agreements typically include minimum response times
when an issue is reported but may not provide a guarantee on when the chargers will be repaired
and operational. Timelines may vary depending on the type of issue. While software issues can
12 Rempel, David and Cullen, Carleen and Bryan, Mary Matteson and Cezar, Gustavo Vianna,
Reliability of Open Public Electric Vehicle Direct Current Fast Chargers. Available at SSRN:
https://ssrn.com/abstract=4077554 or http://dx.doi.org/10.2139/ssrn.4077554
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typically be resolved remotely and relatively quickly, if hardware needs to be replaced, vendors may
be subject to parts availability, availability of qualified technicians, and supply chain issues. The EVCS
owner may also need to stay in close communication with the service provider to ensure timely
service. As the industry continues to develop, it is expected that parts availability will increase, and
more technicians will be trained in EVCS repair to reduce overall response timelines. Vandalism of
the chargers may also occur, but maintenance agreements with service providers typically exclude
vandalism from the service contract.
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3. Policy Review
Several policies at the state and local levels will drive or impact transportation electrification to help
California and Dublin meet its electrification goals. Some of these policies are outlined in this section.
These policies will either directly or indirectly impact various aspects of Dublin’s goals of increasing
EV adoption. This section provides a high-level overview of EV-related policies that impact the light-
duty passenger car market. More detailed information for some of these policies is included in
Appendix D.
3.1 California’s EV Goals
In September 2020, California Governor Gavin Newsom issued Executive Order (EO) N-79-20 which
prohibits the sale of new internal combustion passenger vehicles by 2035.13 To facilitate meeting the
goals in EO N-79-20, CARB passed the Advanced Clean Cars II (ACC II) in August 2022 which requires
vehicle manufactures to sell an increasingly higher percentage of ZEVs, as shown in Figure 5, until
100% of new light-duty vehicle sales are zero-emission in 2035.14 While this rule does not directly
impact the City, accessible and reliable electric vehicle chargers are required to provide consumer
confidence to purchase an EVs.
Figure 5. Advanced Clean Cars II Proposed ZEV Sales Requirements
However, the long-standing federal waiver under the Clean Air Act (CAA) that allowed California to
implement such stringent emissions standards is now under major threat. In early 2025, the EPA
transmitted to Congress the ACC II waiver (among others) under the Congressional Review Act (CRA),
effectively treating the waiver as a “rule.” In May 2025, Congress passed, and in June 2025, President
Trump signed, three joint resolutions revoking those waivers, including the ACC II waiver. Initially
13 California Governor Gavin Newsom Executive Order N-79-20, September 23, 2020.
14 Advanced Clean Cars II | California Air Resources Board
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California challenged the Trump administration in court, but California Air Resources Board has since
withdrawn its waiver request and is reimagining the ACC II rule. The impact of the actions of the
federal government on EV sales is shown in Figure 6. EV sales are expected to grow over the next five
years, but at a slower pace than had been predicted. California’s overarching goal to decarbonize the
transportation sector has not changed; however, the path the state takes and the timeline to achieve
the goal has changed with the current federal administration. California continues to fund EV
initiatives to increase EV adoption.
Figure 6. EV Share of Total US Passenger Car Sales
3.2 AB 1236 and AB 970
Permitting requirements and prolonged approval timelines can be significant barriers to installing
EVCS. To encourage a consistent and efficient permitting process for EVCS, California passed
Assembly Bill 1236 in October 2015 and AB 970 in October 2021 which collectively require cities and
counties to streamline EV charging station permitting protocols and establish maximum permit
review times (Figure 7).15 The City is currently in full compliance with AB 1236 and has streamlined its
EV permitting process. Additional details on the requirements of these regulations are contained in
Appendix D.
15 AB 970 Legislation
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3.3 Building Code and Reach Codes
The California Green Building Code (CALGreen) has requirements for EV Infrastructure as part of new
construction projects. CALGreen codes include minimum mandatory measures that must be adopted
by all municipalities as part of the triannual building code update and more stringent, voluntary
measures that cities can adopt if desired. The City of Dublin has consistently adopted voluntary Tier II
reach codes for EV infrastructure as mandatory, including 2022 CALGreen code cycle which was
effective on January 1, 2023. The 2022 CALGreen mid-cycle update, effective as of July 1, 2024, was
the first code cycle to add new requirements including additional EVCS requirements for smaller non-
residential building modification projects, specifically for projects that require transformer upgrades
or when solar photovoltaic panels are added to parking lots.16 The new code requires adding EV
infrastructure when projects are bringing new power to the site or parking lot, which can reduce the
incremental cost of installing the EVCS infrastructure.
In addition to adopting the more stringent standards in CALGreen, the City of Dublin should track and
consider forward-thinking building and transportation electrification reach codes17 developed by
local California Community Choice Aggregators (CCAs) such as Ava Community Energy.
3.4 California Civil Code 1947.6
Historically it has been difficult to install EVCS in multifamily dwellings due to limited electrical
capacity serving the buildings and due to split incentives between the tenants and the landlords. To
16 California Green Building Code 2022 Mid-Cycle Update
17 Bay Area Reach Codes
Checklist Online Application
Ordinance
Permit Submittal (Health & Safety) To Build
per AB
Figure 7. EVCS Permit Process and Timeline Per AB 1236 and AB 970
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help reduce some of the barriers in this housing type, the State passed Civil Code 1947.6, which
requires landlords to accept a tenant’s written request to install an EVCS, barring certain exemptions,
provided that the tenant is willing to pay for all upfront and ongoing costs, among other conditions.18
The rule applies to leases executed, extended, or renewed on and after July 1, 2015, or if rent
controlled, a lease executed, extended, or renewed on and after January 1, 2019. Tenants are
required to use a UL listed EVCS and have it installed by a licensed electrician; if not, they will need to
carry insurance for the project. The code directly impacts renters and landlords in the City, and this
information is posted on the City’s website to inform residents on their right to install EVCS at their
primary residence. Additional information on this code is described in Appendix D.
18 California Civil Code 1947.6 Legislation
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4. EV Charging Station Infrastructure Needs
4.1 Existing Infrastructure
Dublin has one of the highest rates of EV ownership in the state, and as a result EV infrastructure has
been expanding to meet growing demand. The City has installed publicly accessible EVCS at several
sites including the Civic Center, Public Safety Complex, and multiple parks. The private sector has also
installed EVCS throughout Dublin. As of March 2026, there are 300 EVCS throughout Dublin
consisting of a mix of 222 Level 2 chargers and 78 DCFCs. EVCS throughout the City can be viewed on
PlugShare (Figure 8).
Figure 8. PlugShare Overview of EVCS near Dublin
4.2 Future Needs
Charging infrastructure for EVs will look very different
than the fueling infrastructure for gasoline vehicles.
While personal gasoline vehicles fuel almost
exclusively at privately owned gas stations in just a
few minutes, EV charging will be more
heterogeneous, as chargers can be located at
residences, workplaces, commercial destinations, or
DCFC charging hubs. The amount of infrastructure will
also be significantly different, as there were 10,423 gas stations in California in 2021 (the number of
individual fueling nozzles is not reported) versus the number of required EVCS ports the California
Energy Commission (CEC) estimates are needed statewide to support California’s EV ownership goals.
The CEC forecasts that about 847,700 Level 2 chargers and 39,300 DCFCs are necessary to facilitate
7.1 million EVs by 2030, with an increase to 1,834,300 Level 2 chargers and 82,600 DCFCs to support
the 2035 statewide goal of 15.2 million EVs. Table 6 shows the statewide charging station targets
divided into categories including workplace chargers, MFD chargers, and public/commercial chargers
These targets exclude EVCS that may be installed at private single-family residences.
Table 6. CEC 2030 and 2035 Statewide EVCS Port Targets
EVCS Infrastructure Needed to
Support EV Adoption
The CEC’s report suggests that one
publicly accessible Level 2 EVCS can
support on average 6 EVs and one DCFC
can support on average 42 EVs.
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2030 EV Target
Workplace L2 429,500 48% 51%
Public L2 226,800 26% 27%
MFD L2 191,400 22% 22%
DCFC 39,300 4% -
2035 EV Target
Workplace L2 979,000 51% 53%
Public L2 474,700 25% 26%
MFD L2 380,600 20% 21%
DCFC 82,600 4% -
As of September 2025, California has 182,548 Level 2 chargers installed and 18,632 DCFC Installed.19
This leaves a statewide gap of 665,152 Level 2 chargers and 20,668 DCFCs needed by 2030 to meet
the California’s transportation electrification goals.
Table 7 summarizes how many Level 2 EVCS and DCFCs may be needed by 2030, 2035, and 2045 in
Dublin under four scenarios and the resulting EV infrastructure gap using the CEC high level 2
pathway. The 2030 State goal scenario assumes that EV adoption in Dublin tracks with statewide
goals by 2030. This scenario scales down statewide EVCS needs to Dublin only based on the
population and statewide EV ownership rate (23% by 2030, 50% by 2035). The CAP 2030 scenario
estimates the infrastructure needed to meet Dublin’s Climate Action Plan 2030 and Beyond (CAP
2030) goal of 33% EV ownership in Dublin by 2030. The 2045 CAP scenario shows the infrastructure
needed to support 100% EV ownership in 2045 which would be required to meet the carbon
neutrality goal in Dublin’s CAP 2030. The scenarios assume there is negligible uptake of hydrogen fuel
cell vehicles. Populations in Table 7 have been adjusted from Dublin’s CAP 2030 cap report to reflect
the current population and forecasted growth based on the City’s Community and Economic
Profile.20 Based on the current population and latest City forecasts, the City expects a 1.22%
compound annual growth rate between 2025 and 2040. This growth rate is used to project the City’s
population in 2030 and 2035. After 2040, the population is assumed to be stable.
Table 7. EV Charger Port Targets, CEC Estimated/High Level 2 Pathway Scaled for Dublin
Scenario Population
(Projected) Registration 2 EVCS Ports Installed Installed Level
2 Gap
DCFC
Gap
2030 State
Goal 79,361 2,213 103 222 78 1,991 25
Dublin CAP 79,361 20,148
(33% EVs) 2,405 112 222 78 2,183 34
84,323 5,088 229 222 78 4,866 151
19 CEC ZEV and Infrastructure Stats Data
20 City of Dublin Community and Economic Profile
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Scenario Population
(Projected) Registration 2 EVCS Ports Installed Installed Level
2 Gap
DCFC
Gap
2045
Dublin CAP 89,595 68,929
(100% EVs) 8,318 374 222 78 8,096 296
The CEC analysis indicates that most charging infrastructure will consist of Level 2 chargers, with
DCFC making up about 4%. However, recent programs like CALeVIP 2.0 and National Electric Vehicle
Infrastructure (NEVI) have prioritized funding for DCFC over Level 2 chargers (see Section 9 for details
and eligibility). Even if some City-owned projects do not qualify for DCFC-specific funding, it remains
important to assess how increasing the share of DCFC could affect overall community charging
needs.
The CEC’s infrastructure assessment also modelled a “gas station” scenario for 2030 which indicated
that if an additional 63,000 DCFC were installed statewide, 402,000 fewer public and workplace Level
2 EVCS would be needed. This is equivalent to approximately 6 fewer Level 2 EVCS for each
additional DCFC added. The CEC’s gas station model scenario did not reduce any MFD EVCS from its
baseline assumptions. Table 8 summarizes the results of the CEC’s gas station model scenario which
results in approximately 19% of the EVCS being DCFC. Each scenario in Table 8 utilizes the CEC’s
estimates on the type of charging infrastructure needed to support a population of vehicles. Table 9
uses this gas station model pathway and applies it to the same four EV ownership scenarios in
Dublin: 2030 State goals, CAP 2030 target, 2035 State goal, and CAP 2045 target. The table also
shows the infrastructure gap under this pathway.
Table 8. 2030 and 2035 Statewide CEC Gas Station Model, Mixed Level 2 and DCFC Charger
Estimates
2030 EV Target
Workplace L2 166,300 30% 37%
Public L2 87,800 16% 20%
MFD L2 191,300 35% 43%
DCFC 102,300 19% -
2035 EV Target EVCS Port
Quantity
Percentage of Total
(%)
Distribution of
L2 chargers
Total Chargers 912,100 100% 100.0%
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Table 9. EVCS Port Targets, Gas Station Model, Mixed L2/DCFC Scaled for Dublin
Scenario Population
(Projected)
EV
Registration
Target
Level 2
EVCS
Ports
Total
DCFC
Ports
Target
Total L2
Installed
(March
2026)
Total DCFC
Installed
(March
2026)
Level
2 Gap
DCFC
Gap
2030 State
Goal 79,361 1,163 267 222 78 941 189
Dublin CAP 79,361 20,148
(33% EVs) 1,264 290 222 78 1,042 212
84323 2,055 475 222 78 1,833 397
Dublin CAP 89,595 68,929
(100% EVs) 3,359 777 222 78 3,137 699
A third scenario is presented in Table 10 where DCFC make up approximately 50% of charger
installations. The CEC assumption that one DCFC may replace six L2 EVCS is assumed for this
scenario, only unlike the “gas station” scenario shown in Table 9, MFD L2 EVCS were adjusted in
order to reach the 50% DCFC target. Under this pathway, 297,000 EVCS would be needed statewide
to support 7.1 million EVs by 2030. The high DCFC pathway scaled for Dublin is shown in
Table 11. Table 11 also shows the infrastructure gap under this pathway.
Table 10. 2030 and 2035 Statewide High DCFC Charger Port Targets
Workplace L2 55,300 19% 37%
Public L2 29,200 10% 20%
MFD L2 63,600 21% 43%
DCFC 148,900 50% -
2035 EV
Charger
Percentage
Distribution of L2
Total Chargers 638,900 100% 100.0%
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Table 11. EVCS Port Targets, High DCFC Pathway Scaled for Dublin
Scenario Population
(Projected)
EV
Registration
Target
Level 2
EVCS Port
DCFC
Port
Installed
(March
Installed
(March
Level
2 Gap
DCFC
Gap
2030 State
Goal 79,361 387 389 222 78 165 311
79,361 420 423 222 78 198 345
84323 884 888 222 78 662 810
89,595 1,446 1,451 222 78 1,224 1,373
These projections are not meant to be prescriptive
targets but rather illustrate different pathways of
building out EV infrastructure within a community, each
with its own benefits and drawbacks. DCFCs can serve
more drivers with fewer ports, but there will be a need
for some lower cost Level 2 charging in long dwell time
areas where people live and work. While fewer DCFC
ports may be needed to meet charging demand, they
are significantly more expensive to install and more
expensive to operate. The cost to deliver electricity
from DCFCs is greater than the cost to deliver electricity
from Level 2 EVCS due to higher demand charges. Publicly available EVCS are likely to be on a
commercial or EV specific rate tariff. These rate tariffs typically include a per-kW fee based on the
highest load during the billing cycle month. Since DCFC require higher loads than Level 2 EVCS, the
total cost per kWh is higher, all other factors being equal. DCFC owners typically charge higher rates
to drivers to compensate for this, which could pose equity concerns if residents do not have access to
affordable charging.21 Discussions on potential rates the City could set for the EVCS it owns and
operates is included in Section 6.3.
Another factor to consider is the time it takes to deploy each type of charger. DCFC projects typically
require more complex electrical design, high power transformers, and 480V electrical switchgear
which currently can have extended lead times of 25 to 30 weeks. In comparison, the electrical
infrastructure for Level 2 projects is simpler to design and typically take 12 weeks to procure
equipment.
4.3 Planned and Potential Infrastructure
EV infrastructure has been included in the California building code requirements since 2013, with EV
infrastructure requirements steadily increasing each cycle. The City of Dublin has also adopted Tier II
voluntary requirements as mandatory since the 2019 building code cycle.
21 Electric Car Charging Overview | DriveClean
Infrastructure Pathways
City stakeholders and private sector
partners can decide if Level 2 or DCFC
is a better fit for their community and
at specific sites. DCFC can recharge
vehicles more quickly and less of
them may be needed to support EVs.
However, they are more expensive
and take longer to install.
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Between the 2013 and 2019 building code cycles, building code requirements for new construction
required supporting EV infrastructure to be installed such as dedicated breakers and conduit, but did
not require EVCS to be installed. The 2022 building code was the first building code cycle that
required EVCS to be installed as part of new construction projects. The make-ready infrastructure put
in place in development projects during previous building code cycles is expected to significantly
reduce the cost of installing future EVCS, but there is currently no requirement for existing sites to
install EVCS.
There are several projects in Dublin in various stages of plan review and/or construction that will
include a mix of make-ready EV infrastructure and/or installed EVCS. These projects include a mix of
single-family residential homes, multi-family dwellings, and commercial developments. Single-family
residential or townhomes with detached garage projects do not contribute towards citywide EVCS
targets as these EVCS are not accessible to the public. Multi-family projects with common area
parking lots do count towards citywide EVCS goals. Commercial projects may also add publicly
accessible EVCS infrastructure if new construction requirements are triggered.
The building code cycle and associated minimum EVCS requirements are established when projects
submit plans for building permits. As additional multifamily and commercial properties are
developed, these requirements will increase the number of EV-capable spaces and EVCS installations.
However, these increases alone are not expected to be sufficient to meet the City’s long-term needs.
Based on recent development projects, at least 90 Level 2 EVCS capable stalls are anticipated to be
added in Dublin. However, there is no requirement that EVCS equipment be installed in EVCS capable
stalls. “EVCS capable” indicates that sufficient electrical capacity and conduit are in place, but the
charging equipment itself is not installed. In addition to EVCS capable parking stalls, EVCS are
installed at development projects based on the number of parking stalls and the building code cycle.
The estimated amount of infrastructure expected to be constructed from new developments is likely
an underestimate as projects under review have not yet applied for building permits. When these
projects apply for permits, they will be subject to the latest building codes which are likely to require
higher percentages of EV capable stalls and EVCS to be installed. Building codes generally favor Level
2 EVCS, therefore it is assumed that any additional EV infrastructure gained from future projects will
generally contribute towards meeting the Level 2 targets, not the DCFC targets.
4.4 Closing the Gap
The EVCS infrastructure expected to be gained from new development projects in Dublin will only
meet a portion of the City’s short- and long-term EVCS needs. Identification of private locations that
may make good candidates for EVCS and exploration of opportunities to install EVCS at City owned
sites are provided in Section 5 and 6, respectively. Table 12 summarizes how far each of the different
opportunities could go towards meeting the EVCS infrastructure gap to meet Dublin’s 2030 CAP goal
of 33% EV ownership by 2030. Table 13 summarizes how far each of the different opportunities
would go towards meeting the EVCS infrastructure gap to meet Dublin’s 2045 CAP goal of 100% EV
ownership. Note that numbers may not add up due to rounding.
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Table 12. Potential EVCS Opportunities to Meet the City’s 2030 CAP Goals
Project Type
L2 EVCS
Port
Potential
DCFC Port
Potential
L2 DCFC % of L2
gap DCFC L2 DCFC
Current Development
Projects 90 0
Total 396 72 18% 215% 38% 34% 200% 21%
Table 13. Potential EVCS Opportunities to Meet the City’s 2045 CAP Goals
Project Type L2 EVCS Port
Potential
DCFC
Port
Potential
High Level 2
Pathway
2/
DCFC
High DCFC
Pathway
% of L2
gap DCFC L2 DCFC L2 DCFC
Current Development
Projects 90 0
Total 396 72 5% 24% 13% 10% 32% 6%
If all the potential EVCS opportunities identified in this Plan are implemented, they would make a
significant contribution towards Dublin’s 2030 EVCS goals. Depending on the pathway, some short
term targets would be exceeded and would put the City in a good position to meet its 2045 goals.
This Plan does not identify enough sites to fully meet the City’s 2045 EVCS targets, therefore
additional locations beyond this Plan will need to be identified and developed.
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5. Suitability Analysis
To determine where EV infrastructure should optimally be deployed to equitably meet requirements
and growing demand, a suitability analysis was conducted for public and private locations. Evaluation
criteria and the scoring matrix were developed based on City and community stakeholder feedback
as described in Section 7. The evaluation methodology and scoring metrics are based on industry
experience, literature reviewed and best practices.
5.1 Approach and Scoring
The purpose of the scoring criteria is to help the City identify locations for installing EV charging
stations based on data-driven analysis, and with a focus on high-density residential areas, high-
density employment sites, job training/education facilities, and commercial areas suitable for
morning or midday charging.
The scoring provides point values for a set of criteria to evaluate how each parcel within Dublin is
rated as a potential site for EV charging stations. Each criterion is given a score of 0, 1, 3, 5, 7, or 10
points, with 0 point representing the lowest score and 10 representing the highest (Table 14). Most
criteria are scored along this scale while some criteria are scored as a binary. For example, parcels
either score 0 points or 10 points for the Alternative Fuel Corridors (AFCs) theme depending on
whether the parcel is within 1 mile of an AFC exit. This is because parcels within 1 mile of an AFC exit
are eligible for NEVI funding, while parcels beyond 1 mile are not. Similarly parcels receive either 0 or
10 points if they are within 0.25 miles of a Below Market Rate (BMR) community, as 0.25 miles is
generally considered a walkable distance. Parcels beyond 0.25 miles are unlikely to adequately serve
charging needs for a BMR community. Parcels are given a score for each criterion and receive a total
summed score value. Parcels that receive the highest scores are considered optimal locations for the
placement of EV charging stations. Parcels with the lowest scores are suboptimal for placement of EV
charging stations in the near-term based on the evaluation criteria but could be sites for future
stations as the charging network in Dublin expands. The scoring matrix used for the suitability
analysis is summarized in Table 15.
Table 14. Point Values for Scoring Criterion
Highest 10
High 7
Medium 5
Low 3
Lowest 1
Blank or N/A 0
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Table 15. Scoring Matrix
Proximity to
Existing EV
Charging Station
EV charging stations
should be placed at a
distance from existing or
planned stations to
increase coverage of EVCS
in Dublin and increase
overall accessibility to a
wider audience. Higher
scores for fewer chargers
Department of
Energy (DOE)
Advanced Fuels
Campaign,
Electric Vehicle
Charging
Station
Locations
# of chargers
within 0.5-mile
radius
0 Chargers – 10 points
1 charger – 7 points
2 chargers – 5 points
3 to 6 chargers – 3 points
>6 chargers – 1 point
EV Ownership
Dublin census block was
estimated based on EV
ownership rates for the
City and household
income by census block.
Higher points for lower EV
ownership rates to fill in
charging gaps (e.g. to
provide EVCS at locations
that may not have the
capacity to install home
California
Department of
Motor Vehicles,
by census block,
January 1,
2022.
EV ownership
by census block
<3% - 10 points
3.01 to 4% - 7 points
4.01 to 5% - 5 points
>5% - 1 points
Population Density
population density receive
the highest scores.
Installing EVCS at these
locations would provide
Population
density based
on census data
square mile.
Average density
for Dublin is
5,300 per
5,500 to 7,999 – 7 points
4,000 to 5,499 – 5 points
3,000 to 3,999 – 3 points
1,001 to 2,999 – 1 point
Median Household
Income
Average household
income was evaluated to
identify lower income
areas. Higher scores for
lower income areas to
provide charging access
for lower income
communities.
Census data
US dollar
median income
levels
$50,001 to $75,000 – 7
points
$75,001 to $99,999 – 5
points
$100, 000 to $124,999 – 3
points
$125,001 to $150,000 – 1
point
Equity Component
– BMR and Market
Rate MFDs/
Communities
below market rate (BMR)
housing communities.
MFDs are given priority to
ensure charging stations
are located equitably and
provide access for all
demographics and income
City of Dublin
Distance to
below market
rate housing
communities
<0.25 miles – 10 points
>0.25 miles – 0 points
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Advanced Fuels
Campaign
Highways (I-580
and I-680) Exit
Proximity
Higher points awarded to
locations within a closer
proximity to AFC highway
exits. These corridors align
with NEVI funding
opportunities.
Centerline
Data,
Metropolitan
Planning
Organization
Proximity to
highways or
major exits in
miles
<1.0 miles – 10 points
>1.0 miles – 0 point
Public and Private
Parking Lots
stations in larger parking
lots provides greater
accessibility to the public.
Higher points awarded to
parking lots that are
larger, which allows for
more cost-effective
City of Dublin;
parkopedia.com
(website that
identifies free
or inexpensive
parking
options)
Number of
parking lot
stalls
>200 – 10 points
161 to 200 – 7 points
121 to 160 – 5 points
81 to 120 – 3 points
41 to 80 – 1 point
<40 stalls – 0 points
Employment
Locations
score for the number of
employees within a 0.5-
mile radius of a parcel.
Higher points awarded for
more employee dense
Employment
locations 2022
ESRI’s Info
Group
>1,501 – 10 points
1,001 to 1,500 – 7 points
651 to 1,000 – 5 points
251 to 650 – 3 points
<250 employees – 1 point
Land Use
Classifications
Types of land use that are
widely accessible to the
public or have large traffic
volumes have higher
scores. Land uses that are
inaccessible to the general
public, have low
accessibility, or are
privately owned and
operated receive lower
points.
City of Dublin
Annual Land
Use at the
parcel-level,
(MPO)
Maps /
Property
Reports |
Dublin, CA –
Official Website
Single
Family/Low
Density
Residential
(0.01 du/ac) – 0 points
Single Family (0.9 – 6.0
du/ac) - 0 points
Estate Residential (0.01 – 0.8
du/ac) - 0 points
Medium/High-
Density
Residential
25.0 du/ac) - 10 points
High Density (25.0 + du/ac) –
10 points
Medium Density (6.1 – 14.0
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Commercial
Medical/Commercial – 7
points
Medical Campus – 7 points
General
Campus Office – 7 points
Retail/Office – 7 points
General Commercial – 5
points
Neighborhood Commercial –
5 points
Commercial/Campus Office –
Public Facilities points
Public/Semi-Public – 5 points
Education Middle School – 7 points
Downtown
Planned Areas
Oriented District – 10 points
Downtown Dublin/Village
Parkway District – 10 points
Downtown Dublin/Retail
District – 10 points
Industrial points
Open Space
and Recreation
Community Park – 5 points
Neighborhood Park – 5
points
5.2 Suitability Analysis Top Scoring Private Sites
Output results of the suitability analysis are contained in Appendix A. The highest scoring sites that
may be good candidates for EVCS and are summarized in Table 16. The sites include a mix of
commercial properties and healthcare locations. These are not meant to be “must install” EVCS
locations but are representative of the types of sites to which the City can provide outreach to
private property owners to encourage installation of EVCS. Outreach to the property owners of high-
scoring sites is essential to educate them on the benefits of installing EVCS and explore opportunities
for partnerships, grants, or financing options.
As sites were selected for evaluation, top scoring sites may have been excluded from evaluation for a
variety of reasons, including but not limited to:
• Lack of or prohibitively small parking lots or only curbside parking available.
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• MFDs without open, shared or visitor parking areas.
• Sites with no nearby amenities.
• Sites directly adjacent to a more preferential site for evaluation.
Table 16. Top Scoring Sites From Suitability Analysis
6698 Amador Plaza
Road Dublin, CA
Private commercial lot with short dwell time (<1
hr) destinations in downtown commercial district 4 DCFC
7181 Regional Street
Dublin, CA (<1 hr) destinations in downtown commercial 10 DCFC
7050 Amador Plaza
Road Dublin, CA (<1 hr) destinations in downtown commercial 10 DCFC
16 L2
7841 Amador Plaza
Road Dublin, CA
Private commercial lot with short dwell time (<1
hr) destinations in downtown commercial district 4 DCFC
Church 10 L2
4 DCFC
Mariposa Circle at
Dougherty Road
MFD with multiple small parking spaces,
opportunity for community EVCS 20 L2
4 DCFC
1 Park Place Dublin, CA 30 L2
20 L2
Maguire Way at Keegan
Street Large parking structure near MFD 20 L2
40 L2
Total
Based on the lot size and site type of these private sites, it is estimated that a total of 36 DCFC ports
and 156 Level 2 EVCS ports can be accommodated at these sites. If the highest scoring sites installed
EVCS, substantial progress would be made towards the City’s 2030 goals but a gap would remain.
Under the CEC pathway targets, the EVCS listed above would meet 7% of the 2030 Level 2
infrastructure gap and 107% of the 2030 DCFC gap. Under the high DCFC pathway, the EVCS list
above would meet 79% of the 2030 Level 2 EVCS infrastructure gap and 10% of the 2030 DCFC
infrastructure gap. While there are currently no requirements for installing EVCS in existing parking
lots in the CALGreen Building Code, there are requirements to install some EV infrastructure if
existing locations install solar photovoltaics (PV) in the parking lots or make other electrical upgrades.
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6. Site Evaluations for City-Owned Sites
This Plan takes a comprehensive review of all City owned sites, considers which sites may be suitable
for EVCS, and recommends EV infrastructure that may be installed at each site. The Plan considers
the potential financial viability of City-owned and operated EVCS depending on potential utilization
and the price the City sets for users.
6.1 City Owned Sites
While most of the EV infrastructure in Dublin is expected to be privately owned and operated, the
City can take the lead by installing EVCS on City-owned sites. The City has taken great strides at
installing EVCS throughout the community at City-owned sites including multiple parks, the public
safety complex, and the library.
The benefits of installing EVCS on City-owned property include:
• Public Access and Equity: City-owned charging stations prioritize public access, ensuring that
EV infrastructure is available to a wide range of residents and visitors, including those who
may not have access to private charging options, promoting equity in electric transportation.
• Affordability: At the City’s discretion, City-owned charging stations can offer competitive
pricing, making EVs more accessible to lower-income individuals who may not be able to
afford private charging solutions.
• Community Engagement: Cities can engage with residents and gather input on charging
station placement and accessibility, ensuring that infrastructure meets the needs of the local
community.
• Support for Public Fleets: City-owned charging stations can facilitate the transition of
municipal and public service fleets to electric vehicles.
• Strategic Growth: Charging station placement can be part of broader urban planning
strategies, encouraging sustainable transportation choices and contributing to long-term
growth and development.
• Public Education: Cities can use city-owned charging stations to educate the public about EV
benefits and usage.
Table 17 below summarizes recommendations for EVCS at City owned parking lots. The evaluation
was based on factors such as parking lot size, average expected dwell time of vehicles, existing EVCS
in the parking lot, spare building energy capacity, available estimated grid capacity and City staff
feedback. Multiple sites include renewable energy systems, consisting of solar and battery energy
storage systems (BESS), however it is noted they are not designed to serve EV loads.
Table 17. Public EVCS at City Owned Sites
Site
Description
Publicly
Accessible
Recommended
7.2 kW L2
Recommended
19.2 kW L2
Total
Recommended
DCFC Ports
Notes
Alamo Creek
Park 0 0 4 0 parking lot size and moderate dwell
0 0 0 0
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Site
Description
Publicly
Accessible
Recommended
7.2 kW L2
Recommended
19.2 kW L2
Total
Recommended
DCFC Ports
Notes
Civic Center
(City Hall and
Cultural Arts
Center(CAC)
0 13 12 0
support six 7.2kW chargers, but 13
Level 2 EVCS spaces and conduit are
included in the CAC parking lot
redesign. Recommendation is to
include 13 L2 (7.2kW) in the parking
lot with load management/circuit
sharing on CAC electrical service.
Another 12 L2 (19.2kW) EVCS could
be electrically connected to main
service at Civic Center. Mix of
7.2kW and 19.2kW EVCS provide
flexibility for multiple users. Site is
adding 231kW of solar and
32kW/64kWh BESS for economic
benefit (i.e., not sized for EV loads).
DCFC not recommended given
Corporation
Yard 0 4 0 0
51kW/176kWh BESS (not sized for
EV loads). Site has capacity for two
7.2kW ports, one 19.2kW port, or a
power-sharing dual-port 19.2kW
but may require load management.
Recommendations do not include
charging for fleet, which must be
evaluated separately. 7.2kW public
EVCS is for staff use during the
workday. Recommended to
incorporate staff EVCS as part of a
larger fleet project on a new
electrical service given existing
Dolan Park 0 0 0 0
Community Ten 7.2kW
Level 2 18 0 0 of 8 more ports.
Dublin Library Three 7.2kW
Level 2 13 12 0
sized for EV loads. Mix of 7.2kW and
19.2kW EVCS provide flexibility for
multiple users. DCFC not
recommended given building's
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Site
Description
Publicly
Accessible
Recommended
7.2 kW L2
Recommended
19.2 kW L2
Total
Recommended
DCFC Ports
Notes
Dublin Sports
Grounds
Four DCFC;
Five 7.2kW
Level 2
25 0 13
to the site to offset the EV charging
loads. EVCS recommendations
based on maximum EVCS that can
fit on electrical infrastructure
installed as part of initial EVCS
Park North 0 0 9 4 L2s given variable dwell times at
Emerald Glen
Park – The
Wave
Eight 7.2kW
Level 2 8 15 8
variable dwell times. 524kW solar
PV and 250kW/1056kWh BESS
installed at this site (not sized for EV
Fallon Sports
Park –Lower
Lot
Three 7.2kW
Level 2 3 2 3 L2s given variable dwell times at
parks. 59kW of solar at the site (not
Park –Upper 0 0 15 8 L2s given variable dwell times of
Fire Station
#16 0 4 0 0 use during the workday. EVCS will
not be on backup power. Solar not
Fire Station
#17 0 4 0 0 use during the workday. EVCS will
not be on backup power. Solar not
Fire Station
#18 0 4 0 0 use during the workday. EVCS will
not be on backup power. Solar not
Heritage Park
& Museums
Four 7.2kW
Level 2 4 0 0 EVCS, no additional EVCS
Kolb Park 0 0 0 0
Memorial 0 0 0 0 recommended for this site.
Park and Ride
lot 0 0 0 0 City-owned EVCS recommended at
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Site
Description
Publicly
Accessible
Recommended
7.2 kW L2
Recommended
19.2 kW L2
Total
Recommended
DCFC Ports
Notes
Public Safety
Complex
Four 7.2kW
Level 2 4 0 0 public EVCS. No additional EVCS
Senior Center 0 12 0 0 and seniors that likely will be at the
Shannon Park Two 7.2kW
Level 2 2 0 4
may have grid constraints for DCFC.
19.2kW EVCS can be considered for
a lower cost buildout and if grid
0 0 0 0
Community Two 7.2kW
Level 2 4 0 0 chargers with circuit sharing
Total
41
7.2kW 4
DCFC 122 69 40 EVCS are 81 7.2kW L2s, 69 19.2kW
If all the sites were developed as recommended it would result in a total of 40 DCFCs and 189 Level 2
EVCS on City-owned property, an increase of 81 7.2kW L2s, 69 19.2kW Ls, and 36 DCFCs. Under the
CEC pathway 2030 CAP targets, this would meet 7% of the Level 2 infrastructure gap and 107% the
remaining DCFC gap. Under the high DCFC pathway 2030 CAP targets, this would meet 76% of the
Level 2 EVCS infrastructure gap and 10% of the DCFC infrastructure gap.
6.2 Concept Project Layouts
Suggested infrastructure improvements described in the previous section for City-owned parking lots
are shown in conceptual layouts indicating potential placement of EVCS, new electrical
infrastructure, recommended locations for ADA improvements, and associated high-level cost
estimates (Appendix B). Appendix B also includes design drawings for locations at which EVCS has
been recently installed, including Wallis Ranch Park and Don Biddle Community Park. Cost estimates
account for existing make-ready infrastructure that is in place at Dublin Sports Grounds and the Civic
Center.
The cost estimates shown in Table 18 and Table 19 assume the City owns and operates the EVCS, as
is generally the case with existing EVCS. Table 18 also includes the suitability scores of each site
based on the analysis discussed in Section 5. Section 8 explores alternative ownership models which
may impact cost implications for installing EVCS. Cost estimates included in the City ownership model
include estimated design costs, construction management costs, and contingency. Cost estimates do
not account for potential grants, incentives or rebates that may be available at the time projects are
developed and installed, nor do cost estimates account for potential tariff impacts given the
uncertainty of their impact at the time of this Plan.
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Table 18. Conceptual Project Cost Estimates
Site Description Project Scope
Alamo Creek Park 4 19.2kW Level 2 EVCS 36 $329,000
Civic Center 13 7.2kW and 12 19.2kW Level 2 EVCS 41 $993,000
Corporation Yard 4 7.2kW Level 2 EVCS 36 $238,000
Don Biddle Community Park* 8 7.2kW Level 2 EVCS 40 $273,000
Dublin Library 10 7.2kW and 12 19.2kW Level 2 EVCS 41 $2,195,000
Dublin Sports Grounds 20 7.2 kW Level 2 EVCS and 9 DCFC 43 $2,309,000
Emerald Glen Park North Lot 9 19.2kW Level 2 EVCS and 4 DCFC 37 $1,642,000
Emerald Glen Park, The Wave 15 19.2kW Level 2 EVCS and 8 DCFC 37 $3,278,000
Fallon Sports Park – Lower Lot 2 19.2kW Level 2 EVCS and 3 DCFC 59 $1,234,000
Fallon Sports Park – Upper Lot 15 19.2kW Level 2 EVCS and 8 DCFC 59 $5,045,000
Fire Station #16 4 7.2kW Level 2 EVCS 36 $309,000
Fire Station #17 4 7.2kW Level 2 EVCS 36 $562,000
Fire Station #18 4 7.2kW Level 2 EVCS 20 $490,000
Senior Center 12 7.2kW Level 2 EVCS 63 $690,000
Shannon Park 4 DCFC 59 $1,776,000
Wallis Ranch Park* 2 7.2kW Level 2 EVCS 16 $62,000
*Based on design plans completed by others, cost estimate is for incremental additions to existing EVCS
Table 19. Conceptual Project Cost Estimates Breakdowns
Site Description Estimated
Construction Cost
Estimated
Design
Cost (10%)
Construction
Management
Contingency
(20%)
Alamo Creek Park $228,000 $23,000 $23,000 $55,000
Civic Center $689,000 $69,000 $69,000 $166,000
Corporation Yard $164,000 $17,000 $17,000 $40,000
Don Biddle Community Park $189,000 $19,000 $19,000 $46,000
Dublin Library $1,523,000 $153,000 $153,000 $366,000
Dublin Sports Grounds $1,602,000 $161,000 $161,000 $385,000
Emerald Glen Park North Lot $1,140,000 $114,000 $114,000 $274,000
Emerald Glen Park, The Wave $2,275,000 $228,000 $228,000 $547,000
Fallon Sports Park –Lower Lot $856,000 $86,000 $86,000 $206,000
Fallon Sports Park –Upper Lot $3,502,000 $351,000 $351,000 $841,000
Fire Station #16 $213,000 $22,000 $22,000 $52,000
Fire Station #17 $390,000 $39,000 $39,000 $94,000
Fire Station #18 $340,000 $34,000 $34,000 $82,000
Senior Center $479,000 $48,000 $48,000 $115,000
Shannon Park $1,232,000 $124,000 $124,000 $296,000
Wallis Ranch Park $41,000 $5,000 $5,000 $11,000
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The conceptual layouts are intended to be used as a starting point for project development. The final
design is subject to change as the project progresses. For example, the City may incorporate
additional DCFCs to better align with the High DCFC pathway. As the City begins to design these
projects, Table 20 summarizes best practices and considerations to keep in mind when developing
public facing EVCS projects.
Table 20. EVCS Design Guidelines and Concept Plans Assumptions
Equipment
Siting
Placement of
chargers on a
parcel
those further away. Where possible, prime parking stalls (those
closest to main site amenity) may be avoided based on host
Equipment and
Stall Scoping
Quantity of L2
charging stalls the total parking stalls at existing parking lots and are rounded
up to the nearest whole number. It is recommended to install at
least four L2 ports to realize cost efficiencies from minimum
fixed costs such as a new electrical service. Future building code
updates may require installing more EVCS depending on the
charging stalls charger port in lieu of five L2 charge ports. This ratio is similar to
the ratio used in the CEC’s gas station model scenario.
Calculations for required number of EV spaces are rounded up
to the nearest whole number. It is recommended to install at
least four DCFC ports to realize cost efficiencies from minimum
accessible EV
charging stalls
based on the California Building Code Section 11B-812 for van
accessible, standard accessible, and ambulatory stalls.
Quantities are prescribed based on the total number of EV
charging stalls at a facility. Stall dimensions, charger placement,
grading, reach, and identification are described in the same
code. Exemptions include fleets and sites with reserved or
assigned parking spaces such as apartment buildings or
condominiums. See below for more information on ADA
proposed, L2 or
DCFC
quantity of proposed L2 chargers would be an excessive space
burden on the property (20+ charging ports); or at sites with
limited parking and with short dwell times (less than 1 hour).
Locate L2 chargers at locations with limited electric capacity or
Civil Design Selection of
bollards vs. wheel
Wheel stops are scoped where possible based on cost efficiency.
Bollards are scoped where added protection is required, where
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22 EVCS Cable Protection Article
treatment sandblasting, slurry sealed, and re-striped as part of the
specification assumed to be native soil compacted to minimum 95% under
equipment with standard concrete embedded or removable utility bollards
to match the existing condition. Examples: turf removed for
trenching is restored with sod, trenching through concrete is
repaired with like, asphalt patch-backs are matched to existing
Travel (POT) Accessible improvements related to EV charger installation end
at the connection to an existing POT. Where accessibility rules
apply and where there is no apparent POT, a new POT is
proposed; however, no determination of ADA-compliant slopes
stall grading will be regraded to code compliant slopes and taper/rise to
match existing grades outside of the accessible area footprint.
No determination has been made as to the overall feasibility of
regrade and match scope, only that asphalt and concrete
Site Protection
Temporary fencing
and trench plates to secure work area and safe-off trenches for the duration of
Mitigation additional asset protection to reduce the risk of vandalism can
include security cameras, additional security lighting, or theft
22
Electrical
Equipment
New service vs.
existing service charging circuits to leverage EV-specific rates, utility make-ready
programs (if available), and because existing panel loading
information was not evaluated as part of the concept plan
development. In some cases, existing service is proposed as an
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ADA Requirements
Any time EVCS are installed at a publicly accessible location, California requires a certain minimum
number of chargers to be ADA compliant. Current requirements are summarized in Table 21. ADA
compliance can introduce design constraints as these standard and van accessible stalls must have
access aisles with truncated domes at the curb, paths of travel, and be graded less than 2%. Sample
ADA compliant layouts are shown in Figure 9 and Figure 10. Accessible EVCS stalls are not required
for fleet charging or when parking stalls are for assigned personnel. Ambulatory stalls are accessible
parking spaces designed for people with mobility disabilities who can walk but need extra room to
maneuver, therefore parking stalls are 10 feet wide instead of 9 feet wide for a standard parking
shedding capabilities have been assumed. Chargers are treated
as "continuous loads" per the California Electrical Code.
Equipment specification conservatively assumes 480V utility
feed to 480V meter main, dry step-down transformer, and
208V/120V distribution board for L2 chargers. L2 chargers are
assumed to have a nominal output of 7.2kW at 240V AC. DCFC
footprint main service panel, transformer, and distribution panel for L2
chargers. No transformer or 208V distribution assumed for DCFC
chargers. Wall-mount equipment assumed for small projects,
Utility Power
Point of utility
connection distribution network is identified on the site plan (underground
vault, existing pad-mount utility transformer, power pole, or
pole-mount transformer). No loading or availability
determination is included in the evaluation. Viability of
proposed utility connection is subject to utility review and local
structures and shown on the site plan. In most cases, utility equipment is not
Cost
Quantities Material takeoffs estimate the quantities of demolition/ export,
wire, conduit, trenching and backfill, asphalt concrete paving,
concrete pads, curb and gutter, bollards, landscape repair,
assumed to be rigid metal conduit (RMC), above-grade interior
conduit not subject to damage is assumed to be electrical
metallic tubing (EMT), and below grade conduit is assumed to be
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stall. Ambulatory stalls do not need to be graded less than 2%, do not require an access aisle or path
of travel, and do not require truncated domes at the curb.
Table 21. EVCS ADA Requirements
Number of
EVCS at a Van Accessible Standard Accessible Ambulatory
1-4 1 0 0
4-25 1 1 0
26-50 1 1 1
51-75 1 2 2
76-100 1 3 3
101+
1, Plus 1 for each 300 or
fraction thereof, over fraction thereof, over fraction thereof, over
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6.3 Financial Analysis of City-Owned EVCS
For each conceptual layout, potential cash flows and costs to the City of the EVCS for a 10-year
period were modeled which is the estimated useful life of the EVCS. The modeled cash flows are
relevant if the City decides to own and operate the EVCS. The potential profitability will depend on
several factors including the upfront cost of installation after any incentives or rebates, the cost of
electricity at the site, annual networking and maintenance costs, the cost per kWh charged to users,
EVCS utilization and uptime, and the value of LCFS credits. Copies of all the financial analyses are
contained in Appendix C. Table 22 illustrates one example for the Civic Center.
Figure 10. Sample L
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Table 22. Civic Center EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront
Capital Cost
-$863,000
LCFS Credits $19,598 $20,577 $21,606 $22,687 $23,821 $25,012 $26,263 $27,576 $28,955 $30,402 $31,922
Maintenance
Cost
-$7,140 -$7,354 -$7,575 -$7,802 -$8,036 -$8,277 -$8,526 -$8,781 -$9,045 -$9,316 -$9,596
Networking
Fees
-$6,750 -$6,953 -$7,161 -$7,376 -$7,597 -$7,825 -$8,060 -$8,302 -$8,551 -$8,807 -$9,071
Charger
Utilization
11% 12% 13% 13% 14% 15% 15% 16% 17% 18% 19%
kW
Delivered
Charger
5% discount
The financial analysis for the conceptual EVCS projects assumes the following:
• For sites where EVCs will be on their own meter and are rated for less than 100kW of
nameplate load, the average energy charge is assumed to be $0.24/kWh. The average
energy charge is the average kWh cost from multiple time of use periods, before demand
and service charges. Subscription and demand charges are based on total nameplate load.
Nameplate load is the sum of the maximum output for which the EVCS is rated. It is also
assumed that all chargers are in use simultaneously, at least once per month.
• For sites where EVCS will be on their own meter and have greater than 100 kW of nameplate
load, the average energy charge is assumed to be $0.25/kWh. Subscription and demand
charges are based on total nameplate load.
• For sites where EVCS will be added to existing building meters, the average cost of electricity
is based on 12 months or more of billing data. EVCS loads are expected to be small relative
to building loads and thus not significantly alter the load shape and peak demand of the
existing buildings.
• Annual operating costs of $500 per charging station for a maintenance agreement and $270
per port for networking fees, based on estimates from ChargePoint quotes.
• Inflation and utility rate escalation are assumed to be 3% per year. It is also assumed that
Dublin increases the user-facing cost of electricity in line with utility rate increases.
• LCFS credit value is assumed to be $0.07 per kWh.
• L2 chargers are priced at $0.35/kWh and DCFC are priced at $0.50/kWh, which are typical
price points for publicly accessible EVCS in Dublin. Sites with both L2 and DCFC chargers
assume an average charge rate of $0.43/kWh. These are adjusted for each site in the
sensitivity analysis. As a next step, the City should conduct a more detailed evaluation of
DCFC pricing structures.
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• Year 1 utilization is assumed to start at 10% and increase by 5% per year over 10 years.
• For sites where EVCS are expected to be on their own meter, it is assumed that the EVCS will
be on the Ava BEV-2 rate tariff (Appendix G), which provides discounted rates for EV
charging loads. This rate is only available for utility services that have only EV chargers on
them.
Sensitivity Analyses
Sensitivity analyses were conducted that adjust the price charged to customers along with potential
scenarios for charger utilization to provide a sense of the range of potential long-term costs of EVCS
projects. Table 23 illustrates this for the Civic Center. The dollar values within the grid represent the
cumulative 10-year cash flow for the corresponding Year 1 utilization and Year 1 price charged to
EVCS users, including the initial capital cost of the project. For example, if the City priced EVCS
charging at the Civic Center at $0.40/kWh, the Year 1 utilization was 13% and prices and utilization
escalated per previously stated assumptions, the City would net an estimated $77,948 at the end of
10 years. The sensitivity analysis should be used as a guide for how to set pricing based on utilization,
which the City should review at least annually, targeting to break even over the life of the charger. If
a net surplus is achieved, it is recommended those funds be allocated to fund future EVCS
replacements or be put towards other EVCS efforts throughout the City.
Table 23. Sensitivity Analysis For Civic Center EVCS, 10-Yr. Cash Flow
Charge
EV 3% 5% 7% 9% 11% 13% 15% 17% 20%
$0.25 -$1,097,775 -$1,049,025 -$1,000,275 -$951,525 -$902,775 -$854,024 -$805,274 -$763,697 -$723,930
$0.28 -$1,060,761 -$987,335 -$913,909 -$840,482 -$767,056 -$693,630 -$620,204 -$558,035 -$499,549
$0.31 -$1,023,747 -$925,645 -$827,542 -$729,440 -$631,338 -$533,236 -$435,133 -$352,374 -$275,168
$0.34 -$986,733 -$863,955 -$741,176 -$618,398 -$495,620 -$372,841 -$250,063 -$146,713 -$50,787
$0.37 -$949,719 -$802,264 -$654,810 -$507,356 -$359,901 -$212,447 -$64,992 $58,949 $173,595
$0.40 -$912,705 -$740,574 -$568,444 -$396,313 -$224,183 -$52,052 $120,078 $264,610 $397,976
$0.43 -$875,691 -$678,884 -$482,078 -$285,271 -$88,465 $108,342 $305,148 $470,272 $622,357
$0.46 -$838,676 -$617,194 -$395,711 -$174,229 $47,254 $268,736 $490,219 $675,933 $846,738
$0.49 -$801,662 -$555,504 -$309,345 -$63,186 $182,972 $429,131 $675,289 $881,595 $1,071,119
$0.52 -$764,648 -$493,814 -$222,979 $47,856 $318,691 $589,525 $860,360 $1,087,256 $1,295,500
$0.55 -$727,634 -$432,123 -$136,613 $158,898 $454,409 $749,920 $1,045,430 $1,292,918 $1,519,882
The Year 1 charger utilization rate is assumed to vary between 3% and 20% based on feedback from
Ava Community Energy. Utilization is defined as the number of hours in a year that the EVCS is in use
and dispensing electricity to a vehicle. For sites that add EVCS when there is existing EVCS, the
financial analysis assumes the same utilization as the existing EVCS. For sites with no existing
chargers, Ava estimates for year 1 charger utilization rates were used. Utilization is assumed to grow
5% per year as EV adoption increases. This is expected to be a conservative estimate as major EVCS
operators like EVGO have seen DCFC electricity dispensed increase from 201kWh/day per stall in
2023 to 285kWh/day per stall in 2025, an average annual growth rate of 18.8%. Other reports also
show EVCS utilization rates increasing by double digits in recent years.23
23 EV Charging Utilization Trends - Stable Insights Article
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EVCS charging generally starts to provide net income when utilization reaches 15%, though it will
depend on the average cost of electricity, the price charged to users, and other operating and
maintenance costs.24 When EVCS utilization starts to exceed 30%, the EVCS tends to be occupied too
frequently, and drivers may begin to avoid them. When EVCS utilization exceeds 30%, it may be a
sign that additional EVCS at that location are needed.
6.3.1 Cost Recovery Analysis
A pricing analysis was conducted to see what rates the City would need to charge customers to
recoup costs under different scenarios. Estimated costs of electricity are based on either historical
energy bills (at the time the analysis was conducted) or forecasted blended costs if the EVCS are on a
new electric service. Blended rates for historical energy costs at each location vary depending on the
rate schedule the building is on (as applicable), annual energy use, and load shape.
The first scenario assessed what rate would need to be charged to pay for electricity and networking
fees. The next scenario analyzed the rate needed to pay for electricity, networking and maintenance
costs. The final scenario analyzed what rate would be needed to pay for electricity, networking,
maintenance costs, and the cost of installing the chargers. The results for each scenario and site are
shown in Table 24. These scenarios exclude any potential fees that the network provider may charge
for processing the transaction, which are typically in addition to networking fees. This fee can vary by
network provider but typically it is around 10%. The analysis should be updated when EVCS are
installed at each site to align with current pricing and any charging fees from the network provider.
Sites with both Level 2 and DCFCs may require a more detailed review of electricity prices and
utilization assumptions to refine pricing for Level 2 EVCS versus DCFCs. The City should evaluate this
as new projects are commissioned, referencing utilization data from other City owned chargers and
electricity prices at the time projects are developed.
Table 24. Pricing Analysis for EV Charger Projects
Site Cost of
Electricity
Electricity and
Networking
Electricity,
Networking, and
Electricity, Networking,
Maintenance, and
Civic Center (L2) $0.25 $0.27 $0.29 $0.47
Library (L2)* $0.37 $0.39 $0.41 $0.88
Corp Yard (L2) $0.24 $0.28 $0.32 $0.87
Senior Center (L2)* $0.35 $0.39 $0.42 $0.97
Shannon Park (DCFC) $0.25 $0.25 $0.25 $0.43
Fire Station 16 (L2)* $0.38 $0.42 $0.45 $1.18
Fire Station 17 (L2)* $0.38 $0.42 $0.45 $1.78
Fire Station 18 (L2)* $0.38 $0.42 $0.47 $1.63
Dublin Sports Ground
(L2+DCFC) $0.25 $0.27 $0.31 $0.70
$0.25 $0.26 $0.28 $0.72
24 EV charging stations are proving to be a profitable business, after all Fortune Article
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Site Cost of
Electricity
Electricity and
Networking
Electricity,
Networking, and
Electricity, Networking,
Maintenance, and
Fallon Sports Park Lower
(L2+DCFC) $0.25 $0.25 $0.27 $0.60
*EVCS is assumed to be connected to the existing service
To determine how the rates in Table 24 compare with the rates at nearby charging locations,
available pricing on Plugshare was reviewed for publicly accessible EVCS in Dublin and surrounding
communities. Based on typical price ranges as of May 2025:
• Pricing for Level 2 EVCS varied between $0.25- $0.39 per kWh, though some sites offered
free charging and some sites were priced as high as $0.75 per kWh.
• Pricing for DCFC typically varied between $0.24-$0.63 per kWh. One notable difference
between DCFC pricing structures compared to L2 pricing is DCFC pricing is more likely to vary
based on either the time of day or the power output into the vehicle. L2 pricing is generally a
flat rate due to lower energy demand.
Based on a review of available pricing, the City could reasonably charge enough to cover ongoing
costs (i.e., electricity, networking, and maintenance costs) for most sites and still be cost competitive
with other EVCS in Dublin and surrounding communities. If the City elected to pursue full cost
recovery and charge rates to recoup construction costs, the rates would exceed average area pricing
and may discourage the public from utilizing the City-owned chargers.
6.4 Curbside Charging
Traditionally, EVCS are installed in off-street parking lots. While not explored in detail in this Plan, the
City may consider expanding EVCS to curbside parking. Since cities control the rights-of-way, curbs
are an additional land asset the public sector has available to add EV infrastructure. The suitability
analysis results may help identify areas in Dublin that score well but do not have parking lots nearby
that can accommodate EVCS.
One potential advantage of curbside charging can be reduced installation costs if EVCS can be
mounted to existing streetlight poles which can reduce trenching costs. Curbside charging is not
subject to ADA requirements, which can reduce civil upgrade costs. However, there may be certain
challenges when considering curbside EVCS placement on streetlights. Most streetlights use single
phase power which is not compatible with commercial EVCS. A streetlight review would need to be
conducted to determine which may have the appropriate infrastructure to support EVCS. Streetlights
that do not have the appropriate infrastructure may make good candidates for pole-mounted EVCS if
they are located near utility transformers or underground vaults. Another consideration is that
streetlights have their own rate tariff with limited metering, so additional metering would be needed
to properly account for electricity dispensed to EVs. Pole-mounting EVCS on utility power poles may
prove more advantageous as the pole may have a transformer on it with spare capacity that can
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accommodate the EVCS, as shown in Figure 11, though this would require close coordination with
the utility. 25
Curbside EVCS may require additional signage or curb management. Parking policies will need to
determine whether spaces in front of a curbside EVCS are reserved only for vehicles that are actively
charging or are available to any vehicle at any time. Unrestricting parking in front of curbside EVCS
may reduce potential pushback from drivers without EVs but may also reduce the confidence of
potential EV drivers that chargers will be available when they need it. An adjustment period could be
provided by leaving parking unrestricted for the first six to twelve months after EVCS installation.
Curbside EVCS parking restrictions should be considered along with any existing parking restrictions
at the site. If curbside EVCS are implemented, parking and charging limits in heavily trafficked
commercial areas during peak times should be considered, with a recommended maximum duration
of 4 hours. This is typical of other Level 2 EVCS in Dublin and creates enough turnover so that
multiple vehicles can use the EVCS while still allowing drivers to get a sufficient charge to get to their
next destination. It is not recommended to set time limits for overnight charging to allow people
who do not have chargers at home or work to get a full charge. Time limits can be managed through
the networking platform and would need to be enforced to be effective.
Other considerations for curbside EVCS include:
25 Portland General Electric Filing Notice Advice Letter No. 20-32
Figure 11. Curbside EVCS on Utility Pole
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• Proximity to residential and commercial
areas. High-density and/or multi-family
residential locations within 0.25 to 0.5
miles of commercial districts make ideal
locations for curbside EVCS. Strategic
placement in these zones allows the
EVCS to serve both daytime commercial
patrons and overnight residential users,
thereby maximizing utilization.
• Charging cable length and accessibility.
To improve accessibility, extended-
length cables (minimum 25 feet) should
be installed. This enables vehicles
parked one space away from the charger to connect, which is important if there is little to no
parking enforcement at curbside EVCS.
• Charger type selection. Level 2 chargers are generally better suited for pole-mounted
curbside applications than DCFC due to typical power availability at curbside locations, longer
vehicle dwell times, and smaller equipment footprints.
• Community engagement and parking management. Curbside EVCS implementation should
include proactive community outreach. Public input should be gathered on proposed
curbside EVCS locations, and plans for managing EVCS-related parking spaces, including any
changes to existing parking restrictions, should be communicated.
Future Curbside EVCS Opportunity
Additional EVCS will need to be sited and
installed, beyond what is identified in this
Plan, to meet the City’s long-term goals. As a
next step, the City can consider a deeper
study on curbside EVCS opportunities near
commercial and multifamily locations to help
meet long-term EVCS targets. The City would
need to consider curbside parking
management to implement curbside EVCS.
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7. Stakeholder Outreach and Engagement
Community outreach and engagement was conducted to inform the EV Infrastructure Plan. A survey
was conducted to understand the general sentiment towards EVs and where community members
would like EVCS to be installed.
7.1 Dublin EV Adoption Survey
Community feedback was gathered by survey to inform this Plan and provide guidance on which sites
should be prioritized for EVCS installation. An online survey was hosted from May through June 2023,
for residents and business owners to answer sixteen multiple-choice and open-ended questions
about electric vehicle ownership, priorities in charging station locations, and specific motivators and
concerns regarding EV use. The project team received 80 responses. Summary results for some key
questions are illustrated in Figure 12. The top motivators for EV adoption were financial benefits
from reduced fuel costs and reducing the environmental impact of driving. However, range anxiety
and insufficient public charging are still major barriers to increasing EV ownership. Respondents
indicated they want to see more EVCS in a wide variety of locations, but most notably in areas of
recreation, commercial/retail locations, and public parking lots. A full set of results is contained in
Appendix F.
Figure 12. EV Survey Feedback
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In the open-ended question and answer portion of the survey, several themes emerged, as outlined
below.
• Battery concerns. Respondents expressed general concerns about battery sourcing, disposal,
and safety.
• Charging infrastructure for non-Tesla owners. Many noted a lack of charging infrastructure
for non-Tesla owners, though this has improved as Tesla opened up its network to other
automakers.
• Charging access at multi-family dwellings. There was a strong desire for increased charging at
multi-family dwellings.
• Vandalism and parking enforcement. Concerns were raised about vandalism and
enforcement related to EV parking, highlighting the need for clear signage and effective
enforcement of EV parking rules.
7.2 Community Events
The City expanded its EV outreach beyond the online survey by attending public events such as the
Dublin farmer’s markets, the St Patrick’s Day Festival, and Dublin Pride Volunteer Day. Staff used
poster boards to attract attention, spark conversation, and encourage online survey participation,
while also raising awareness about the City’s EV infrastructure planning efforts. Figure 13 shows an
example of the poster boards used at events.
Figure 13. EV Posterboards Used During
Outreach Events
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8. EV Infrastructure Ownership and Maintenance Models
8.1 EV Infrastructure Ownership Models
This section discusses EV infrastructure ownership models available and makes recommendations on
how they may be applicable to different project types (Table 25). Each ownership model comes with
its own benefits and drawbacks and allocates staff time and financial risk differently to each party
involved, as indicated in Table 25. Each ownership model is discussed in more detail below.
For non–host-owned projects, partners should work together to ensure sites meet local design needs
(e.g., payment options and plug types). When considering different ownership models, it is important
to note that eligibility for grants or incentives depends on who owns the charging stations. Since
funding usually goes to the station owner, projects without public ownership may not qualify for
some grants.
Table 25. EV Ownership Models
Line Item Host Owned Vendor Owned
Service Model Host owns and
operates operates via Shared ownership Vendor owns and
operates
Ideal for:
Pilot projects,
owner desires to
control charging
revenue
Large fleet
electrification
projects
limited control on
charger Operation
and Maintenance
Sites with very high
expected EVCS
utilization
Host Vendor Host or Vendor Vendor
Maintenance
Host Vendor Vendor Vendor
Charging
Revenue Goes to Host Varies Split with Vendor Percentage to
Contract Term Contract Typically
Not Required
Contract Typically
Required
Contract Typically
Required
Contract Typically
Required
Network Fees Yes No Yes Yes
Monthly
Subscription Fee No Yes No No
8.1.1 Host Owned
The host owned approach offers the greatest control over EVCS operations and the potential for
revenue generation, but it also places the highest level of risk on the owner. In this model, the site
host is responsible for all upfront and ongoing costs associated with installing and operating the
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chargers. While initial capital expenses may be partially offset through grants, rebates, incentives, or
charging revenue, the host remains responsible for ongoing networking and maintenance costs.
An advantage of owning EVCS infrastructure is the ability for the host to generate LCFS credits, which
can be sold to generate additional revenue. However, small generators such as the City of Dublin
would likely need to engage a broker to facilitate the sale of these credits. In 2025, the LCFS market
averaged nearly 6.6 million credits traded each month, but with only about 373 transactions
monthly, each transaction involved over 17,000 credits on average. The trades are largely driven by
large-scale entities, such as renewable fuel producers that generate thousands of credits monthly, as
well as brokers who aggregate credits from smaller generators.26
Another advantage of the host owned model is the site host determines the pricing structure for the
EVCS. Considering that site hosts are responsible for on-going costs associated with the chargers,
hosts should review charger utilization and operating costs annually to adjust pricing if needed to
recoup costs. The City may assign these duties to existing or new personnel dedicated to managing
EVCS equipment or contract out the responsibility.
A disadvantage of the host owned model for municipalities with limited staff resources is the staff
time required to oversee and implement on-going operations and maintenance and to complete
mandated reporting. Third party or hybrid ownership models may provide relief on staff resources,
however, it remains advisable to use the host-owned model for dedicated fleet-charging
applications, where operational oversight and high reliability are critical.
8.1.2 Vendor Owned
On the opposite end of the spectrum from host-owned models is a fully vendor owned and operated
model. For sites where EVCS is expected to be highly utilized, easements or leased parking spaces
may be provided to third parties where the vendor retains sole ownership of the charging stations
and is responsible for maintaining them. In this model, the vendor generally is responsible for all
upfront and on-going costs of the EVCS and retains complete control over the operation and pricing
structure it sets for users. The vendor also typically retains all LCFS credits that may be generated
from the stations. This model removes financial risk from the site host, allows the amenity to be
provided to patrons at no cost to the site host, and adds potential revenue streams from leasing out
parking spaces or revenue sharing in the electricity sales. Lease terms may vary by vendor, but
typically a site host can expect up to a 10-year term, as that is the estimated useful life of EVCS.
Vendors may not be willing to pursue this option for every site. Since the vendor will be looking for a
return on their investment, they will conduct their own analysis of potential locations that they
expect to yield the highest charger utilization and potential profit. Vendors may also have their own
project parameters and typical scopes that they have found to be successful. For example, EVGO
typically only installs DCFCs and generally aims to install between six to ten DCFCs at a site.
The City of Fairfield provides an example of a vendor owned model. The City of Fairfield partnered
with EVCS Inc. to install a total of thirty-one DC Fast chargers and twenty-seven Level 2 chargers
26 LCFS Transfer Activity Data
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across eight sites.27 Under the agreement, EVCS Inc. is responsible for installing, operating, and
maintaining the chargers for 5 years, with the option to extend the agreement to 10 years. In
exchange, the City of Fairfield provides an easement to EVCS Inc. and receives a revenue share of
$0.05/kWh of electricity dispensed to users. This model eliminates the need for capital investment by
a city and introduces a potential new source of revenue. This provides a useful example of how a site
host can benefit from EVCS without requiring up front capital.
It is recommended that the City pursue a vendor-owned and operated model for its next major phase
of publicly accessible electric vehicle charging infrastructure. This can be initiated through the
issuance of a Request for Proposals (RFP) that outlines a list of preferred sites for EVCS deployment,
with the intent that selected vendors will own and operate the charging stations over a period of 5 to
10 years. The RFP may incorporate the conceptual project designs developed as part of this initiative
to serve as a reference point for potential bidders. If the City moves forward with this approach, it is
advisable to remain flexible regarding final site designs, including the number, location, and power
level of the EVCS units.
8.1.3 Hybrid Ownership
A hybrid ownership model combines elements of both host-owned and vendor-owned approaches,
with shared ownership of the electric vehicle charging stations (EVCS) between the site host and the
vendor over the lifespan of the equipment. This model typically involves more extensive upfront
negotiations to define the responsibilities of each party, including cost-sharing arrangements for
installation and ongoing operations, authority over charging rates, and allocation of charging
revenue.
In most cases, the vendor assumes responsibility for maintenance, and due to their potential share in
the charging revenue, they may be more motivated to ensure timely repairs and minimize downtime.
As with the fully vendor-owned model, vendors participating in a hybrid model often prefer sites
with high expected utilization rates to justify their investment.
The City explored this model by entering into an agreement in May 2023 with California Automotive
Retailing Group, Inc., a local car dealership as part of the General Motors (GM) Dealer Community
Charging Program. The program installed ten EV Connect Level 2 EVCS at Don Biddle Park. Under the
agreement:
The dealership and GM paid for all upfront costs to install ten Level 2 EVCS.
Chargers are expected to be in operation for ten years, at which point GM will bear removal
costs. If the City wants to continue operation after ten years, the City may work with EV
Connect to replace the charging stations.
GM is responsible for maintaining the EVCS for the first five years of the agreement. The City
will be responsible for maintaining the EVCS for the last five years of the agreement.
The City is responsible for electricity costs and can set charging rates to recover the cost of
electricity.
27 EVCS and the City of Fairfield open their first EV charging site Article
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8.1.4 Charging as a Service
Charging as a Service (CaaS) is a financing and operations model that may be appropriate in certain
contexts, particularly for fleet charging applications, though it can also be adapted for public use.
Under the CaaS model, the site host pays little to no upfront capital and instead pays the vendor over
time through a subscription.
For public charging, as demonstrated by the City’s existing arrangement with ChargePoint at the
Dublin Library, the model may involve a flat annual subscription fee that is not dependent on station
utilization. This allows upfront costs to be spread over several years. In such arrangements, charging
revenue may be retained to help offset subscription expenses.
In fleet applications, the CaaS vendor recovers infrastructure investment through ongoing energy
sales, typically over a 5 to 10-year term, aligning with EVCS equipment warranties and expected
service life. Vendors generally conduct a fleet electrification analysis to estimate monthly or annual
energy consumption and may require minimum usage guarantees. This model tends to be financially
viable for fleets with consistent, high usage, such as school buses or transit fleets, but may be less
suitable for operations with variable or low utilization, such as public works fleets.
CaaS vendors typically cover electricity and maintenance costs under fleet-focused models. For
public-facing models the site host generally covers electricity costs and retains the revenue.
Contracts often include up-time guarantees, with higher guarantees resulting in higher subscription
fees due to increased risk for the vendor. Up-time requirements should be negotiated to balance
performance expectations and cost. To manage electricity expenses, vendors may implement load
management strategies.
At the end of the contract term, site hosts may have the option to purchase the EVCS infrastructure.
Alternatively, agreements may be renewed for an additional 5 to10 years, potentially with upgraded
equipment. ChargePoint’s basic subscription model does not include a buyout option, but the
equipment can be removed at no cost to the site host when the term ends. To minimize staff
involvement and capital expenditures on EVCS projects, expanding the subscription model could be
an option for sites that are not feasible under vendor-owned or hybrid models.
8.1.5. Ava Community Energy Partnership
Ava Community Energy (Ava) serves as the electricity provider for the City of Dublin. One of Ava’s
primary objectives is to support the transition to clean, renewable energy sources. As part of this
mission, Ava is actively exploring opportunities to install, own, and operate DCFC hubs throughout its
service territory to promote the adoption of EVs. To ensure cost effectiveness and operational
efficiency, ideal charging hubs would consist of 10 to 20 DCFC units. These hubs are typically most
effective in locations where vehicle dwell times are under one hour, enabling higher turnover and
improved charger utilization.
The initial focus has been on publicly owned properties. Municipal sites offer strategic benefits, as
cities are often willing to grant easements at no cost, significantly reducing project expenses. These
cost savings can be passed on to EV users in the form of lower charging rates. For partner cities, the
benefit lies in the deployment of additional fast-charging infrastructure at no cost for construction or
ongoing maintenance. In addition, Ava may offer DCFC charging at more competitive rates than
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private providers, which often include markups to generate profit. This cost advantage has the
potential to make EV charging more accessible and affordable for consumers. However, identifying
suitable sites requires the availability of large parking areas with desirable nearby amenities to
accommodate the desired number of chargers.
8.2 Charger Maintenance
EVCS are assets that must be maintained throughout their useful life. When EV charging stations are
frequently out of service, it undermines consumer confidence in electric vehicles, particularly if they
are unable to charge at home. Since 2022, approximately one in five EV drivers experienced a
problem charging at a publicly available EVCS (Figure 14).28
To ensure consumer confidence in EVCS reliability, EVCS owners should have a plan outlining how
the EVCS will remain functional throughout its useful life. While generally minimal, proper charger
preventative maintenance, functional testing, and repairs are key to maximizing the use of the
equipment. Routine maintenance activities typically involve conducting visual inspections, cleaning
display screens and charging connectors to remove dirt and debris, ensuring proper connections of
electrical components, performing functional tests for voltage, current, and output, and replacing
filters (for DC fast chargers). Software issues can typically be resolved by rebooting the chargers or
coordinating with the charger manufacturer to install software updates. Most EVCS manufacturers
offer extended warranties for up to five years, which generally covers normal wear and tear on the
equipment but may not cover damage due to improper use or vandalism. Some cities have reported
vandalism or misuse of publicly available EVCS, so site hosts should budget accordingly for
unforeseen repairs. Industry stakeholders have suggested a good rule of thumb is to budget 10% of
the charger equipment cost for annual repairs and maintenance.
Charging station hosts may elect to train in-house staff to maintain the EVCSs or contract out the
service. EVCS vendors may offer maintenance packages where a technician will conduct inspections
of the equipment and replace equipment components as needed for up to 5 years. Maintenance
28 EV Charging User Experience Article - JD Power
Figure 14. U.S. Public EVCS Charging Issues Over Time
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agreements may also be contracted with independent third parties. Maintenance agreements will
typically include one to two inspections per year. Charging station owners should refer to specific
equipment specifications to determine which maintenance activities are required and at what
frequency.
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9. Funding Opportunities
The section provides a snapshot of some of the EV and EVCS funding opportunities available at the
time this Plan was developed. Funding opportunities provided below may be used by the public or
private sector to reduce the cost to install EV infrastructure or purchase EVs for municipal and
commercial fleets. Funding opportunities and requirements are dynamic and subject to change. The
Department of Energy’s (DOE) Alternative Fuels Data Center (AFDC) and Ava’s Incentive Finder,
which are discussed in Section 9.1 below, provide up-to-date information regarding active funding
opportunities. Section 9.2 lists funding opportunities that are available as of publication of this Plan.
9.1 Alternative Fuels Data Center
The DOE’s AFDC maintains a comprehensive database of federal, state, utility, and local funding and
financing opportunities for EVs and EVCS (AFDC Laws and Incentives). Project developers are
encouraged to consult the AFDC website early in the planning process to identify potential funding
opportunities suited to their specific project. The site allows users to search for incentives, rebates,
financing options, and relevant policies across a range of fuel types and end-user categories. (Figure
15).
Figure 15. AFDC EV Incentive Search and Filter Feature
9.1.1 Ava Community Energy’s Incentive Finder
Ava maintains a savings and incentive finder on its website for a variety of energy programs,
including incentives for EV purchases and EVCS installation (Figure 16Figure 16).29 The tool searches
state, local, and federal incentives opportunities based on a variety of factors including location,
household size, income, homeownership status, and tax filing status.
29 Ava's Incentive Finder
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Figure 16. Ava's Incentive Finder
9.2 Direct Incentives and Rebates
Table 26 summarizes available incentives and rebate programs available as of March 2026. Funding
programs are often in high demand and have associated restrictions, such as prioritizing low income
communities. Some of these funding sources are explained in further detail in this section.
Table 26. EVCS Funding opportunities
Entity Program Name Summary Other Notes
California
Energy CAleVIP Provides rebates for EVCS Program adjusts guidelines annually.
California Air
Resources
Board
Hybrid and Zero-
Emission Truck and
Bus Voucher
Incentive Project
Voucher for qualifying low or
zero emission medium and
heavy-duty vehicle purchases.
Voucher issued at point of sale
through qualified vendors and
manufacturers. Value varies by
vehicle and technology type
9.2.1 Low Carbon Fuel Standard
Under Assembly Bill 32, in 2009 California created the LCFS program to reduce GHG emissions from
the transportation sector. The goal is to decrease the carbon intensity of the California
transportation fuel pool by 20% by 2030 and provide financial incentives for low carbon alternative
fuel sources.30 On November 8, 2024, the program was renewed and extended to decrease the
carbon intensity of the California transportation fuel pool by 90% by 2045. Fuel providers can
generate credits for producing low carbon fuels, including dispensed electricity from EVCS.
30 LCFS Overview
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Assembly Bill 32 mandates that fuel data and metered energy usage must be reported quarterly to
the California Air Resources Board. Site hosts can coordinate with the EVCS manufacturer so that
energy usage is automatically sent to brokers who can facilitate the sale of credits generated each
quarter. The total number and value of the credits generated will be impacted by the carbon
intensity of the electricity used, the amount of electricity dispensed from the chargers, and the
overall supply and demand of credits in the market. Credit values have fluctuated over time, at one
point peaking at $200/credit. In 2025 credit prices averaged around $60 credit, amounting to $0.06-
0.07 per kWh assuming carbon free electricity.31 Public and private sector EVCS owners can use LCFS
revenue to offset EVS infrastructure costs, hardware costs, and other ongoing costs (maintenance,
networking fees, etc.) not recovered by selling electricity.
31 https://www.neste.com/investors/market-data/lcfs-credit-price
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10. Policy Considerations and Next Steps
This Plan outlines a strategic roadmap to expand EV charging infrastructure, establish measurable
targets, and implement actionable strategies to support the transition to cleaner transportation. The
Plan addresses the growing demand for EVs, highlights their environmental benefits, such as
reducing GHG emissions and improving air quality, and emphasizes the economic opportunities
associated with building out charging networks. While EV infrastructure development is still in the
early stages in Dublin, the City has already initiated key efforts to support EV While EV infrastructure
development is still in the early stages in Dublin, the City has already initiated key efforts to support
EV adoption, including:
• Policy Implementation. Dublin has adopted Tier 2 voluntary CALGreen standards as
mandatory, which requires increased EV infrastructure investments in new developments.
This proactive approach helps avoid costly retrofits in the future.
• Charger Installations. Public EV charging stations have already been installed at several City-
owned facilities, establishing a foundation for further growth.
While the City has shown progress and leadership by taking these actions, further steps must be
taken in order to meet CAP goals.
Projected Needs and Long-Term Vision
To align with CAP goals, a significant increase in charging infrastructure is required by 2030 and 2045,
potentially amounting to hundreds or even thousands of chargers (Table 27). While the City is not
expected to develop this infrastructure independently, it has a vital role in supporting and enabling
project development. Numerous near-term deployment opportunities have been identified in this
Plan; however, to fully meet long-term targets, additional EVCS projects will be necessary (Table 28).
Table 27. Dublin EVCS Targets for all Scenarios and Pathways
Year and Scenario
2030 California Target 2,213 103 1,163 267 387 389
2030 Dublin CAP Target 2,405 112 1,264 290 420 423
2035 California Target 5,088 229 2,055 475 884 888
2045 Dublin CAP Target 8,318 374 3,359 777 1,446 1,451
Table 28. EVCS Opportunities Towards Meeting the City 2045 CAP Goals
Project Type
L2 EVCS
Port
Potential
DCFC
Port
Potential % of L2
gap
% of
DCFC
gap
% of
L2
gap
% of
DCFC gap
of
L2
% of
DCFC
gap
Developments in progress 90 0 1% 0% 3% 0% 7% 0%
City Sites (see Section 6.1) 150 36 2% 12% 5% 5% 12% 3%
Private Sites (See Section 5.2) 156 36 2% 12% 5% 5% 13% 3%
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As Dublin continues expanding its EVCS network on City-owned property, the Plan identifies several
ownership and partnership pathways, each with implications for cost, reliability, staff workload, and
long-term sustainability. Moving forward, the City can use these findings to guide a phased, strategic
approach.
Evaluating the Role of City Ownership
The City has experience owning and operating EVCS. While this provides full control, it has also
highlighted operational challenges, including maintaining charger uptime, setting charging rates and
managing vendor coordination. Although generating profit is not a core goal, ensuring system
reliability is essential for public confidence. The experience to date suggests that full City ownership
may not be desired, as it demands staff time and resources to manage.
Prioritizing Third-Party Ownership Models
For future installations, third-party ownership and operation is suggested to be the preferred path.
This approach shifts maintenance, performance, and operational risk to private vendors while still
enabling the City to expand public charging. To initiate these projects, Dublin can issue Requests for
Proposals (RFPs) or Requests for Qualifications (RFQs) using the conceptual sites plans identified in
this Plan as a starting point. However, vendors may prioritize only high-utilization sites or propose
scope adjustments, such as focusing exclusively on DCFCs. The City should expect and plan for this
variability by building flexibility into project design and negotiations.
Partnering with Ava Community Energy
If private developers are not interested in certain locations, partnering with Ava Community Energy
offers a strong alternative. Ava typically seeks lower financial returns than private vendors and has a
strategic focus on DCFC, aligning well with the City’s long-term goals. While these projects may not
generate lease revenue, they support high-impact charging infrastructure deployment.
Considering Hybrid Ownership Models
When neither third-party nor Ava partnerships are feasible, hybrid models may provide another
viable pathway. The City’s former partnership with California Automotive Retailing Group, Inc.
(CARG), where costs, revenue, and maintenance responsibilities are shared, could serve as a
replicable model, although CARG has determined they no longer desire to participate in agreements
such as these creating questions about the viability of hybrid ownership models. If hybrid models
remain a viable solution, they would allow the City to retain partial involvement without shouldering
the full operational burden.
Recommended Next Steps
To close infrastructure gaps and advance the City’s EV readiness, several near-term actions are
recommended:
1. Expand Deployment at Key City Sites
Continue installing chargers at high-priority municipal locations identified in this Plan, with a
preference for vendor-owned or third-party models to reduce long-term operational costs.
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2. Issue RFP for Third Party EVCS Owner Operators. To expand EVCS at minimal upfront capital
costs to the City, the City should issue an RFP for EVCS vendors to install, maintain, and
operate EVCS at City sites, using the site plans developed in this Plan as a starting point on
the final scope.
3. Engage Private Sector Partners
Use the site suitability analysis to approach and negotiate with high-scoring private
properties that could host publicly accessible charging. Connect with third-party EVCS
vendors to reduce site host capital needs.
4. Explore Curbside Charging Feasibility
Conduct a focused assessment to determine whether curbside EVCS, already adopted in
dense urban areas, could be adapted for Dublin’s land-use patterns and community needs.
5. Prepare for Funding and Incentive Opportunities
Because EVCS buildout is capital-intensive, the City should proactively prepare for state,
federal, and local funding cycles by developing project concepts, gathering site data, and
maintaining shovel-ready project lists.
6. Review LCFS Credits. As the City continues to accrue LCFS credits, it should evaluate and
determine appropriate uses for the associated funds. When the City is prepared to monetize
the credits, it should engage qualified brokers to facilitate and optimize the sale process.
7. Continue to Implement Building Reach Codes. Adopting building codes is one area where
the City has direct influence on increasing EVCS throughout the City. By continuing to adopt
CALGreen Tier 2 codes as mandatory, a built-in pathway for expanding EV infrastructure is
created.
These actions will require a dedicated effort from the City to implement and may occur over many
years. Not all these next steps can be implemented at once and must be prioritized to balance staff
priorities. Table 29 summarizes the next steps, estimated staff effort, and other key considerations.
Table 29. City of Dublin EVCS Next Steps
Next Step Priority City Lead Staff Time
(hrs/
Needs/
Source (if
Implementation
Timeline
Risks or
Barriers
Success
Metrics
Expand EVCS
Deployment
at Key City
Sites
High Public Works
10
hours/week,
ongoing
Review
available
funding at
the time of
development
2-4 years, target
completion by
2030
Funding
availability,
electric
capacity
installation
timelines
and
minimizing
EVCS
Issue RFP for
Third Party
EVCS Owner
Operators
High Public Works
80 hours, one
time to run
RFI/Q
None
Issue RFP in 1
year, to support
completion
before 2030
responses,
vendor
bankruptcy
or
EVCS
uptime and
utilization,
customer
satisfaction
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Next Step Priority City Lead Staff Time
(hrs/
Needs/
Source (if
Implementation
Timeline
Risks or
Barriers
Success
Metrics
Engage
Private
Sector
Partners
Low
Community
Development/
Economic
Development
4 hours/
week,
ongoing
None
5+ years, target
projects in
process of 3
sites by 2030
sector
interest and
funding
EVCS ports
installed
Explore
Curbside
Charging
Feasibility
Medium Public Works
run RFP, one
time. 4-8
hours/week
for ongoing
project
management,
City funds, or
evaluate if
planning
grants are
available
Release RFP by
2028, complete
Study by 2029.
Managing
curbside
parking
Ports
installed,
EVCS
utilization
Prepare for
Funding and
Incentive
Opportunities
Medium Public Works
1-2 hours to
review per
source; effort
to apply
varies
None
Ongoing,
throughout
project
development
federal or
state
budgets,
competitive
Funds
acquired
Review LCFS
Credits Low Public Works 40 hours/yr
ongoing. None Ongoing,
quarterly
Fluctuating
credit prices
generated,
funds
Implement
Building Low Public Works
20
hours/code
cycle
None Ongoing, every
18 months
Local
pushback to
requirements
EVCS
installed
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11. Conclusion
By implementing the strategies presented in this Plan, the City of Dublin can make significant strides
toward its clean transportation and climate goals. A focus on strategic partnerships, diversified
ownership models, and thoughtful site selection will ensure that EV infrastructure is accessible,
reliable, and sustainable.
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References
Advanced Clean Cars Program. (n.d.). California Air Resources Board.
https://ww2.arb.ca.gov/our-work/programs/drive-forward-light-duty-vehicle-program/advanced-
clean-cars
Ava Community Energy. (n.d.). Medium- and heavy-duty vehicle electrification blueprint.
https://avaenergy.org/medium-heavy-duty-blueprint/
Ava Community Energy. (n.d.). Savings and incentives for electric vehicles.
https://avaenergy.org/go-electric/savings-incentives/
Bay Area Reach Codes. (n.d.). Reach codes for building electrification and EV readiness.
https://bayareareachcodes.org/
California Air Resources Board. (n.d.). California greenhouse gas inventory data.
https://ww2.arb.ca.gov/ghg-inventory-data
California Air Resources Board. (n.d.). Low Carbon Fuel Standard: Program overview.
https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard/about
California Air Resources Board. (2025). Monthly LCFS credit transfer activity: December 2025.
https://ww2.arb.ca.gov/sites/default/files/2026-01/December%202025%20-
%20Monthly%20LCFS%20Credit%20Transfer%20Activity.pdf
California Energy Commission. (n.d.). Zero-emission vehicle and infrastructure statistics.
https://www.energy.ca.gov/files/zev-and-infrastructure-stats-data
California Governor’s Office. (2020). Executive Order N-79-20.
https://www.gov.ca.gov/wp-content/uploads/2020/09/9.23.20-EO-N-79-20-Climate.pdf
City of Dublin. (n.d.). Community and economic profile.
https://www.dublin.ca.gov/238/Community-and-Economic-Profile
Drive Clean California. (n.d.). Electric car charging basics.
https://driveclean.ca.gov/electric-car-charging
Electrek. (2023, February 23). Tesla Supercharger Magic Dock for non-Tesla electric cars spotted in
the U.S.
https://electrek.co/2023/02/23/tesla-supercharger-magic-dock-for-non-tesla-electric-cars-spotted-
us/
Energy and Environmental Economics (E3). (2022). Air quality benefits of transportation
electrification.
https://www.ethree.com/wp-content/uploads/2022/01/CPUC-Air-Quality-Report-FINAL.pdf
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Eurostat. (n.d.). Glossary: Carbon dioxide equivalent.
CO2 equivalent
EVCS. (n.d.). EVCS and the City of Fairfield open their first EV charging site.
https://www.evcs.com/blog/evcs-and-the-city-of-fairfield-open-their-first-ev-charging-site
FindLaw. (n.d.). California Civil Code § 1947.6.
https://codes.findlaw.com/ca/civil-code/civ-sect-1947-6.html
Fortune. (2024, March 7). EV charging stations might be a profitable business after all.
https://fortune.com/2024/03/07/ev-charging-stations-profitable-business-after-all/
International Energy Agency. (n.d.). EV life-cycle assessment calculator.
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International Code Council. (2022). 2022 California Green Building Standards Code (CALGreen) errata
and supplement.
https://www.iccsafe.org/wp-content/uploads/errata_central/2022-CA_Green_July24-
Supp_COMPLETE.pdf
J.D. Power. (2025). E-Vision Intelligence Report: February 2025.
https://www.jdpower.com/business/resources/e-vision-intelligence-report-february-2025
Legislative Counsel of California. (2015). Assembly Bill 1236.
AB1236
Legislative Counsel of California. (2021). Assembly Bill 970.
AB970
Neste. (n.d.). LCFS credit price market data.
https://www.neste.com/investors/market-data/lcfs-credit-price
Oregon Public Utility Commission. (2017). Advice filing UAA 1720 / Adv 1081.
https://edocs.puc.state.or.us/efdocs/UAA/adv1081uaa17201.pdf
ScienceDirect. (2023). Environmental impacts associated with electric vehicle deployment.
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Stable Auto. (n.d.). Electric vehicle charger utilization by month.
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The Autopian. (2023). This EV charging cable punishes thieves by turning them blue.
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Vox. (2023). Electric cars and California air pollution: Health impacts explained.
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Appendices
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Appendix A – Suitability Analysis Results
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City of Dublin, CA
EV Charger Site Suitability Analysis
Default Scenario
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Appendix B – Compiled Conceptual Layouts
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Alamo Creek Park
7601 Shady Creek Rd, Dublin, CA 94568
N
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
LEVEL 2 EV CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
EVCS PRELIMINARY LAYOUT
Do
u
g
h
e
r
t
y
R
d
Willow Cr
e
e
k
D
r
Project Location
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
Shady C
r
e
e
k
R
d
SUMMARY
RECOMMEND SCOPE (4) LEVEL 2 CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $329,000
SUITABILITY SCORE 36
GRID CAPACITY 1.3 - 2.8 MW
PARKING STALL COUNT
STANDARD
ADA 2
STANDARD 22
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 24
2
17
PROP.
3
1
23
LEGEND
UTILITY SERVICE CONDUITS
POINT OF SERVICE, ADDITIONAL
INFRASTRUCTURE NOT VISIBILE,
REQUIRES UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Corporation Yard
5709 Scarlett Ct, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Scarlett Ct
Project Location
DeM
a
r
c
u
s
B
l
v
d
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
LEVEL 2 EV CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
SUMMARY
RECOMMEND SCOPE (4) LEVEL 2 CHARGE PORTS
AMMENITIES CORPORATION YARD &
MAINTENANCE FACILITY
SITE TYPE / OWNERSHIP CORPORATION YARD &
MAINTENANCE FACILITY
ESTIMATED PROJECT COST $238,000
SUITABILITY SCORE 36
GRID CAPACITY 7.6 MW
PARKING STALL COUNT
STANDARD
ADA 2
STANDARD 38
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 40
2
33
PROP.
3
1
39
LEGEND
UTILITY SERVICE CONDUITS
ASSUMED NEW POINT OF
SERVICE, TO BE ADDED AS PART
OF FUTURE FLEET
ELECTRIFICATION, REQUIRES
UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
EV
CHARGING
ONLY
EVCHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
SIGN
I
N
G
A
N
D
S
T
R
I
P
I
N
G
C
O
N
S
T
R
U
C
T
I
O
N
N
O
T
E
S
:
DUB
L
I
N
CIVIC
CENT
E
R
Dublin Civic Center
100 Civic Plaza, Dublin, CA 94568
N
STANDARD EV CHARGING STALL 9'x18' TYP
FUTURE DUAL PORT LEVEL 2 EV CHARGING
STATION
EXISTING PROPOSED VAN /STANDARD
ACCESSIBLE EV CHARGING STALL 12'x18' TYP
EXISTING PROPOSED ACCESS AISLE, 5' WIDE
TYP
EXISTING PROPOSED DUAL PORT LEVEL 2 EV
CHARGING STATION
EXISTING PROPOSED SINGLE PORT LEVEL 2 EV
CHARGING STATION
EVCS PRELIMINARY LAYOUT
SUMMARY
RECOMMEND SCOPE (25) LEVEL 2 CHARGE PORTS
AMMENITIES CIVIC CENTER, RESTROOMS
SITE TYPE / OWNERSHIP CIVIC CENTER
ESTIMATED PROJECT COST $993,000
SUITABILITY SCORE 41
GRID CAPACITY 1.5 MW
PARKING STALL COUNT
STANDARD
ADA 10
STANDARD 202
EXIST.
EVCS 13
ADA EVCS 2
TOTAL
COUNT 227
10
190
PROP.
25
2
227
LEGEND
Project Location
DUBLIN
B
L
V
D
I-580
SIE
R
R
A
C
T
CONCRETE EQUIPMENT PAD, METERED
ELECTRICAL SERVICE SWITCHBOARD
AND DISTRIBUTION
UTILITY SERVICE CONDUITS
POINT OF SERVICE, ADDITIONAL
INFRASTRUCTURE NOT VISIBILE,
REQUIRES UTILITY INPUT
PROPOSED ADA PATH
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
DON BIDDLE COMMUNITY PARK
6100 Horizon Pkwy, Dublin, CA 94568
N
STANDARD EV CHARGING STALL 9'x18' TYP
FUTURE DUAL PORT LEVEL 2 EV CHARGING
STATION.
FUTURE SINGLE PORT LEVEL 2 EV
CHARGING STATION.
EXISTING SINGLE PORT LEVEL 2 EV
CHARGING STATION
EXISTING DUAL PORT LEVEL 2 EV CHARGING
STATION
EXISTING VAN /STANDARD ACCESSIBLE EV
CHARGING STALL 12'x18' TYP
EXISTING ACCESS AISLE, 5' WIDE TYP
Project Location
EVCS PRELIMINARY LAYOUT
SUMMARY
RECOMMEND SCOPE (8) LEVEL 2 PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $273,000
SUITABILITY SCORE 40
GRID CAPACITY 3.3 MW
PARKING STALL COUNT
STANDARD
ADA 9
STANDARD 207
EXIST.
EVCS 12
ADA EVCS 2
TOTAL
COUNT 230
9
203
PROP.
16
2
230
LEGEND
EXISTING CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
POINT OF SERVICE, ADDITIONAL
INFRASTRUCTURE NOT VISIBILE,
REQUIRES UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
EV
CHARGING
ONLY
HORIZON PKWY
SCA
R
L
E
T
T
D
R
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Dublin Library
200 Civic Plaza, Dublin, CA 94568
N
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
STANDARD ACCESSIBLE EV
CHARGING STALL 9'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
EVCS PRELIMINARY LAYOUT
SUMMARY
RECOMMEND SCOPE (22) LEVEL 2 CHARGE PORTS
AMMENITIES LIBRARY, RESTROOMS
SITE TYPE / OWNERSHIP LIBRARY
ESTIMATED PROJECT COST $2,195,000
SUITABILITY SCORE 41
BUILDING SPARE ELECTRICAL
CAPACITY 648 kW
PARKING STALL COUNT
STANDARD
ADA 5
STANDARD 189
EXIST.
EVCS 3
ADA EVCS -
TOTAL
COUNT 197
5
165
PROP.
23
2
195
LEGEND
EXISTING SINGLE PORT LEVEL 2
EV CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ASSUMED TO BE CONNECTED TO
EXISTING FACILITY
INFRASTRCTURE
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Project Location
DUBLIN
B
L
V
D
I-580
SIE
R
R
A
C
T
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
EV
CHARGING
ONLY
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Dublin Sports Ground
6700 Dublin Blvd, Dublin, CA 94568
N
STANDARD EV CHARGING STALL 9'x18'
TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
FUTURE DUAL PORT LEVEL 2 EV
CHARGING STATION.
FUTURE DCFC EV CHARGING STATION
EXISTING SINGLE PORT LEVEL 2 EV
CHARGING STATION
EXISTING DUAL PORT LEVEL 2 EV
CHARGING STATION
EVCS PRELIMINARY LAYOUT
SUMMARY
RECOMMEND SCOPE (20) LEVEL 2 AND (9) LEVEL 3
CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $2,309,000
SUITABILITY SCORE 43
GRID CAPACITY 1.6 MW
PARKING STALL COUNT
STANDARD
ADA 12
STANDARD 145
EXIST.
EVCS 7
ADA EVCS 2
TOTAL
COUNT 166
12
116
PROP.
36
2
166
LEGEND
EXISTING DCFC CHARGING
STATION
EXISTING CONCRETE EQUIPMENT
PAD, METERED ELECTRICAL
SERVICE SWITCHBOARD AND
DISTRIBUTION
UTILITY SERVICE CONDUITS
POINT OF SERVICE, ADDITIONAL
INFRASTRUCTURE NOT VISIBILE,
REQUIRES UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
EV CHARGIN
G
ONLY
EV
CHAR
G
I
N
G
ON
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV CHARGING
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLYEVCHARGIN
G
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLYEVCHARGIN
G
ONLYEVCHARGIN
G
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLYEVCHARGIN
G
ONLYEVCHARGING
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLYEVCHARGIN
G
ONLYEVCHARGING
ONLYEVCHARGIN
G
ONLY
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CHAR
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
Project Location
EV
CHA
R
G
I
N
G
ON
L
Y
DUBLIN
B
L
V
D
I-580
SIE
R
R
A
C
T
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Emerald Glen Park - North Lot
4201 Central Pkwy, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Ta
s
s
a
j
a
r
a
R
d
Central PkwyProject Location
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
EV
CHARGING ONLY
Gleason Dr
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
STANDARD ACCESSIBLE EV
CHARGING STALL 9'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (9) LEVEL 2 AND (4) DCFC
CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $1,642,000
SUITABILITY SCORE 37
GRID CAPACITY 2.9 MW
PARKING STALL COUNT
STANDARD
ADA 6
STANDARD 125
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 131
6
111
PROP.
11
2
130
LEGEND
DCFC EV CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ADDITIONAL INFRASTRUCTURE
NOT VISIBILE, REQUIRES UTILITY
INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Emerald Glen Park - South Lot
4210 Central Pkwy, Dublin, CA 94568
N
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
DCFC EV CHARGING STATION
EXISTING CONCRETE PAD,
SWITCHBOARD AND DISTRIBUTION
EVCS PRELIMINARY LAYOUT
Project Location
SUMMARY
RECOMMEND SCOPE (15) LEVEL 2 AND (8) LEVEL 3
CHARGE PORTS
AMMENITIES PARK, WATER PARK,
RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $3,278,000
SUITABILITY SCORE 37
GRID CAPACITY 2.9 MW
PARKING STALL COUNT
STANDARD
ADA 19
STANDARD 326
EXIST.
EVCS 6
ADA EVCS -
TOTAL
COUNT 351
19
301
PROP.
27
2
349
LEGEND
EXISTING SINGLE PORT LEVEL 2
EV CHARGING STATION
EXISTING DUAL PORT LEVEL 2 EV
CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
POINT OF SERVICE, ADDITIONAL
INFRASTRUCTURE NOT VISIBILE,
REQUIRES UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Central Pa
r
k
w
a
y
Gl
y
n
n
i
s
R
o
s
e
D
r
EV
CHARG
I
N
G
ONLY
EVCHA
R
G
I
N
G
ON
L
Y
EVCHA
R
G
I
N
G
ON
L
Y
EVCHA
R
G
I
N
G
ON
L
Y
EVCHA
R
G
I
N
G
ON
L
Y
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONL
Y
EV
CHAR
G
I
N
G
ONLY
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Fallon Sports Park - Lower Lot
4605 Lockhart St, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Central Pkwy
Project Location
Gleason Dr
Lo
c
k
h
a
r
t
S
t
Fa
l
l
o
n
R
d
Palermo Way
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
STANDARD ACCESSIBLE EV
CHARGING STALL 9'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
DCFC EV CHARGING STATION
PARKING STALL COUNT
STANDARD
ADA 8
STANDARD 143
EXIST.
EVCS 2
ADA EVCS 1
TOTAL
COUNT 154
8
134
PROP.
5
3
153
LEGEND
EXISTING SINGLE PORT LEVEL 2 EV
CHARGING STATION
EXISTING DUAL PORT LEVEL 2 EV
CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ADDITIONAL INFRASTRUCTURE NOT
VISIBILE, REQUIRES UTILITY INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
SUMMARY
RECOMMEND SCOPE (2) LEVEL 2 and (3) DCFC
CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $1,234,000
SUITABILITY SCORE 59
GRID CAPACITY 2.2 MW
EV
C
H
A
R
G
I
N
G
O
N
L
Y
EV
C
H
A
R
G
I
N
G
O
N
L
Y
EV
C
H
A
R
G
I
N
G
O
N
L
Y
EV
C
H
A
R
G
I
N
G
O
N
L
Y
EV
C
H
A
R
G
I
N
G
O
N
L
Y
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
O
N
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
O
N
L
Y
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
STANDARD ACCESSIBLE EV
CHARGING STALL 9'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (15) LEVEL 2 and (8) DCFC
CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $5,045,000
SUITABILITY SCORE 59
GRID CAPACITY 2.2 MW
PARKING STALL COUNT
STANDARD
ADA 7
STANDARD 218
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 225
7
193
PROP.
20
3
223
LEGEND
DCFC EV CHARGING STATION
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ADDITIONAL INFRASTRUCTURE
NOT VISIBILE, REQUIRES UTILITY
INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Fallon Sports Park - Upper Lot
4605 Lockhart St, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Central Pkwy
Project Location
Gleason Dr
Lo
c
k
h
a
r
t
S
t
Fa
l
l
o
n
R
d
Palermo Way
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Fire Station 16
7494 Donohue Dr, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Stewa
r
d
D
r
Project Location
Amado
r
V
a
l
l
e
y
B
l
v
d
Do
n
o
h
u
e
D
r
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
DUAL PORT LEVEL 2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (4) LEVEL 2 CHARGE PORTS
AMMENITIES FIRE STATION
SITE TYPE / OWNERSHIP FIRE STATION
ESTIMATED PROJECT COST $309,000
SUITABILITY SCORE 36
GRID CAPACITY 2 MW
PARKING STALL COUNT
STANDARD
ADA 1
STANDARD 19
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 20
1
14
PROP.
3
1
19
LEGEND
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ADDITIONAL INFRASTRUCTURE
NOT VISIBILE, REQUIRES UTILITY
INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Fire Station 17
6200 Madigan Rd, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Broder Boulevard
Project Location
Ma
d
i
g
a
n
R
o
a
d
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
EV
CHARGING
ONLY
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (4) LEVEL 2 CHARGE PORTS
AMMENITIES FIRE STATION
SITE TYPE / OWNERSHIP FIRE STATION
ESTIMATED PROJECT COST $562,000
SUITABILITY SCORE 36
GRID CAPACITY 3.5 MW
PARKING STALL COUNT
STANDARD
ADA 1
STANDARD 16
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 17
1
12
PROP.
3
1
17
LEGEND
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ASSUMED TO BE CONNECTED TO
EXISTING FACILITY
INFRASTRCTURE
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Fire Station 18
4800 Fallon Rd, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Fallo
n
R
o
a
d
Project Location
Gle
a
s
o
n
D
r
i
v
e
Posit
a
n
o
P
a
r
k
w
a
y
Be
n
t
T
r
e
e
D
r
i
v
e
Lo
c
k
h
a
r
t
S
t
r
e
e
t
EV CHAR
G
I
N
G
ONL
Y
EV CHAR
G
I
N
G
ONL
Y
EV CHAR
G
I
N
G
ONL
Y
EV
CH
A
R
G
I
N
G
O
N
L
Y
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
SINGLE PORT LEVEL 2 EV
CHARGING STATION
DUAL PORT LEVEL 2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (4) LEVEL 2 CHARGE PORTS
AMMENITIES FIRE STATION
SITE TYPE / OWNERSHIP FIRE STATION
ESTIMATED PROJECT COST $490,000
SUITABILITY SCORE 20
GRID CAPACITY 1.4 MW
PARKING STALL COUNT
STANDARD
ADA 1
STANDARD 9
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 10
1
5
PROP.
3
1
23
LEGEND
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ASSUMED TO BE CONNECTED TO
EXISTING FACILTY ELECTRICAL
INFRASTRUCTURE
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Dublin Senior Center
7600 Amador Valley Blvd, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Amado
r
V
a
l
l
e
y
B
l
v
d
Am
a
d
o
r
P
l
a
z
a
R
d
Project Location
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARGI
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
EV
CHARG
I
N
G
ONLY
Starwa
r
d
D
r
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
STANDARD ACCESSIBLE EV
CHARGING STALL 9'x18' TYP
ACCESS AISLE, 5' WIDE TYP
DUAL PORT LEVE L2 EV CHARGING
STATION
SUMMARY
RECOMMEND SCOPE (12) LEVEL 2 CHARGE PORTS
AMMENITIES SENIOR CENTER, RETAIL,
RESTAURANTS, RESTROOMS
SITE TYPE / OWNERSHIP SENIOR CENTER
ESTIMATED PROJECT COST $690,000
SUITABILITY SCORE 63
BUILDING SPARE ELECTRICAL
CAPACITY 266 kW
PARKING STALL COUNT
STANDARD
ADA 4
STANDARD 58
EXIST.
EVCS -
ADA EVCS -
TOTAL
COUNT 62
4
45
PROP.
10
2
61
LEGEND
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ASSUMED TO BE CONNECTED TO
EXISTING FACILITY
INFRASTRCTURE
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
Shannon Park
11600 Shannon Ave, Dublin, CA 94568
N
EVCS PRELIMINARY LAYOUT
Pe
p
p
e
r
t
r
e
e
R
d
Shannon Ave
Project Location
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
EV
CHA
R
G
I
N
G
ON
L
Y
Sa
n
R
a
m
o
n
R
d
STANDARD EV CHARGING STALL
9'x18' TYP
VAN ACCESSIBLE EV CHARGING
STALL 12'x18' TYP
ACCESS AISLE, 5' WIDE TYP
DCFC EV CHARGING STATION
EXISTING DUAL PORT LEVEL 2 EV
CHARGING STATION
SUMMARY
RECOMMEND SCOPE (4) DCFC CHARGE PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $1,776,000
SUITABILITY SCORE 59
GRID CAPACITY 0.7 - 2.3 MW
PARKING STALL COUNT
STANDARD
ADA 5
STANDARD 99
EXIST.
EVCS 1
ADA EVCS 1
TOTAL
COUNT 106
5
94
PROP.
4
2
23
LEGEND
CONCRETE EQUIPMENT PAD,
METERED ELECTRICAL SERVICE
SWITCHBOARD AND DISTRIBUTION
UTILITY SERVICE CONDUITS
EXISTING POINT OF SERVICE,
ADDITIONAL INFRASTRUCTURE
NOT VISIBILE, REQUIRES UTILITY
INPUT
PROPOSED ADA PATH OF TRAVEL.
SLOPE NOT VERIFIED
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
WALLIS RANCH COMMUNITY PARK
6501 Rutherford Dr, Dublin, CA 94568
N
STANDARD EV CHARGING STALL 9'x18' TYP
FUTURE SINGLE PORT LEVEL 2 EV
CHARGING STATION
EXISTING SINGLE PORT LEVEL 2 EV
CHARGING STATION
EXISTING VAN /STANDARD ACCESSIBLE EV
CHARGING STALL 12'x18' TYP
EXISTING ACCESS AISLE, 5' WIDE TYP
EVCS PRELIMINARY LAYOUT
SUMMARY
RECOMMEND SCOPE (2) LEVEL PORTS
AMMENITIES PARK, RESTROOMS
SITE TYPE / OWNERSHIP PARK
ESTIMATED PROJECT COST $62,000
SUITABILITY SCORE 16
GRID CAPACITY 4.9 MW
PARKING STALL COUNT
STANDARD
ADA 1
STANDARD 24
EXIST.
EVCS 0
ADA EVCS 2
TOTAL
COUNT 27
1
22
PROP.
2
2
27
LEGEND
Project Location
RUTH
E
R
F
O
R
D
D
R
SCARLETT DR
EV
CHARGING
ONLY
EV
CHARGING
ONLY
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
74
Appendix C – Financial Analysis for Concept Layouts
Table 30. Dublin Library EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$2,195,000
LCFS Credits $16,655 $17,487 $18,362 $19,280 $20,244 $21,256 $22,319 $23,435 $24,606 $25,837 $27,128
Maintenance Cost -$6,120 -$6,304 -$6,493 -$6,687 -$6,888 -$7,095 -$7,308 -$7,527 -$7,753 -$7,985 -$8,225
Networking Fees -$5,940 -$6,118 -$6,302 -$6,491 -$6,686 -$6,886 -$7,093 -$7,305 -$7,525 -$7,750 -$7,983
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $237,922 $249,818 $262,309 $275,424 $289,195 $303,655 $318,838 $334,780 $351,519 $369,094 $387,549
Charger Use Cost /
kWh
$0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City /
kWh
$0.37 $0.38 $0.39 $0.40 $0.42 $0.43 $0.44 $0.46 $0.47 $0.48 $0.50
Annual Charger Profit -$4,758 -$5,146 -$5,566 -$6,019 -$6,510 -$7,040 -$7,614 -$8,235 -$8,906 -$9,632 -$10,417
Annual Cashflow -$2,195,164 -$81 $1 $82 $160 $235 $304 $368 $423 $469 $504
NPV (using 5%
discount rate) -$2,193,466
Cumulative Cashflow -$2,195,164 -$2,195,245 -$2,195,243 -$2,195,161 -$2,195,001 -$2,194,766 -$2,194,462 -$2,194,095 -$2,193,671 -$2,193,202 -$2,192,698
Table 31. Sensitivity Analysis For Dublin Library EVCS, 10-Yr. Cash Flow
$0.25 $(2,422,197) $(2,470,687) $(2,519,178) $(2,567,668) $(2,616,158) $(2,664,648) $(2,713,138) $(2,752,729) $(2,786,812)
$0.28 $(2,386,268) $(2,410,805) $(2,435,342) $(2,459,880) $(2,484,417) $(2,508,954) $(2,533,491) $(2,553,095) $(2,569,007)
$0.31 $(2,350,339) $(2,350,923) $(2,351,507) $(2,352,092) $(2,352,676) $(2,353,260) $(2,353,845) $(2,353,461) $(2,351,202)
$0.34 $(2,314,409) $(2,291,041) $(2,267,672) $(2,244,304) $(2,220,935) $(2,197,567) $(2,174,198) $(2,153,827) $(2,133,396)
$0.37 $(2,278,480) $(2,231,158) $(2,183,837) $(2,136,516) $(2,089,194) $(2,041,873) $(1,994,551) $(1,954,192) $(1,915,591)
$0.40 $(2,242,551) $(2,171,276) $(2,100,002) $(2,028,728) $(1,957,453) $(1,886,179) $(1,814,905) $(1,754,558) $(1,697,786)
$0.43 $(2,206,621) $(2,111,394) $(2,016,167) $(1,920,940) $(1,825,712) $(1,730,485) $(1,635,258) $(1,554,924) $(1,479,980)
$0.46 $(2,170,692) $(2,051,512) $(1,932,332) $(1,813,152) $(1,693,972) $(1,574,791) $(1,455,611) $(1,355,290) $(1,262,175)
$0.49 $(2,134,763) $(1,991,630) $(1,848,497) $(1,705,364) $(1,562,231) $(1,419,098) $(1,275,965) $(1,155,656) $(1,044,370)
$0.52 $(2,098,833) $(1,931,747) $(1,764,661) $(1,597,576) $(1,430,490) $(1,263,404) $(1,096,318) $(956,021) $(826,564)
$0.55 $(2,062,904) $(1,871,865) $(1,680,826) $(1,489,788) $(1,298,749) $(1,107,710) $(916,671) $(756,387) $(608,759)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
75
Table 32. Corp Yard EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$238,000
LCFS Credits $1,521 $1,597 $1,677 $1,760 $1,848 $1,941 $2,038 $2,140 $2,247 $2,359 $2,477
Maintenance Cost -$1,020 -$1,051 -$1,082 -$1,115 -$1,148 -$1,182 -$1,218 -$1,254 -$1,292 -$1,331 -$1,371
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $21,725 $22,811 $23,952 $25,149 $26,407 $27,727 $29,113 $30,569 $32,097 $33,702 $35,387
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.24 $0.25 $0.26 $0.27 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.33
Annual Charger Profit $2,304 $2,492 $2,695 $2,915 $3,152 $3,409 $3,687 $3,988 $4,313 $4,664 $5,044
Annual Cashflow -$237,422 $745 $927 $1,128 $1,347 $1,586 $1,848 $2,135 $2,447 $2,787 $3,158
NPV (using 5% discount rate) -$224,258
Cumulative Cashflow -$237,422 -$236,677 -$235,749 -$234,622 -$233,275 -$231,689 -$229,840 -$227,706 -$225,259 -$222,472 -$219,313
Table 33. Sensitivity Analysis For Corp Yard EVCS, 10-Yr. Cash Flow
$0.25 $(272,438) $(267,675) $(262,911) $(258,148) $(253,384) $(248,621) $(243,857) $(239,803) $(235,943)
$0.28 $(269,157) $(262,207) $(255,256) $(248,306) $(241,355) $(234,404) $(227,454) $(221,574) $(216,055)
$0.31 $(265,877) $(256,739) $(247,601) $(238,463) $(229,326) $(220,188) $(211,050) $(203,345) $(196,167)
$0.34 $(262,596) $(251,271) $(239,946) $(228,621) $(217,296) $(205,971) $(194,646) $(185,117) $(176,279)
$0.37 $(259,315) $(245,803) $(232,291) $(218,779) $(205,267) $(191,755) $(178,243) $(166,888) $(156,391)
$0.40 $(256,034) $(240,335) $(224,636) $(208,937) $(193,238) $(177,538) $(161,839) $(148,659) $(136,503)
$0.43 $(252,754) $(234,867) $(216,981) $(199,095) $(181,208) $(163,322) $(145,435) $(130,430) $(116,615)
$0.46 $(249,473) $(229,399) $(209,326) $(189,252) $(169,179) $(149,105) $(129,032) $(112,202) $(96,727)
$0.49 $(246,192) $(223,932) $(201,671) $(179,410) $(157,149) $(134,889) $(112,628) $(93,973) $(76,839)
$0.52 $(242,912) $(218,464) $(194,016) $(169,568) $(145,120) $(120,672) $(96,224) $(75,744) $(56,951)
$0.55 $(239,631) $(212,996) $(186,361) $(159,726) $(133,091) $(106,456) $(79,821) $(57,515) $(37,063)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
76
Table 34. Senior Center EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$690,000
LCFS Credits $4,562 $4,790 $5,030 $5,281 $5,545 $5,823 $6,114 $6,419 $6,740 $7,077 $7,431
Maintenance Cost -$3,060 -$3,152 -$3,246 -$3,344 -$3,444 -$3,547 -$3,654 -$3,763 -$3,876 -$3,993 -$4,112
Networking Fees -$3,240 -$3,337 -$3,437 -$3,540 -$3,647 -$3,756 -$3,869 -$3,985 -$4,104 -$4,227 -$4,354
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $65,174 $68,433 $71,855 $75,448 $79,220 $83,181 $87,340 $91,707 $96,292 $101,107 $106,162
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Annual Charger Profit $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0
Annual Cashflow -$691,738 -$1,699 -$1,654 -$1,603 -$1,545 -$1,481 -$1,409 -$1,329 -$1,240 -$1,143 -$1,035
NPV (using 5% discount rate) -$702,879
Cumulative Cashflow -$691,738 -$693,436 -$695,090 -$696,693 -$698,238 -$699,719 -$701,128 -$702,457 -$703,697 -$704,839 -$705,875
Table 35. Sensitivity Analysis For Senior Center EVCS, 10-Yr. Cash Flow
Charge EV 3% 5% 7% 9% 11% 13% 15% 17% 20%
$0.25 $(784,052) $(792,961) $(801,870) $(810,778) $(819,687) $(828,596) $(837,504) $(844,700) $(850,717)
$0.28 $(774,210) $(776,557) $(778,904) $(781,252) $(783,599) $(785,946) $(788,293) $(790,013) $(791,054)
$0.31 $(764,368) $(760,154) $(755,939) $(751,725) $(747,511) $(743,297) $(739,082) $(735,327) $(731,390)
$0.34 $(754,526) $(743,750) $(732,974) $(722,198) $(711,423) $(700,647) $(689,871) $(680,641) $(671,726)
$0.37 $(744,683) $(727,346) $(710,009) $(692,672) $(675,335) $(657,997) $(640,660) $(625,955) $(612,062)
$0.40 $(734,841) $(710,942) $(687,044) $(663,145) $(639,247) $(615,348) $(591,449) $(571,268) $(552,398)
$0.43 $(724,999) $(694,539) $(664,079) $(633,619) $(603,158) $(572,698) $(542,238) $(516,582) $(492,734)
$0.46 $(715,157) $(678,135) $(641,114) $(604,092) $(567,070) $(530,049) $(493,027) $(461,896) $(433,070)
$0.49 $(705,315) $(661,731) $(618,148) $(574,565) $(530,982) $(487,399) $(443,816) $(407,210) $(373,406)
$0.52 $(695,472) $(645,328) $(595,183) $(545,039) $(494,894) $(444,750) $(394,605) $(352,523) $(313,742)
$0.55 $(685,630) $(628,924) $(572,218) $(515,512) $(458,806) $(402,100) $(345,394) $(297,837) $(254,079)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
77
Table 36. Shannon Park EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost
-$1,776,000
LCFS Credits $36,792 $38,632 $40,563 $42,591 $44,721 $46,957 $49,305 $51,770 $54,359 $57,076 $59,930
Maintenance Cost -$2,000 -$2,060 -$2,122 -$2,185 -$2,251 -$2,319 -$2,388 -$2,460 -$2,534 -$2,610 -$2,688
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $525,600 $551,880 $579,474 $608,448 $638,870 $670,814 $704,354 $739,572 $776,551 $815,378 $856,147
Charger Use Cost / kWh $0.50 $0.52 $0.53 $0.55 $0.56 $0.58 $0.60 $0.61 $0.63 $0.65 $0.67
Energy Cost to City / kWh $0.25 $0.26 $0.26 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.32 $0.33
Annual Charger Profit $131,999 $142,757 $154,391 $166,974 $180,583 $195,300 $211,217 $228,431 $247,048 $267,183 $288,958
Annual Cashflow -$1,624,050 $164,042 $177,088 $191,163 $206,349 $222,734 $240,413 $259,489 $280,074 $302,286 $326,256
NPV (using 5% discount rate) $150,749
Cumulative Cashflow -$1,624,050 -$1,460,008 -$1,282,919 -$1,091,756 -$885,407 -$662,673 -$422,260 -$162,770 $117,303 $419,589 $745,845
Table 37. Shannon Park For Civic Center EVCS, 10-Yr. Cash Flow
$0.25 $(1,831,869)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
78
Table 38. Fire Station 16 EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost
-$309,000
LCFS Credits $1,521 $1,597 $1,677 $1,760 $1,848 $1,941 $2,038 $2,140 $2,247 $2,359 $2,477
Maintenance Cost -$1,020 -$1,051 -$1,082 -$1,115 -$1,148 -$1,182 -$1,218 -$1,254 -$1,292 -$1,331 -$1,371
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $21,725 $22,811 $23,952 $25,149 $26,407 $27,727 $29,113 $30,569 $32,097 $33,702 $35,387
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.38 $0.39 $0.40 $0.42 $0.43 $0.44 $0.45 $0.47 $0.48 $0.50 $0.51
Annual Charger Profit -$652 -$705 -$762 -$824 -$892 -$964 -$1,043 -$1,128 -$1,220 -$1,319 -$1,427
Annual Cashflow -$310,231 -$1,271 -$1,314 -$1,359 -$1,407 -$1,458 -$1,512 -$1,571 -$1,633 -$1,700 -$1,772
NPV (using 5% discount rate) -$321,640
Cumulative Cashflow -$310,231 -$311,502 -$312,816 -$314,174 -$315,581 -$317,039 -$318,551 -$320,122 -$321,755 -$323,456 -$325,227
Table 39. Sensitivity Analysis For Fire Station 16 EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(343,631)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
79
Table 40. Fire Station 17 EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$562,000
LCFS Credits $1,521 $1,597 $1,677 $1,760 $1,848 $1,941 $2,038 $2,140 $2,247 $2,359 $2,477
Maintenance Cost -$1,020 -$1,051 -$1,082 -$1,115 -$1,148 -$1,182 -$1,218 -$1,254 -$1,292 -$1,331 -$1,371
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $21,725 $22,811 $23,952 $25,149 $26,407 $27,727 $29,113 $30,569 $32,097 $33,702 $35,387
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.38 $0.39 $0.40 $0.42 $0.43 $0.44 $0.45 $0.47 $0.48 $0.50 $0.51
Annual Charger Profit -$652 -$705 -$762 -$824 -$892 -$964 -$1,043 -$1,128 -$1,220 -$1,319 -$1,427
Annual Cashflow -$563,231 -$1,271 -$1,314 -$1,359 -$1,407 -$1,458 -$1,512 -$1,571 -$1,633 -$1,700 -$1,772
NPV (using 5% discount rate) -$574,640
Cumulative Cashflow -$563,231 -$564,502 -$565,816 -$567,174 -$568,581 -$570,039 -$571,551 -$573,122 -$574,755 -$576,456 -$578,227
Table 41. Sensitivity Analysis For Fire Station 17 EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(596,631) $(601,788) $(606,945) $(612,102) $(617,258) $(622,415) $(627,572) $(631,795) $(635,460)
$0.28 $(593,351) $(596,320) $(599,290) $(602,259) $(605,229) $(608,199) $(611,168) $(613,567) $(615,572)
$0.31 $(590,070) $(590,852) $(591,635) $(592,417) $(593,200) $(593,982) $(594,764) $(595,338) $(595,685)
$0.34 $(586,789) $(585,385) $(583,980) $(582,575) $(581,170) $(579,766) $(578,361) $(577,109) $(575,797)
$0.37 $(583,509) $(579,917) $(576,325) $(572,733) $(569,141) $(565,549) $(561,957) $(558,880) $(555,909)
$0.40 $(580,228) $(574,449) $(568,670) $(562,891) $(557,112) $(551,332) $(545,553) $(540,652) $(536,021)
$0.43 $(576,947) $(568,981) $(561,015) $(553,048) $(545,082) $(537,116) $(529,150) $(522,423) $(516,133)
$0.46 $(573,666) $(563,513) $(553,360) $(543,206) $(533,053) $(522,899) $(512,746) $(504,194) $(496,245)
$0.49 $(570,386)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
80
Table 42. Fire Station 18 EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$490,000
LCFS Credits $1,521 $1,597 $1,677 $1,760 $1,848 $1,941 $2,038 $2,140 $2,247 $2,359 $2,477
Maintenance Cost -$1,020 -$1,051 -$1,082 -$1,115 -$1,148 -$1,182 -$1,218 -$1,254 -$1,292 -$1,331 -$1,371
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $21,725 $22,811 $23,952 $25,149 $26,407 $27,727 $29,113 $30,569 $32,097 $33,702 $35,387
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.38 $0.39 $0.40 $0.42 $0.43 $0.44 $0.45 $0.47 $0.48 $0.50 $0.51
Annual Charger Profit -$652 -$705 -$762 -$824 -$892 -$964 -$1,043 -$1,128 -$1,220 -$1,319 -$1,427
Annual Cashflow -$491,741 -$1,796 -$1,855 -$1,916 -$1,981 -$2,049 -$2,121 -$2,198 -$2,279 -$2,366 -$2,457
NPV (using 5% discount rate) -$507,745
Cumulative Cashflow -$491,741 -$493,537 -$495,392 -$497,308 -$499,289 -$501,338 -$503,459 -$505,657 -$507,937 -$510,302 -$512,759
Table 43. Sensitivity Analysis For Fire Station 18 EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(531,163) $(536,320) $(541,477) $(546,634) $(551,790) $(556,947) $(562,104) $(566,327) $(569,992)
$0.28 $(527,883) $(530,852) $(533,822) $(536,791) $(539,761) $(542,731) $(545,700) $(548,098) $(550,104)
$0.31 $(524,602) $(525,384) $(526,167) $(526,949) $(527,732) $(528,514) $(529,296) $(529,870) $(530,217)
$0.34 $(521,321) $(519,916) $(518,512) $(517,107) $(515,702) $(514,297) $(512,893) $(511,641) $(510,329)
$0.37 $(518,040) $(514,449) $(510,857) $(507,265) $(503,673) $(500,081) $(496,489) $(493,412) $(490,441)
$0.40 $(514,760) $(508,981) $(503,202) $(497,423) $(491,644) $(485,864) $(480,085) $(475,183) $(470,553)
$0.43 $(511,479) $(503,513) $(495,547) $(487,580) $(479,614) $(471,648) $(463,682) $(456,955) $(450,665)
$0.46 $(508,198) $(498,045) $(487,892) $(477,738) $(467,585) $(457,431) $(447,278) $(438,726) $(430,777)
$0.49 $(504,918)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
81
Table 44. Dublin Sports Ground EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$2,309,000
LCFS Credits $42,096 $44,201 $46,411 $48,732 $51,168 $53,727 $56,413 $59,234 $62,195 $65,305 $68,570
Maintenance Cost -$16,140 -$16,624 -$17,123 -$17,637 -$18,166 -$18,711 -$19,272 -$19,850 -$20,446 -$21,059 -$21,691
Networking Fees -$7,830 -$8,065 -$8,307 -$8,556 -$8,813 -$9,077 -$9,349 -$9,630 -$9,919 -$10,216 -$10,523
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $601,374 $631,443 $663,015 $696,166 $730,974 $767,523 $805,899 $846,194 $888,503 $932,928 $979,575
Charger Use Cost / kWh $0.43 $0.44 $0.45 $0.46 $0.48 $0.49 $0.51 $0.52 $0.54 $0.55 $0.57
Energy Cost to City / kWh $0.25 $0.26 $0.26 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.32 $0.33
Annual Charger Profit $105,925 $114,558 $123,895 $133,992 $144,913 $156,723 $169,496 $183,310 $198,250 $214,407 $231,881
Annual Cashflow -$2,201,002 $117,535 $127,844 $138,989 $151,033 $164,051 $178,118 $193,319 $209,744 $227,490 $246,662
NPV (using 5% discount rate) -$889,912
Cumulative Cashflow -$2,201,002 -$2,083,468 -$1,955,623 -$1,816,635 -$1,665,602 -$1,501,551 -$1,323,433 -$1,130,114 -$920,370 -$692,880 -$446,218
Table 45. Sensitivity Analysis For Dublin Sports Ground EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(2,487,397) $(2,264,582) $(2,041,767) $(1,818,952) $(1,596,137) $(1,373,321) $(1,150,506) $(962,375) $(786,512)
$0.28 $(2,441,990) $(2,188,903) $(1,935,816) $(1,682,729) $(1,429,642) $(1,176,554) $(923,467) $(710,076) $(511,248)
$0.31 $(2,396,582) $(2,113,223) $(1,829,864) $(1,546,505) $(1,263,146) $(979,788) $(696,429) $(457,777) $(235,984)
$0.34 $(2,351,174) $(2,037,543) $(1,723,913) $(1,410,282) $(1,096,651) $(783,021) $(469,390) $(205,477) $39,280
$0.37 $(2,305,766) $(1,961,864) $(1,617,961) $(1,274,059) $(930,156) $(586,254) $(242,351) $46,822 $314,543
$0.40 $(2,260,359) $(1,886,184) $(1,512,010) $(1,137,836) $(763,661) $(389,487) $(15,312) $299,121 $589,807
$0.43 $(2,214,951) $(1,810,505) $(1,406,059) $(1,001,612) $(597,166) $(192,720) $211,726 $551,420 $865,071
$0.46 $(2,169,543) $(1,734,825) $(1,300,107) $(865,389) $(430,671) $4,047 $438,765 $803,719 $1,140,335
$0.49 $(2,124,135)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
82
Table 46. Emerald Glen Park EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$1,642,000
LCFS Credits $45,953 $48,251 $50,663 $53,197 $55,856 $58,649 $61,582 $64,661 $67,894 $71,289 $74,853
Maintenance Cost -$7,570 -$7,797 -$8,031 -$8,272 -$8,520 -$8,776 -$9,039 -$9,310 -$9,589 -$9,877 -$10,173
Networking Fees -$3,510 -$3,615 -$3,724 -$3,835 -$3,951 -$4,069 -$4,191 -$4,317 -$4,446 -$4,580 -$4,717
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $656,474 $689,298 $723,763 $759,951 $797,949 $837,846 $879,738 $923,725 $969,912 $1,018,407 $1,069,328
Charger Use Cost / kWh $0.43 $0.44 $0.45 $0.46 $0.48 $0.49 $0.51 $0.52 $0.54 $0.55 $0.57
Energy Cost to City / kWh $0.25 $0.26 $0.26 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.32 $0.33
Annual Charger Profit $115,631 $125,055 $135,247 $146,269 $158,190 $171,083 $185,026 $200,106 $216,414 $234,052 $253,127
Annual Cashflow -$1,508,697 $144,176 $155,907 $168,563 $182,216 $196,947 $212,839 $229,985 $248,483 $268,440 $289,973
NPV (using 5% discount rate) $61,369
Cumulative Cashflow -$1,508,697 -$1,364,520 -$1,208,613 -$1,040,051 -$857,834 -$660,888 -$448,049 -$218,064 $30,418 $298,859 $588,832
Table 47. Sensitivity Analysis For Emerald Glen Park EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(1,639,369) $(1,396,139) $(1,152,908) $(909,678) $(666,447) $(423,217) $(179,986) $25,383 $217,359
$0.28 $(1,589,801) $(1,313,525) $(1,037,249) $(760,973) $(484,697) $(208,421) $67,855 $300,798 $517,843
$0.31 $(1,540,233) $(1,230,911) $(921,590) $(612,268) $(302,947) $6,374 $315,696 $576,214 $818,328
$0.34 $(1,490,664) $(1,148,298) $(805,931) $(463,564) $(121,197) $221,170 $563,537 $851,630 $1,118,813
$0.37 $(1,441,096) $(1,065,684) $(690,272) $(314,859) $60,553 $435,965 $811,378 $1,127,046 $1,419,297
$0.40 $(1,391,528) $(983,070) $(574,612) $(166,155) $242,303 $650,761 $1,059,219 $1,402,462 $1,719,782
$0.43 $(1,341,960) $(900,457) $(458,953) $(17,450) $424,053 $865,556 $1,307,060 $1,677,878 $2,020,267
$0.46 $(1,292,392) $(817,843) $(343,294) $131,255 $605,803 $1,080,352 $1,554,901 $1,953,293 $2,320,752
$0.49 $(1,242,823)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
83
Table 48. The Wave EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$3,278,000
LCFS Credits $45,929 $48,225 $50,636 $53,168 $55,827 $58,618 $61,549 $64,626 $67,858 $71,250 $74,813
Maintenance Cost -$8,080 -$8,322 -$8,572 -$8,829 -$9,094 -$9,367 -$9,648 -$9,937 -$10,236 -$10,543 -$10,859
Networking Fees -$6,210 -$6,396 -$6,588 -$6,786 -$6,989 -$7,199 -$7,415 -$7,638 -$7,867 -$8,103 -$8,346
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $656,124 $688,930 $723,377 $759,546 $797,523 $837,399 $879,269 $923,232 $969,394 $1,017,864 $1,068,757
Charger Use Cost / kWh $0.43 $0.44 $0.45 $0.46 $0.48 $0.49 $0.51 $0.52 $0.54 $0.55 $0.57
Energy Cost to City / kWh $0.25 $0.26 $0.27 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.33 $0.34
Annual Charger Profit $114,822 $124,180 $134,300 $145,246 $157,083 $169,886 $183,731 $198,705 $214,900 $232,414 $251,356
Annual Cashflow -$3,131,540 $157,686 $169,776 $182,799 $196,826 $211,938 $228,217 $245,757 $264,655 $285,019 $306,964
NPV (using 5% discount rate) -$1,445,215
Cumulative Cashflow -$3,131,540 -$2,973,854 -$2,804,077 -$2,621,278 -$2,424,452 -$2,212,514 -$1,984,297 -$1,738,540 -$1,473,885 -$1,188,866 -$881,901
Table 49. Sensitivity Analysis For The Wave EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(3,100,135) $(2,859,542) $(2,618,949) $(2,378,357) $(2,137,764) $(1,897,172) $(1,656,579) $(1,453,413) $(1,263,442)
$0.28 $(3,050,593) $(2,776,972) $(2,503,352) $(2,229,732) $(1,956,111) $(1,682,491) $(1,408,871) $(1,178,144) $(963,118)
$0.31 $(3,001,051) $(2,694,403) $(2,387,755) $(2,081,107) $(1,774,458) $(1,467,810) $(1,161,162) $(902,875) $(662,794)
$0.34 $(2,951,509) $(2,611,833) $(2,272,157) $(1,932,481) $(1,592,805) $(1,253,129) $(913,453) $(627,607) $(362,469)
$0.37 $(2,901,968) $(2,529,264) $(2,156,560) $(1,783,856) $(1,411,152) $(1,038,448) $(665,745) $(352,338) $(62,145)
$0.40 $(2,852,426)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
84
Table 50. Fallon Sports Park Upper EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$5,045,000
LCFS Credits $73,741 $77,428 $81,299 $85,364 $89,632 $94,114 $98,819 $103,760 $108,948 $114,396 $120,116
Maintenance Cost -$15,630 -$16,099 -$16,582 -$17,079 -$17,592 -$18,119 -$18,663 -$19,223 -$19,800 -$20,394 -$21,005
Networking Fees -$6,210 -$6,396 -$6,588 -$6,786 -$6,989 -$7,199 -$7,415 -$7,638 -$7,867 -$8,103 -$8,346
Charger Utilization 8% 9% 9% 10% 10% 11% 11% 12% 12% 13% 14%
kW Delivered Per Year $1,053,437 $1,106,109 $1,161,415 $1,219,485 $1,280,460 $1,344,483 $1,411,707 $1,482,292 $1,556,407 $1,634,227 $1,715,938
Charger Use Cost / kWh $0.43 $0.44 $0.45 $0.46 $0.48 $0.49 $0.51 $0.52 $0.54 $0.55 $0.57
Energy Cost to City / kWh $0.25 $0.26 $0.26 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.32 $0.33
Annual Charger Profit $185,551 $200,674 $217,029 $234,717 $253,846 $274,535 $296,909 $321,107 $347,277 $375,581 $406,190
Annual Cashflow -$4,840,803 $221,354 $239,878 $259,877 $281,469 $304,778 $329,942 $357,108 $386,433 $418,090 $452,263
NPV (using 5% discount rate) -$2,408,849
Cumulative Cashflow -$4,840,803 -$4,619,449 -$4,379,571 -$4,119,694 -$3,838,226 -$3,533,447 -$3,203,505 -$2,846,397 -$2,459,964 -$2,041,874 -$1,589,610
Table 51. Sensitivity Analysis For Fallon Sports Park Upper EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(5,053,873) $(4,692,121) $(4,330,369) $(3,968,617) $(3,606,865) $(3,245,113) $(2,883,361) $(2,567,409) $(2,247,791)
$0.28 $(4,980,715) $(4,570,192) $(4,159,668) $(3,749,144) $(3,338,621) $(2,928,097) $(2,517,573) $(2,159,465) $(1,798,250)
$0.31 $(4,907,558) $(4,448,262) $(3,988,967) $(3,529,672) $(3,070,376) $(2,611,081) $(2,151,785) $(1,751,522) $(1,348,709)
$0.34 $(4,834,400) $(4,326,333) $(3,818,266) $(3,310,199) $(2,802,132) $(2,294,064) $(1,785,997) $(1,343,578) $(899,167)
$0.37 $(4,761,243) $(4,204,404) $(3,647,565) $(3,090,726) $(2,533,887) $(1,977,048) $(1,420,209) $(935,635) $(449,626)
$0.40 $(4,688,085)
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
85
Table 52. Fallon Sports Park Lower EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$1,234,000
LCFS Credits $27,125 $28,481 $29,905 $31,400 $32,970 $34,619 $36,350 $38,167 $40,076 $42,079 $44,183
Maintenance Cost -$4,020 -$4,141 -$4,265 -$4,393 -$4,525 -$4,660 -$4,800 -$4,944 -$5,092 -$5,245 -$5,403
Networking Fees -$1,350 -$1,391 -$1,432 -$1,475 -$1,519 -$1,565 -$1,612 -$1,660 -$1,710 -$1,761 -$1,814
Charger Utilization 8% 9% 9% 10% 10% 11% 11% 12% 12% 13% 14%
kW Delivered Per Year $387,496 $406,871 $427,215 $448,575 $471,004 $494,554 $519,282 $545,246 $572,508 $601,134 $631,191
Charger Use Cost / kWh $0.43 $0.44 $0.45 $0.46 $0.48 $0.49 $0.51 $0.52 $0.54 $0.55 $0.57
Energy Cost to City / kWh $0.25 $0.26 $0.26 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.32 $0.33
Annual Charger Profit $68,253 $73,816 $79,832 $86,338 $93,375 $100,985 $109,215 $118,116 $127,743 $138,154 $149,413
Annual Cashflow -$1,156,606 $83,773 $90,658 $98,087 $106,104 $114,755 $124,091 $134,165 $145,037 $156,768 $169,427
NPV (using 5% discount rate) -$241,474
Cumulative Cashflow -$1,156,606 -$1,072,833 -$982,175 -$884,088 -$777,984 -$663,229 -$539,138 -$404,972 -$259,936 -$103,168 $66,260
Table 53. Sensitivity Analysis For Fallon Sports Park Lower EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(1,214,419) $(1,081,352) $(948,286) $(815,219) $(682,152) $(549,085) $(416,018) $(299,799) $(182,230)
$0.28 $(1,187,509) $(1,036,502) $(885,495) $(734,488) $(583,481) $(432,474) $(281,467) $(149,741) $(16,871)
$0.31 $(1,160,599) $(991,652) $(822,704) $(653,757) $(484,810) $(315,863) $(146,916) $317 $148,488
$0.34 $(1,133,688) $(946,801) $(759,914) $(573,026) $(386,139) $(199,252) $(12,364) $150,375 $313,847
$0.37 $(1,106,778) $(901,951) $(697,123) $(492,295) $(287,468) $(82,640) $122,187 $300,433 $479,206
$0.40 $(1,079,868) $(857,100) $(634,332) $(411,565) $(188,797) $33,971 $256,739 $450,491 $644,566
$0.43 $(1,052,958) $(812,250) $(571,542) $(330,834) $(90,126) $150,582 $391,290 $600,549 $809,925
$0.46 $(1,026,047) $(767,399) $(508,751) $(250,103) $8,545 $267,193 $525,841 $750,607 $975,284
$0.49 $(999,137) $(722,549) $(445,960) $(169,372) $107,216 $383,805 $660,393 $900,665 $1,140,643
$0.52 $(972,227) $(677,698) $(383,170) $(88,641) $205,887 $500,416 $794,944 $1,050,723 $1,306,003
$0.55 $(945,316) $(632,848) $(320,379) $(7,910) $304,558 $617,027 $929,496 $1,200,780 $1,471,362
Docusign Envelope ID: BDC87F06-C3F3-8F57-81D1-B4D5F0756C7F
City of Dublin EV Infrastructure Plan
86
Table 54. Alamo Creek Park EVCS Project Cash Flow Analysis
Year 0 1 2 3 4 5 6 7 8 9 10
Upfront Capital Cost -$329,000
LCFS Credits $4,072 $4,275 $4,489 $4,713 $4,949 $5,197 $5,456 $5,729 $6,016 $6,316 $6,632
Maintenance Cost -$1,020 -$1,051 -$1,082 -$1,115 -$1,148 -$1,182 -$1,218 -$1,254 -$1,292 -$1,331 -$1,371
Networking Fees -$1,080 -$1,112 -$1,146 -$1,180 -$1,216 -$1,252 -$1,290 -$1,328 -$1,368 -$1,409 -$1,451
Charger Utilization 10% 11% 11% 12% 12% 13% 13% 14% 15% 16% 16%
kW Delivered Per Year $58,166 $61,075 $64,128 $67,335 $70,702 $74,237 $77,949 $81,846 $85,938 $90,235 $94,747
Charger Use Cost / kWh $0.35 $0.36 $0.37 $0.38 $0.39 $0.41 $0.42 $0.43 $0.44 $0.46 $0.47
Energy Cost to City / kWh $0.24 $0.25 $0.26 $0.27 $0.27 $0.28 $0.29 $0.30 $0.31 $0.32 $0.33
Annual Charger Profit $6,170 $6,673 $7,216 $7,804 $8,441 $9,128 $9,872 $10,677 $11,547 $12,488 $13,506
Annual Cashflow -$323,152 $6,422 $7,044 $7,717 $8,445 $9,232 $10,083 $11,003 $11,997 $13,072 $14,234
NPV (using 5% discount rate) -$249,170
Cumulative Cashflow -$323,152 -$316,730 -$309,685 -$301,968 -$293,523 -$284,292 -$274,209 -$263,206 -$251,209 -$238,136 -$223,903
Table 55. Sensitivity Analysis For Alamo Creek Park EVCS, 10-Yr. Cash Flow
Price to Charge EV ($/kWh)
$0.25 $(366,140) $(353,386) $(340,632) $(327,878) $(315,125) $(302,371) $(289,617) $(278,762) $(268,426)
$0.28 $(357,356) $(338,746) $(320,136) $(301,527) $(282,917) $(264,307) $(245,698) $(229,956) $(215,177)
$0.31 $(348,572) $(324,106) $(299,641) $(275,175) $(250,709) $(226,244) $(201,778) $(181,150) $(161,929)
$0.34 $(339,788) $(309,466) $(279,145) $(248,823) $(218,502) $(188,180) $(157,859) $(132,344) $(108,680)
$0.37 $(331,004) $(294,827) $(258,649) $(222,472) $(186,294) $(150,117) $(113,939) $(83,538) $(55,432)
$0.40 $(322,220) $(280,187) $(238,153) $(196,120) $(154,086) $(112,053) $(70,020) $(34,732) $(2,184)
$0.43 $(313,436) $(265,547) $(217,657) $(169,768) $(121,879) $(73,989) $(26,100) $14,074 $51,065
$0.46 $(304,652) $(250,907) $(197,162) $(143,416) $(89,671) $(35,926) $17,819 $62,880 $104,313
$0.49 $(295,868) $(236,267) $(176,666) $(117,065) $(57,463) $2,138 $61,739 $111,686 $157,562
$0.52 $(287,085) $(221,627) $(156,170) $(90,713) $(25,256) $40,201 $105,659 $160,492 $210,810
$0.55 $(278,301) $(206,988) $(135,674) $(64,361) $6,952 $78,265 $149,578 $209,298 $264,059
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Appendix D – Selected Policy Review
AB1236 and AB970
Permitting requirements and prolonged approval timelines have been, and still are, significant
barriers to installing EVCS. To encourage a consistent and efficient permitting process for EVCS,
California passed Assembly Bill 1236 in October 2015 requiring all cities and counties to develop
streamlined EV charging station permitting protocols by September 30, 2017. Then, on October 8,
2021, California passed Assembly Bill 970 as follow-on legislation to establish timelines for cities to
approve EVCS permit applications which went into effect January 1, 2023. The legislation is designed
to create uniform standards to facilitate permitting and decrease overall EVCS installation costs to
support increased EV ownership.
Key requirements of AB1236 and AB970 for municipalities include:
• Adopt an ordinance that creates an expedited, streamlined permitting process for EVCS
including Level 2 and DCFCs.
• Post a checklist of all requirements needed for expedited review on the municipal website.
• Administratively approve through building or another non-discretionary permit all EVCS
projects that meet the expedited checklist requirements.
• Review EVCS projects with a focus on health and safety.
• Authority Having Jurisdiction (AHJ) accepts electronic signatures on permit applications.
• EVCS permit approval not subject to approval of an association (as defined in sec. 4080 of
Civil Code).
• AHJ commits to issuing one complete written correction notice detailing all deficiencies in an
incomplete application and any additional information needed to be eligible for expedited
permit issuance.
• An application must be deemed complete within the following timeframes if the municipality
has not deemed the application incomplete, or issued a written notice of deficiencies:
• 5 business days for applications up to 25 charging stations.
• 10 business days for applications with more than 25 charging stations.
• Deem applications approved within the following timelines after an application has been
deemed complete if the AHJ has not (i) administratively approved the application, (ii) found
any adverse impact on public health and safety, (iii) denied the permit, or (iv) made an
appeal to the planning commission:
• 20 business days for applications up to 25 charging stations.
• 40 business days for applications with more than 25 charging stations.
• If an EV charging station or associated equipment would reduce the number of parking
spaces at a site, the AHJ shall reduce the number of required parking spaces required for
existing uses at the location.
The City is currently in full compliance with AB1236 and has streamlined its EV permitting process.
The City’s Building and Safety Division manages compliance with review times when permits for EVCS
projects are submitted.
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Building Code and Reach Codes
The California Green Building Code (CALGreen) has requirements for EV Infrastructure as part of new
construction projects. CALGreen codes include minimum mandatory measures that must be adopted
by all municipalities as part of the triannual building code update. The City of Dublin has consistently
adopted voluntary Tier II reach codes for EV infrastructure as mandatory. Several northern California
CCAs work together to reduce GHG emissions within their service territories by developing forward-
thinking building and transportation electrification reach codes 32. The City of Dublin should continue
to track these developments and may consider adopting more stringent codes in the future.
Historically building codes addressed EV infrastructure through new construction and major
modification projects. The 2022 mid-cycle update, which went into effect July 1, 2024, was the first
code cycle to include additional EVCS requirements when smaller non-residential building
modification projects occur, specifically:
• When the scope of construction work includes an increase in power supply to an electric
service panel as part of a parking facility addition or alteration.
• When a new photovoltaic system is installed covering existing parking spaces.
• When additions or alterations to existing buildings with a permit value greater than $200,000
and the scope of work includes an increase in power supply to an electric service panel.
The latest code updates require EV infrastructure to be installed based on the total number of
parking stalls affected by the project, i.e. the quantity of stalls covered by a solar canopy. For projects
that trigger a service upgrade, EV infrastructure requirements are based on the total number of
parking stalls at the site. These new requirements are expected to increase EV infrastructure when
projects that impact the parking lot or are bringing in new power are proposed, which will reduce the
incremental cost of installing EVCS infrastructure. Code cycles generally get more stringent over time,
increasing the quantity of EVCS capable stalls that must be included in projects and the quality of
EVCS that must be installed.
CA Civil Code 1947.6
Installing EVCS in multifamily dwellings and, more broadly, within the residential rental sector,
presents significant and well-documented challenges. In an effort to help reduce some of the barriers
in this sector, the California passed Civil Code 1947.6, which essentially requires landlords to accept a
tenant’s written request to install an EVCS, barring certain exemptions, provided that the tenant is
willing to pay for all upfront and ongoing costs, among other conditions33. The rule applies to leases
executed, extended, or renewed on and after July 1, 2015, or if rent controlled, a lease executed,
extended, or renewed on and after January 1, 2019.
Residential rental properties are exempt from this if:
• Electric vehicle charging stations already exist for lessees in a ratio that is equal to or greater
than 10 percent of the designated parking spaces.
• Parking is not provided as part of the lease agreement.
• There are fewer than five parking spaces.
32 https://bayareareachcodes.org/
33 https://codes.findlaw.com/ca/civil-code/civ-sect-1947-6.html
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Landlords are not required to provide an additional parking space to a lessee to accommodate an
electric vehicle charging station and landlords are allowed to charge a monthly parking fee if adding
the EVCS results in a reserved parking space for the tenant. A tenant’s written request to install an
EVCS shall include, but is not limited to, the tenant’s consent to enter into a written agreement that
includes the following:
• Compliance with the landlord’s requirements for the installation, use, maintenance, and
removal of the charging station.
• Compliance with the landlord’s requirements for the lessee to provide a complete financial
analysis and scope of work regarding the installation of the charging station and its
infrastructure.
• A written description of how, when, and where the modifications and improvements to the
property are proposed to be made consistent with those items specified in the “Permitting
Checklist” of the “Zero-Emission Vehicles in California: Community Readiness Guidebook”
published by the Office of Planning and Research.
• Obligation of the tenant to pay the landlord all costs associated with the landlord’s
installation of the charging station and its infrastructure prior to any modification or
improvement being made to the leased property. The costs associated with modifications
and improvements shall include, but are not limited to, the cost of permits, supervision,
construction, and solely if required by the contractor, consistent with its past performance of
work for the landlord, performance bonds.
• Obligation of the tenant to pay as part of rent for the costs associated with the electrical
usage of the charging station, and cost for damage, maintenance, repair, removal, and
replacement of the charging station, and modifications or improvements made to the
property associated with the charging station.
The tenant shall obtain personal liability coverage in an amount not to exceed 10 times the annual
rent changed for the dwelling, covering property damage and personal injury proximately caused by
the installation or operation of the electric vehicle charging station. The policy shall be maintained in
full force and effect from the time of installation of the electric vehicle charging station until the
electric vehicle charging station is removed or the tenant forfeits possession of the dwelling to the
lessor. Insurance is not required if:
• The electric vehicle charging station has been certified by a Nationally Recognized Testing
Laboratory that is approved by the Occupational Safety and Health Administration of the
United States Department of Labor AND
• The electric vehicle charging station and any associated alterations to the dwelling's electrical
system are performed by a licensed electrician.
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Appendix E – Estimating Average $/GGE Health Benefit in Dublin, CA
It is estimated that local health benefits in Dublin would average $0.19 per gasoline gallon equivalent
(GGE) reduction from continuing to electrify light-duty on-road transportation through 2035. The
time period analyzed in this model is based on the monetary health benefit data available (2017-
2035) for removing on-road transportation, as referenced in E3’s air quality report34.
The following data sources were utilized in the calculation:
• Cumulative monetary health benefit data per census tract in the Bay Area Air District (BAAD)
region (includes Alameda, Contra Costa, Marin, Napa, San Francisco, San Mateo, Santa Clara,
western portion of Solano, southern portion of Sonoma counties)35
• CA Air Resources Board EMFAC2021 (v1.0.2) fuel and energy consumption data recorded for
vehicles in the Bay Area from the year 201736
• CA Air Resources Board EMFAC2021 (v1.0.2) projected fuel and energy consumption data for
vehicles in the Bay Area for the year 2035
• Typical fuel and energy conversions to GGE (Table 56)37
Table 56. GGE Fuel Conversions
CNG @ 3000 psi Gallons @ 3000 psi 0.239
Diesel Gallons 1.155
Electricity kWh 0.031
Gasoline Gallons 1.000
Plug in Hybrid Electricity (kWh) & Gas (Gallons) Electricity (0.031) & Gas (1.0)
The annual fuel and energy consumption data for vehicles in the Bay Area Region was converted to
annual GGE by vehicle class (light, medium, and heavy duty) as shown in Table 57. Assuming a linear
relationship between monetary health savings and GGE reduction over time regardless of vehicle
type/class, the annual $/GGE reduction in the Bay Area was estimated for each vehicle class using a
weighted average of total GGE. The EVCS evaluated in this project are geared towards supporting
light duty vehicles, therefore, $0.19/GGE was used for this Plan.
Table 57. Total Fuel Usage in the BAAD Region
1,957,334,346 400,844,564 424,989,858
1,567,841,634 377,611,085 413,471,210
389,492,711 23,233,479 11,518,648
34 Quantifying the Air Quality Impacts of Decarbonization and Distributed Energy Programs in CA
35 Bay Area AQMD
36 CA Air Resources Board - EMFAC Emissions Inventory
37 US Dept of Energy - Fuel Conversion Factors to Gasoline Gallon Equivalents
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Overall findings on the monetary value of health benefits gained by reducing GGEs are shown in
Table 58 below.
Table 58. Monetary Value of Health Benefits from GGE Reductions
389,492,711 23,233,479 11,518,648 424,244,838
68% 15% 16% 100%
$73,203,175 $16,273,815 $17,551,595 $107,028,585
Estimated $/GGE for Bay Area $0.19 $0.70 $1.52 $0.25
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Appendix F – EV Readiness Plan Survey Results
Figure 17. EVCS Survey Result – Stakeholders
Figure 18. EVCS Survey Result – EV Ownership
82%
16%
1%1%
STAKEHOLDERS
(ALL THAT APPLY)
Homeowner
Renter
Business Owner
Property Owner
66%15%
10%
3%6%
EV OWNERSHIP
Own/Lease
Undecided
Next 12-24 mo
Next 6 mo
No
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Figure 19. EVCS Survey Result – EV Incentive Awareness
Figure 20. EVCS Survey Result – EV Ownership
Figure 21. EVCS Survey Result – EV Ownership
29%
25%17%
13%
10%
4%2%
EV INCENTIVE AWARENESS (ALL THAT APPLY)
CA Rebate
Federal IRA, New Purchase
Federal IRA, Pre-Owned Purchase
PG&E Pre-Owned Rebate
No
PG&E Charging Rebate
Other
27%
22%22%
17%
8%4%
EV MOTIVATORS
(ALL THAT APPLY)
Environment
Avoid Fuel Prices
Cost of Ownership
Incentives
Availability
Other
25%
20%
18%
15%
11%
6%3%2%
EV OWNERSHIP CONCERNS (SELECT 3)
Insufficient Public Charging
Range
Charge Time
Vehicle Cost
No home charging
Vehicle Options
Maintenance Costs
Other
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Figure 22. EVCS Survey Result – EV Ownership
Figure 23. EVCS Survey Result – EV Ownership
Figure 24. EVCS Survey Result – EV Ownership
43%
35%
16%
6%
PREFERRED CHARGING SPEED
DCFC (charge in 30 mins)
Level 2 (Charge in few hrs.)
Need More Info
No Preference
45%
36%
7%
12%
WORKPLACE CHARGING
Yes
No
Not Sure
Not Applicable
17%
15%
13%11%10%
10%
9%
7%
6%2%
PREFERRED CHARGING LOCATIONS (ALL
THAT APPLY)
Recreation
Commercial/Retail
Public Parking Lots
Transit
Home
Healthcare
Schools
Work
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Appendix G – PG&E/Ava Rate Schedules
Typical Commercial Electric Rate Schedules
Typical medium and large commercial rates (such as PG&E’s and Ava’s Business Medium Use B-10 or
Medium-High Use B-19 tariffs) usually include three distinct cost components: a fixed customer
charge, a volumetric energy charge, and a traditional demand charge based on the single highest 15-
minute interval of demand during the billing period. The demand charge in these general service
rates can be a significant portion of the bill for businesses with large or variable loads, as it directly
reflects peak usage and is billed in $/kW (~$15+/kW). There may be multiple demand charges for the
overall peak demand AND the peak demand that occurs during on-peak times. The energy charge
under these commercial time of use (TOU) rate plans varies by season and time of day, with higher
energy rates during peak grid demand hours (e.g., afternoons and early evenings) and lower rates
during off-peak hours, but the presence of both demand and volumetric charges means customers
face dual signals for reducing peaks and shifting usage.
EV-Specific Rate Schedules
When a new service is dedicated to only EVCS loads, the service is eligible for an EV-specific rate
schedule (such as PG&E’s or Ava’s BEV-1 or BEV-2 tariffs). Under PG&E’s BEV rate tariffs (Figure 25),
the pricing structure is designed specifically for commercial EV charging installations and differs
fundamentally from standard commercial rates. Rather than traditional demand charges tied to
measured peak load, BEV rates uses a subscription-based model where the customer selects a
monthly kW subscription level in set blocks (e.g., 10kW or 50 kW increments) that reflects expected
peak usage; this subscription charge effectively replaces conventional demand charges. If actual
demand exceeds the subscription level during a billing cycle, overage fees at a higher per-kW rate
apply. These subscription charges amount to a ~$2/kW demand charge, significantly lower than
comparable commercial rates. The volumetric energy portion is billed on a TOU basis, with prices
varying by period (peak/off-peak), encouraging charging when grid costs are lower. The subscription
model provides greater predictability compared with fluctuating demand charges and simplifies
budgeting for high-use EV charging operations
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Figure 25. PG&E BEV Rate Tariff
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