• Vehicle electrification is important for Oakland and the City to meet collective GHG emission reduction goals.
• There are many opportunities to establish a robust system of charging facilities and converting over vehicle fleets.
• There are also significant challenges due to the age and design of residential portions of the neighborhood which often lack off-street parking and where on-street parking is in very high demand. Residents have begun to string chargers across public sidewalks in response, which can often result in tripping hazards.
• The Pittsburgh Parking Authority garage has already been identified as an important opportunity to provide publicly accessible charging infrastructure.
• A comprehensive strategy is needed to identify the policy, regulatory, and project-based opportunities to support the expansion of electric vehicle use in Oakland.
• City has passed a “make ready” ordinance that specifies that City of Pittsburgh facilities should include conduit with substantial projects that facilitates future EV charging installation.
• The Zoning Code specifies requirements for parking in other parts of Pittsburgh for public amenities, one of the options is for 10% of parking spaces to include chargers. This could be expanded to Oakland as part of the Oakland Plan implementation.

• A comprehensive approach for Oakland likely has at least three main components:
  • Employer targets: this includes setting goals for adding charging to parking spaces as well as electrifying fleets, and other activities. Establish a percent of spaces consistent with City policy, which is currently 10% of spaces. City targets for parking of 20 spaces or more include 10% minimum of spaces EV ready (wires, conduit, and panel space dedicated) and 20% EV capable (conduit only).
  • Zoning code: this includes starting with requirements for charging infrastructure in parking structures. A sound approach may be have requirements start by focusing on the conduit and electrical systems that are ideally built into the structure but lower in cost than the chargers themselves. This also allows developers of structures to utilize the many grants available to cover the chargers separate from fixed construction timelines. It may also allow for technology to evolve without the need for changes to the initial Zoning Code requirement. When more is known about the nature of EV charging in structures, requirements can be updated and strengthened.
  • Pilot projects: public charging on- and off-street. On-street charging are likely Level 2 chargers, off-street but publicly accessible are likely DC fast chargers. An initial component of the strategy could involve mapping the best locations for fast chargers and work through permitting issues to bring those locations online.
• Determine how metering for charging occurs in the context of buildings committed to Net Zero energy that might otherwise not be willing to provide chargers.
• Work with DLC to identify ideal locations where DC fast chargers could be located as well as other potential barriers and opportunities related to adding these to Oakland.
• Connect EV charging strategies with the Oakland Energy Master Plan.
• Consider how targets from the City of Pittsburgh EV Strategy should apply to different sectors of Oakland.
• Work with institutions to establish policy and processes that will allow them to fully electrify their fleets by 2030 consistent with the City of Pittsburgh’s goals.
• Need to consider the variability of employees who work from home as part of this work.

When to start: 0-2 years

Duration: 6 months

Estimated costs: $ (out of $$$$)

Project lead(s): DCP

Project partner(s): DOMI, PPA, DLC, institutions, cultural attractions, OTMA, OPDC, OBID

Potential funding source(s): None needed