Transcripts For SFGTV Government Access Programming 20240714

Transcripts For SFGTV Government Access Programming 20240714

Diving deeper we look at the transportation, you see 71 of that 46 comes from the private sector, which includes private Passenger Vehicles as well as medium duty vehicles. It is also about health and safety benefits. It is more about meeting a common goal, it is about making San Francisco a more livable city for all of our residents. The map you see before you is air quality and equity map. This shows that the particular matter, 2. 5 microns and smaller, sources of concentration you see are focused around our major highways and byways. The red is greater than 10 concentration. It is is adjacent to some of our more disadvantaged communities. As debbie also addressed, there is a need to address a zero admission future, reduce the number of vehicles on our roads while simultaneously electrifying all of those that remain. Getting our residents out of cars is the core of our transit first policy and the best way to reduce not only emissions but also congestion. Getting people out of cars is a difficult task, but we have achieved this already. 57 take public transit, biking or walking and we are now aiming for 80 . We noted that in addition, we must transition the remaining vehicles, on our roads, away from fossil fuels to Renewable Energy. Its also for our vehicles. As deborah also mentioned, we have performed several initiatives and goals to kickstart emissions Free Transportation system. We are electrifying a fleet, and electrifying our bus fleets. We also have a roadmap that will guide us to certification of the private transportation sector. A key to getting there is providing reliable access to affordable charting infrastructure. Release the San Francisco roadmap in july. Within the roadmap identified six specific areas that we will focus on. Public awareness, incentives, building infrastructure, fortifying the electrical grid so there is enough capacity to support that. Medium and heavyduty vehicles so the class 79 class eight trucks. And then finally autonomous vehicles. Two thirds of our residents also live in dense multiunit dwellings which are more difficult to install charging stations compared to Single Family homes. Those residents will need access to publicly available charging stations to build enough confidence for them to adopt electric vehicles on a we also have the ordinance for new construction and major renovations. This ordinance requires 100 of the Parking Spaces to be ev ready. In combination with the ordinance proposed before you, we are now focusing on the parking facilities. Shifting to the baseline. Here is what we have currently. The map before you shows all of the publicly available charging ports that we have in the city. We have roughly around 750 public charging ports. We have 11,000 electric vehicles registered. The available ports, and the vehicle is registered is. 07. Clearly the map demonstrates our baseline. We have to do better to increase the confidence in charging so more people will have electric vehicles. As also mentioned before, there is a current initiative, it is an ongoing initiative to open up parking structures to private vehicle charging station providers to offer proposals. So far, we have received around nine proposals and the proposals are very robust. Everyone checked pretty much every box. Mta, as well as rack and parker going through the process of filtering these responses and determining what the processes to evaluate which are the best proposals to move forward. Basically, this represents a significant opportunity to geographically expand our public charging network. This is part three. What will the ordinance do . The ordinance will require commercial parking garages with over 100 spaces to set aside 10 of the Parking Spaces for level two vehicle charging. 40kilowatt and below. The other way to comply with the ordinance would be to install direct current, fast charging station equivalent. The compliance is required by 2023. Furthermore, this ordinance really tries to form a dialogue between parking garage owners, operators with the electrical vehicle charging station providers. We will require them to have a safe analysis financial and technical feasibility, and we realize that the electrical vehicle charging station providers, and the process could be complex. We really just want to stimulate a dialogue between these two parties and the permitting process as tied to the San Francisco Police Department. We will be working closely with the Police Department to ensure that the sites are being compliant. Of course we recognize not every site of the 300 or so presented affected sites will be able to install level two and fast chargers based on a variety of reasons. Perhaps the capacity is insufficient. Perhaps structurally it is not possible to install the charging stations and requires substantial renovation of the garage such as repaving or raised in ceiling. We really just want to have the garage is to show a good faith effort to demonstrate they have tried to install charging infrastructure in the garage is, and if not there is a waiver process. So, the department of environment will administer the compliant process. Suspend or revoke the operating permits on the department can also choose to administer fines for noncompliance. Finally, what is the impact of the ordinance . As mentioned, currently there are 750 charging ports at approximately 200 locations, just as the map i have shown before. The resulting impact is significant. Combined when combined the ordinance with our Municipal Parking garage initiative, the implication is that we can add up to 8200 charging stations. The map you see before you show some gaps. The ordinance is an additional way, a step in the longrange strategy to get our vehicles off of gas and diesel. It focuses on increasing public charging and the denser areas of the cities where many of the multifamily units are located for. For example, 75 of those units in many northeast are 20 units or more. More than 50 of the residential units in many westsouth and southeast neighborhoods are Single Family homes. Finally, the equity piece. This is also very important. Financially we do not want to continue to impact air pollutions from vehicles on communities. The ordinance aims to increase access to charging infrastructure specifically in those areas. Also the roadmap aims to work with entities, estate funding specifically to help these communities. We will continue to work with the city college to train local youth such as vehicle mechanics and charging station technicians. We also realize this has Financial Impact to increase access to charging stations, not just two cars but medium to heavy duty vehicles. I am not charles, but i took this presentation from him. Im sure he would have done a way better job. I hope you gave i gave you a sense of what this ordinance is, where we are, where the ordinance will take us in combination with all of the initiatives through the e. V. Roadmap. I hope you consider the resolution before you and before i finish i want to recognize my colleague, zach thompson. I have been with the department for 12 years, but i just started with the electric Vehicle Group in january i learned so much from zach, and my colleague suzanne. It has been a pleasure. I hope to continue working with his team in that capacity. Thank you. Commissioners, questions . Commissioner sullivan . Thank you for the presentation. I think what is being proposed here is one of the most important things we can do. Its a fantastic program. It was interesting to see the statistics around the number of e. V. s, the ratio of ports to e. V. s. I would like to see that reported to the commission maybe annually so we can see not just a snapshot, but hopefully as this legislation starts to have an impact we can see those numbers grow. One thing that came up in the policy commissions committee was, both the existing dots and the ones that will grow in the future, its really striking how theyre concentrated around downtown, the northeast part of the city and very few in the west on the south. I think that reflects where their i hope we will also not take our eye off of the curbside opportunities, i know they are much more challenging to make progress there. I hope that is something we can make progress on in the future. Thank you. Commissioner stevenson. Thank you i recognize and some of what was being outlined there was enforcement on followup requirements on the department through the ordinance not having read it, i was trying to find it, and i cannot find it. Is there funding associated with that, or is this going to be an ordinance that gives the department more work to do, and may or may not also give them some money to be able to follow up on that. Up on that . We are actively seeking and in the process of applying for fuel standard money to help alleviate some of the work that will be required to do this ordinance enforcement. I would just say that this is not an unfunded mandate. We were very clear about that with the author and the Mayors Office. We have identified a potential source of funding, and we just need to make sure he gets to us. One of the things i really like about the ordinance is that it seems to have some teeth. There will be, you know, there will be followups and fines levied. You can get your permit taken away. I think that is great, because a lot of times we expect everyone to do the right thing, but the ordinance does not give us the tools to do that. I hope that the money follows the tools. Thank you for the presentation. The pie chart is one of the biggest reasons why i wanted to join this commission and the first place. Thank you for pulling us back to that. I am curious about the partnerships with the private parking. Obviously parking structures are not fully utilized in terms of the most and best utilization of space in an urban setting. What can the department, or the city do to help them, i think in some ways when i think of putting electric charging stations within a parking garage, when the parking garage is not the best use of the spaces. Sometimes it is great to because we are making a better for populations. For the folks that do not drive it all, it is not really huge benefit, what are the ways we are collaborating with the Parking Companies to figure out the best possible use of that space . Sure, i can start with an answer and hopefully zach can add to it. When we were researching for this ordinance, we spoke to many of the private charging infrastructure providers. One provider in particular was interesting, because this provider said that major parking operator in the United States realizes that private vehicle ownership is on the decline. As a result, with less cars there is less need for parking. What that Parking Company had envisioned was a parking structure will be providing services. Electrical vehicle charging was identified as one of their primary services that it can deliver to check high utilization rate for the parking stalls. Is there anything to add, zach . May i . Good evening commissioners, zach thompson. Im from the zero missions vehicle scene. I just want to add onto that i just emphasize his point about how we are seeing and hearing from these garage and launch the owner said that they are seeing a decline in the number of vehicles that are parking there, and theyre seeing a decline in revenue. Something that this ordinance can actually help them with is shifting the case from private vehicle parking to vehicle charging as well as particularly with fleets. As we see the shift towards autonomous vehicles, as we see more and more Transportation Network Company Vehicles operating on our roads and we want them to shift over to electric, these are now becoming Opportunity Areas for them to utilize as charging services. That is what i would add onto that. Thank you. Any other questions . Any Public Comment . I think we are ready for the motion. May i have a motion to approve the revolution file 201905coe regarding electric vehicle charging and commercial buildings . I will move approval. Commissioner sullivan has moved. Seconded by commissioner chu. Any discussion or any comments, commissioners . Seeing none. All in favor signaled by saying i forget any opposed . The next item, anthony. Item 12, review and vote on whether to accept the policy Committee Regulation to approve revolution 201906c 0e regarding ordinance 190708 concerning large commercial building Renewable Energy requirements. The explanatory document is resolution file number 201906 cle. This was already discussed on the Committee Approved recommended we approve the ordinance. This is another exciting ordinance. Its a little simpler in its idea and its an implementation. If you go back and think about that was referenced, you might remember that 8 of our emissions come from electricity. While that is not a massive, as massive as transportation fuels it is significant and it is very doable to reduce that even further, especially because we have a clean power sf product. We have a hetch hetchy product so we have 100 that you can get from pg e. When we looked at who was using electricity we decided to tackle the biggest electricity users, and have them be required to procure 100 renewable. They do not have to buy from the city, that they have to buy 100 . That is in a nutshell, charles will give more detail on how we came about with a strategy and what this means, and what our role is. It is very exciting. Again, we are out there, as a first. In away, to me, it is a nobrainer, but it doesnt mean it takes zero brainpower. It is about time, and i am excited about it, it is very doable. I will let charles ask lena further. Thank you. If we can have the slides . Reducing emissions with renewed Usable Energy with large it is very straightforward. Im going to walk you through that. We save the best for last year, so allow me that privilege. [laughter] the city does have ambitious Greenhouse Gas reduction targets by 2017 we want to be 27 below our levels. We are at 36 , we have exceeded that goal. By 2025 we are hoping to be 40 below 1990 levels. Clearly on track for that. By 2050 we want to be 100 below 1990 levels. Probably get to about 90 and then we will sequester the rest. Where we are today, we are 36 below 1990 levels. We did a great job, theyre still a lot more to do. This is to repetitive. Transportation is a big emission generator of 46 . Right in its Rearview Mirror buildings. That is what we are here to talk about today. Lets talk and take a deeper dive starting with commercial buildings. 67 of emissions from commercial buildings are coming from natural gas. We are queuing up policy to address that. More on that to come in the next weeks, months, and years. There is still a substantial amount of emissions coming from electricity of commercial buildings. 20 of their operations are generating emissions from electricity. And a little bit from the combustion of steam there is still a lot of emissions coming from electricity in commercial buildings. I also want to talk about our municipal buildings, because the contrast looks favorably upon the city. We have a supply of Clean Electricity from the hetch hetchy system. There is no electricity emissions from this building. All of the emissions from municipal buildings come from natural gas. Supervisor brown today introduced legislation to eliminate natural gas usage. Again, it is going to be a topic that we will revisit many times over. The city does have a goal of net zero emissions for all buildings by 2050. That was the goal of the Climate Action summit goal. Have a net zero emissions in all New Buildings by 2030. This ordinance will help us get there. How do we do zero emissions . Three easy steps. Energy efficiency, supply renewable electricity, that is what we and electrify appliances. Thats a little bit in the future again. We do have an existing commercial bench marking ordinance which has been promoting Energy Efficiency by measuring what building owners and operators are managing. So, that bench marking ordinance supplies commercial buildings and large multifamily buildings. He was see that row at the top. In addition, commercial buildings are required to for both of those different category sizes. What is new and what we are attacking today, we are requiring commercial buildings, about 50,000 square feet or higher to use renewable electricity. We are building upon our work for buildings. There is a pun there, i probably meant that. It is all sequential. We are starting with Energy Efficiency. As you work through Energy Efficiency goals you want to make sure the electricity that you are still supplying is 100 that is where we are today. Again, just a little bit more on the top sector. You can see San Franciscos gdp is growing. At the top left. Top right, the value of our real estate and our commercial buildings is also growing. Employment in the city is growing. In the bottom right, that is the electricity and energy usage that is decreasing. That trend is moving in the right direction. So the proposal today, building upon all of our Energy Efficiency work is to require 100 renewable electricity for our large commercial buildings. Pretty straightforward. As you can see we have a lot of commercial buildings in the city. It is the largest ones in 50,000 square feet up to larger than 500,000 square feet. There is not that many of those buildings. They are responsible for 73 of electricity emissions. That is only 9 of those buildings. That is a total of 156,000 tons of co2 each year. They may not be that many, but those large buildings are our primary emitters. We are going to phase in this ordinance, the requirements for 1

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