HomeMy WebLinkAbout9-8-25 Climate Action Commission Agenda Packet
Iowa City Climate Action Commission Agenda
Monday, September 8, 2025, 4:00 p.m.
Emma J. Harvat Hall, City Hall
410 E. Washington St., Iowa City
Meeting Agenda:
1. Call to Order
2. Roll Call
3. Approval of August 4, 2025 minutes
4. Announcements/Reports
a. Action items from last meeting
b. Commission members asked to continue thinking about prioritization scoring.
c. Events
i. Volunteer Bike/Ped Count (Sept. 9-11)
ii. Climate Fest (Sept. 19-25)
1. Pop-up Pocket Park (Sept. 19 3:30-5:30 p.m., City Hall)
2. Drive Electric Car Show (Sept. 20, 7:30 a.m.-noon, Farmers Market)
3. Solar Energy Art Show and Tour (Sept. 22, 4-6:30 p.m., Airport)
4. Tending Iowa’s Land Read Along (Sept. 23, 10 a.m.-2 p.m., Lagoon
Shelter House)
5. Resilience Hub Hang Out (Sept. 24, 5-8 p.m., Bike Library)
6. Film Screening (Sept. 25, 6:30-8 p.m., Dream City)
iii. Other events in the community (Commissioners)
5. Old Business
a. Comprehensive Plan Presentation – continued discussion
b. Prioritization scoring of Accelerating Iowa City’s Climate Actions Plan
i. Final scoring of action items relating to buildings – review and refine
ii. Scoring of action items related to transportation – preliminary review
6. Public Comment on items not on the agenda
Commentators shall address the Commission for no more than 3 minutes. Commissioners shall
not engage in discussion with the public concerning said items.
7. Recap
a. Confirmation of next meeting time and location
i. Monday, October 6, 2025 4-5:30 p.m., Emma J. Harvat Hall
b. Actionable items for commission and staff
8. Adjourn
If you will need disability-related accommodations in order to participate in this meeting, please contact
Sarah Gardner, Climate Action Coordinator, at 319-887-6162 or at sgardner@iowa-city.org. Early requests
are strongly encouraged to allow sufficient time to meet your access needs.
MINUTES PRELIMINARY
IOWA CITY CLIMATE ACTION COMMISSION
AUGUST 4 – 4:00 PM – FORMAL MEETING
EMMA J. HARVAT HALL
MEMBERS PRESENT: Emma Bork, Jamie Gade, Ben Grimm, Zach Haralson, Nadja Krylov, Wim
Murray, Brinda Shetty, Michelle Sillman, Robert Traer
MEMBERS ABSENT: Michael Anderson, Angie Smith
STAFF PRESENT: Sarah Gardner, Diane Platte, Anne Russett
OTHERS PRESENT:
CALL TO ORDER:
Gade called the meeting to order at 4:00.
APPROVAL OF JUNE 2, 2025 MINUTES:
Haralson moved to approve the minutes, Krylov seconded, and the motion carried.
ANNOUNCEMENTS:
Action items from last meeting (staff): none
Events:
• Cooling station at National Night Out, Aug. 5, 5:30-8 p.m. - Wetherby Park
• Volunteer Bike/Ped Count, Sept. 9-11
• Climate Fest, Sept. 19-25. Event descriptions and details at icgov.org/climatefest
o Pop-Up Pocket Park, Sept. 19, 3:30-5:30 p.m., City Hall
o Drive Electric Car Show, Sept. 20, 7:30 a.m.-noon, Farmers Market
o Solar Energy Art Show and Tour, Sept. 22, 4-6:30 p.m., Airport
o Tending Iowa’s Land Read Aloud, Sept. 23, 10 a.m.-2 p.m., Lagoon Shelter House
o Resilience Hub Hang Out, Sept. 24, 5-8 p.m., Bike Library
o Film Screening, Sept. 25, 6:30-8 p.m., Dream City
• Other events in the community (commissioners): none
NEW BUSINESS:
Discussed legislative changes pertaining to open meetings law training requirements and increased
penalties. Currently state law requires the trainings for new appointees to boards and commissions,
though the city is asking all appointees to participate in the trainings as a refresher and to ensure
everyone receives the same baseline of information.
• Open Meetings Laws Trainings: August 26, September 10, and September 24. Gardner will email
commissioners with a reminder when sign-up portal reopens. Commission members were asked
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August 2025
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to send a certificate of completion to Gardner to keep on file. An email in agenda packet
summarizes the necessity of Open Meetings law training.
OLD BUSINESS:
Comprehensive Plan Discussion with Anne Russett
• Gardner invited commissioners to discuss issues of density, transportation, floodplain, and other
comp plan considerations as they relate to climate. Russett answered questions that arose.
• Commissioners discussed different approaches to density: a highly dense middle and less dense
areas elsewhere vs. a mix of densities in all new development
o Krylov suggested a highly dense center would create more pedestrians, a favorable
outcome for climate
o Traer suggested current bus system could be seen as a template for development, and
the availability of free Cambus is a community feature that should be more known.
o Sillman noted her neighborhood has mixed density, an environment that has
desirability/advantages. Bike lanes are beginning to better serve the area, and there are
green spaces and dining options nearby.
o Haralson pointed out neighborhood centers on the map. Densifying around
neighborhood centers would make the effort more deliberate than using vacant lots for
upzoning (because vacant lots become available haphazardly).
o Gardner summarized the emerging consensus as promoting medium density
neighborhoods around employment center “nodes” and along bus lines connecting
them. The Commission affirmed this description.
• Commissioners asked Russett to define upzoning. Upzoning allows more intensity of
development, i.e. single-family to multi-family or single-family to commercial.
o Krylov asked how upzoning affects property values of adjacent properties. Russett noted
no evidence of property values declining. Gardner asked whether consideration was
generally given to character of the neighborhood, and Russett affirmed it was.
o Gardner summarized the emerging consensus as are agreeable to upzoning if it is
thoughtfully done within the character of the neighborhood. The Commission affirmed
this summary.
• Commissioners discussed land use along the river.
o Gade voiced support for the current language that protects green space by the river.
o Sillman described a community that thoughtfully designed streets around the flood
zone, using natural areas as buffers.
o Gardner asked commissioners to identify an area in town where green space and
commercial space interact well. Krylov suggested not all commercial development
should be allowed in the floodplain, but commercial development that is set back from
the river and supports its enjoyment by cyclists and pedestrians could be beneficial.
trails. Haralson identified Riverfront Crossings Park as a successful design in this regard
in that it integrates the park as a buffer between the river, with a mix of residential and
commercial development situated beyond it.
Bork joined the meeting.
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August 2025
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o Commissioners discussed whether development in the 500-year floodplain should be
allowed if the structures are raised one foot above flood level as is currently allowed, or
should future development be prohibited from that area similar to the 100-year
floodplain. Shetty asked Russett to describe best practices for cities similar to Iowa City
regarding development along the floodplain. Russett shared it would be unusual to
prohibit all development in the floodplain, but it is not uncommon to see cities try to
transform previously flooded residential areas into parkland. Gardner described
regulations that allow buildings in the floodplain if designed to allow floodwaters to flow
through unimpeded and described efforts to adapt floodplain development to the
changing climate.
o Gade suggested the potential risks to residents such as having their property stranded
residents during a flood might outweigh any benefit of building in floodplain, while for
businesses that might be less of a concern. Krylov noted the expense of insurance. Bork
asked to see a floodplain map. One can be reached via icgov.org/flood. The Commission
looked at the floodplain map, noting the extent of impacted areas.
Russett left the meeting.
o Gardner asked commissioners if floodplain regulation should include creeks as well as
rivers, noting historically cities have not regulated creeks in the same way but with
increasing flooding seen in creeks, some long term planning could be necessary. Gade
suggested talking to neighbors who live along creeks to work out areas of priority.
Sillman asked how many creeks are in Iowa City, and expressed concern based on prior
experiences in another community about residents being at risk as a result of being
unaware of the flood history of their properties.
o Gardner summarized the emerging consensus as moving toward treating the 500-year
floodplain the same as the 100-year floodplain. Commissioners agreed generally, but
decided to not make a formal recommendation on new development in the floodplain
for lack of specialized knowledge but instead offered a set of considerations to guide
future development:
▪ How would insurance factor into cost?
▪ To what degree can the city regulate the type of commercial and industrial
development that could be allowed and factors related to potential
downstream impacts from those entities in the event of a flood?
o Gardner asked to return to the question of buyouts in terms of treating creeks similarly
to rivers and if some distinctions should be made. Krylov asked about flood
management in terms of regulating the flow of water versus regulating the
development in the floodplain, and Gardner noted the management of rivers falls to the
Corps of Engineers, while the management of structures in the floodplain falls to cities.
Shetty asked about the number of residences potentially impacted by buyouts and how
it might impact the current housing shortage.
o Gardner summarized the emerging consensus as not pursuing proactive buyouts along
the creeks but to consider buyouts for those properties similar to river-affected
properties should they be impacted by flooding. The Commission affirmed this
summary.
• Commissioners discussed multimodal transportation.
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August 2025
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o Haralson noted that rail should be part of the mix in addition to bus, bike, and walking
modes, to keep that discussion alive.
• Commissioners discussed EV charging vision.
o Traer advocated to keep chargers downtown but not add chargers to peripheral areas
unless user is likely to stay (i.e. grocery shopping).
o Krylov noted that Iowa City has the most charging stations of any city in Iowa and
suggested adding charging stations to parks might be unnecessary, raising concerns
about the costs of EVs.
o Haralson asked how far into the future the plan is supposed to extend, and Gardner
answered 10-20 years.
o Sillman suggested EV chargers at workplaces makes sense in addition to multifamily
dwellings and asked if there was a way for the city to encourage charging at workplaces.
Gardner shared that climate action staff have also considered wither churches could be
incentivized to host EV charging stations, as a building type that is widely distributed
with parking areas that could serve neighborhood needs for charging during weekdays.
o Gardner offered to share EV registration data pulled for the regional climate action plan
with Commission members as well as current pricing information on EVs to help provide
some context for future discussions and suggested continuing the discussion at the next
meeting with a question as to how EV charging amenities might fit into the concept of
the 15-minute city.
Continued discussion of the prioritization scoring of Accelerating Iowa City’s Climate Actions Plan was
deferred to the September meeting.
• Gardner suggested having nearly completed the prioritization scoring for the action items
related to buildings, it could be possible to move more swiftly through the action items related
to transportation. She asked Commission member to review the update provided on the
transportation items and assign preliminary scores and note any questions on the score sheet
provided in the agenda packet.
PUBLIC COMMENT OF ITEMS NOT ON THE AGENDA:
• None
RECAP:
Confirmation of next meeting time and location:
• Monday, September 8, 4-5:30 p.m. Emma J. Harvat Hall
Actionable items for commission and staff:
• Gardner will send an email reminder to sign up for the Open Meetings training. Gardner will ask
parking staff to follow up on Dubuque ramp EV charger issues. Gardner will share EV data that
might be helpful for continuing the discussion. Commissioners will think about transportation
items and how to score them.
ADJOURNMENT:
Sillman moved to adjourn, Shetty seconded, and the motion carried. Meeting adjourned 5:30.
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August 2025
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5
CLIMATE ACTION COMMISSION
ATTENDANCE RECORD
2024-25
NAME
TERM EXP.
8/
5
/
2
4
9/
8
/
2
4
10
/
7
/
2
4
11
/
1
8
/
2
4
12
/
2
/
2
4
1/
6
/
2
5
2/
3
/
2
5
3/
3
/
2
5
4/
7
/
2
5
5/
5
/
2
5
6/
2
/
2
5
8/4/25
Michael
Anderson
12/31/2025 O/E X X X X X X O/E X X X O/E
Emma Bork 12/31/2026 O/E X X X X O/E X
Michal Eynon-
Lynch
12/31/2024 O/E X X X X * * * * * * *
John Fraser 12/31/2024 X X X O/E O/E * * * * * * *
Jamie Gade 12/31/2025 X O/
E
X O/E X X X X O/E X X X
Ben Grimm 10/31/2026 O/E X X X X X O/E X O/E O/E X X
Zach Haralson 12/31/2025 X O/
E
X X X X X X X X X X
Nadja Krylov 12/31/2026 X O/E X X X X X
Wim Murray MidAmerican
Rep
X X X X O/E X O/E X X O/E X X
Michelle Sillman 12/31/20025 X X O/E X X X X X X X X X
Brinda Shetty UI Rep O/E X X X X X X X X X X X
Angie Smith 12/31/2025 X X O/E X X X X O/E X X O/E O/E
Gabe Sturdevant 12/31/2024 X X X O/E X * * * * * * *
Robert Traer 12/31/2026 X X X X X X X
KEY: X = Present
0 = Absent
0/E = Absent/Excused
NM= No Meeting
* No longer on Commission
Courage requires an undercurrent of joy. Cultivating both is at
the heart of Iowa City’s climate action efforts. It takes
courage, after all, to change the ways we do things and to
invest our time, energy, and resources into things we haven’t
tried before. And it takes joy to imagine the ways these
changes might not just be necessary but beneficial, helping to
build a thriving community.
That joy comes in many forms. A friendly wave from a
neighbor waiting at the bus stop or commuting by bike. The
satisfaction of planting a tree in your yard and the delight of
coming across prairie patches in the park all in bloom. The
coziness of a well-insulated home in winter or the gratification
of an electric meter scrolling backward as solar panels power
up. The pleasing click of an EV plugging in to charge.
These little things add up to something deeper. Each
transforms climate action into something tangible. Together
they build momentum. If it is true we find ourselves in a
moment that calls for courage, it is also true celebrating those
joys becomes all the more important. They remind us of what
is possible.
There is joy, too, in knowing you are not alone. In Iowa City, we
are making progress together. From the continuation of the
Fare Free transit service to the new solar array at the airport,
the City continues to move forward on its climate action goals.
You’ll find details on this year’s Climate Fest events in these
pages and at icgov.org/ClimateFest, each an opportunity to
join the celebration.
2 0 2 5 S C H E D U L E O F E V E N T S
S A T U R D A Y 9 /2 0
E V S A T T H E M A R K E T
M O N D A Y 9 /2 2
S O L A R A R T S H O W A N D T O U R
T U E S D A Y 9 /2 3
R E A D A L O U D A T T H E R I V E R
W E D N E S D A Y 9 /2 4
R E S I L I E N C E H U B H A N G O U T
T H U R S D A Y 9 /2 5
F I L M D O U B L E F E A T U R E A N D P A N E L
F R I D A Y 9 /1 9
P O C K E T P A R K C E L E B R A T I O N
A N I N V I T A T I O N
D E T A I L S I N S I D E !
This year, Climate Fest features a special gift for
anyone who comes to an event by bike, on foot, by
bus, or in an EV. These active and alternative modes
of transportation are an important strategy in Iowa
City’s Climate Action and Adaptation Plan to help build
a more connected, vibrant community while also
reducing emissions.
To say thanks for doing your part, there is an extra
useful giveaway at each event. (Hint: it also makes good
use of natural resources by replacing something plastic
with a more durable alternative.) Just let a Climate
Action staff member know at any event if you walked,
rolled, or rode there using one of these
transportation modes to collect your gift.
All bus routes stop within a 3-block walk to City Hall
and the Farmer’s Market. Additional route
information can be found in each event description.
Pop-Up Pocket Park
On Friday, Sept. 19, Climate Fest will kick off with a
special celebration of National Parking Day, joining
other cities across the nation as they convert parking
spaces into pocket parks to help reimagine how we use
urban spaces. In Iowa City, this celebration has special
meaning, as every parking ramp and meter plays a part
in supporting Fare Free transit service: earlier this year
when City Council voted to continue Fare Free service,
they also voted to raise parking rates to help keep the
buses free.
That means every time you pay to park you are
contributing to the City’s climate action efforts. At the
same time, Fare Free service has decreased demand on
downtown parking, freeing up more spaces when you
need them most. Combined these efforts help make
efficient use of transportation resources.
Walk and Roll Bonus Giveaway
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
Come stop by the free lemonade stand in the Pop Up
Parking Space Pocket Park from 3:30-5:30 p.m. at the
corner of Washington Street and Van Buren Street and
raise a glass to this Climate Action success story! While
there, get signed up for a Root for Trees voucher to
help cover 50%-90% of the cost of a tree from Earl May
Garden Center or Iowa City Landscaping. This popular
program has helped plant more than 1,600 trees in
Iowa City yards over the last five years!
S i n c e b e g i n n i n g i n 2 0 2 3 , t h e F a r e F r e e
t r a n s i t p r o g r a m h a s h e l p e d i n c r e a s e b u s
r i d e r s h i p i n I o w a C i t y 6 8 % a n d r e d u c e d t o t a l
v e h i c l e m i l e s d r i v e n w i t h i n t h e c i t y b y n e a r l y
1 .8 m i l l i o n m i l e s ! T h a t n o t o n l y c u t s d o w n o n
g r e e n h o u s e g a s e m i s s i o n s , i t a l s o m a k e s
s t r e e t s s a f e r f o r b i k i n g a n d w a l k i n g b y
r e d u c i n g t h e n u m b e r o f c a r s o n t h e r o a d .
Iowa has stories to tell: hard lessons learned from soil
loss, compromised water quality, and fragmented natural
systems, but also proven solutions built on knowing and
doing better that are ready to scale up.
Solar Energy Art Show and Tour
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
This year, 300 newly installed ground-mounted solar
panels at the Iowa City Municipal Airport came
online, powering the terminal, runway lights, and
ambulatory hangar with clean energy. In the summer
months, the power production even exceeded the
airport’s needs, flowing onto the grid to help supply
nearby structures with the additional energy. That’s
worth celebrating!
On Monday, Sept. 22, from 4-6:30 p.m., visit the
airport to see an art exhibit featuring pieces by local
artists made with and inspired by solar energy and
curated by Public Space One. Then try your own hand
at creating solar art, get an up close look at the
airport array on one of two tours (at 4:30 and 6 p.m.)
led by the industry experts who helped build the
array, and learn more about the solar capacity of your
own home using a handy online portal. Local solar
installers, as well as Climate Action staff, will be on
hand to answer all your questions.
Visions for a Sustainable Future,
Read Aloud
10 a.m.–2 p.m., at the Lagoon Shelter House alongside
the Iowa River, by signing up for a 20-minute shift to read
a section of the book out loud. Or come to be recharged
by hearing others amplify these essays vocally and stick
around to meet individuals and organizations helping put
these principles into practice.
In Tending Iowa’s Land, local
researcher and writer
Cornelia Mutel offers a
collection of essays and
personal stories from
experts and everyday people
that probe the challenges
and explore the pathways to
a regenerative future for our
natural environment.
Help give voice to these
stories on Tuesday, Sept. 23,
Bus, walk, or bike to this event! Cambus Routes 31 and
32 have stops on N Riverside Dr. The Lagoon Shelter
House is adjacent to the Iowa River Corridor Trail and
pedestrian bridge, a 15-minute walk from the Downtown
Transit Interchange.
This year’s Climate Fest hosts a double feature of two
short films with powerful messages. The first, Born
Curious, explores the life of an outdoor enthusiast and
explorer born in Queens.
Director Julia de Guzman
describes the film as “comedic
and lyrical, tense and heart-
warming and will inspire even the
most timid among us to live
braver and bolder every day.”
The second film, Green Buffalo,
follows members of the
Lower Sioux Indian Community
from southwest Minnesota as
they seek to build affordable
housing, cut greenhouse gas
emissions, and foster community resilience using
hempcrete, a revolutionary building material.
The films start at 6:30 p.m. on Thursday, Sept. 25, at
Dream City, one of the recent Climate Action Grant
awardees that has used the funding to install energy
efficient equipment in its commercial kitchen utilized
by local entrepreneurs as a business incubator. In
between screenings, learn more about related efforts
locally from United Action for Youth and the Great
Plains Action Society.
Take a free Route 1 bus to this event!
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
Silver (and Green!) Screen at
Dream City
Since 2020, EV registrations in Johnson County have
more than tripled, growing from a few hundred
vehicles to several thousand, including a new all-
electric Ford Lightning for the City’s Green Iowa
AmeriCorps team to use while providing free home
energy audits to Iowa City residents!
On Saturday, Sept. 20, from 7:30 a.m. to noon,
adjacent to the Farmers Market, visit the EV Car
Show to get an up-close look at many different
models and talk to owners about driving electric.
Want to see even more EVs? Keep an eye out in the
Homecoming Parade at 5:45 p.m. on Friday, Sept. 26,
for electric vehicles from the Iowa City fleet rolling
down the street!
Drive Electric Car Show
C L I M A T E A C T I O N G R A N T S
C o n g r a t u l a t i o n s t o t h e 2 0 2 5 r e c i p i e n t s o f
C l i m a t e A c t i o n G r a n t s : D r e a m C i t y , G l o b a l
F o o d P r o j e c t , K i t t y C o r n e r S o c i a l C l u b , L e a f
K i t c h e n , M a r t i n C o n s t r u c t i o n , N e w L i f e
M i n i s t r i e s , P u b l i c S p a c e O n e , W r i g h t H o u s e
o f F a s h i o n , w i t h p r o j e c t s r a n g i n g f r o m e n e r g y
e f f i c i e n c y i m p r o v e m e n t s t o l o c a l f o o d s y s t e m
s u p p o r t ! T h e n e x t C l i m a t e A c t i o n G r a n t
a p p l i c a t i o n w i n d o w w i l l o p e n i n s p r i n g 2 0 2 6 .
P r e v i e w t h e C l i m a t e A c t i o n G r a n t
a p p l i c a t i o n t o o l k i t p o s t e d a t
i c g o v .o r g /c l i m a t e a c t i o n g r a n t s .
On Sunday, Sept. 21, riders participating in the
annual Farm Cycle fundraiser, which highlights local
food resources and area bike routes, will depart from
the Bike Library for the ride. Iowa City’s Climate
Action and Outreach staff will be on hand from 9-10
a.m. with free sunscreen and heat awareness info.
Resilience Hubs are community-centered spaces that
offer support based on neighborhood needs. Unlike
emergency shelters, they operate year-round to build
long-term community strength but can also provide
key services during community disaster and recovery
efforts. Last year, Iowa City embarked on a planning
process in collaboration with two community
organizations, the Neighborhood Centers of Johnson
County and the Bike Library, to envision the unique
role each might play as a Resilience Hub. This year,
both have begun implementing those plans, with solar
panels installed at the Bike Library and emergency
power generators on the way for NCJC.
Resilience Hub Hang Out
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
Y o u c a n l e a r n m o r e a b o u t R e s i l i e n c e H u b s
a n d f u t u r e p l a n s a t t h e B i k e L i b r a r y o n
W e d n e s d a y , S e p t . 2 4 , f r o m 5 -8 p .m .
While at the Sept. 24 Hang Out at the Bike Library,
get started on your own home preparedness kit with
an assortment of free supplies to take with you, pick
up one of the Resilience Hub zines created by
Neighborhood Centers staff and Bike Library
volunteers, and check out the new rooftop solar
array. Leave inspired to help make Iowa City more
ready for disruptions like extreme weather events.
Take a free bus to this event! Routes 1 and 13 have
stops near Gilbert Court.
Climate Fest is an annual celebration of important
milestones in the City’s climate action efforts, but it is
as much about the future as what has been
accomplished so far. With more than 65 strategies in
the Accelerating Iowa City’s Climate Actions plan, there
are always more projects in the works.
What’s on the horizon? In the heart of City Park, the
new pool under construction is getting a special
climate action feature: the pool house will utilize heat
pump water heaters to produce hot water for the
showers and sinks.
The water heaters are based on the same heat pump
technology used in heating and cooling systems and
household heat pump water heaters.
It’s a first of its kind design for a pool house in Iowa
and can serve as an example for other cities to follow
while giving Iowa City residents a chance to
experience hot water from a heat pump firsthand.
On the other side of town, the City is set to break
ground this fall on a new methane capture system at
the wastewater treatment plant. The project is the
culmination of years of engineering efforts that will
build a system to capture, clean, and transport
renewable natural gas from the wastewater facility.
When fully operational in 2028, the methane capture
system is expected to result in direct, long-term
emissions reductions of more than 85,000 metric
tonnes. Combined with the expansion of the compost
facility and equipment upgrade currently underway
at the landfill, the project is a major step forward in
addressing methane.
What Comes Next?
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
T h i s h i g h l y e f f i c i e n t t e c h n o l o g y w i l l r e d u c e
e n e r g y u s a g e . A t t h e s a m e t i m e , i t a l s o w i l l
h e l p d e h u m i d i f y t h e p o o l h o u s e , m a k i n g f o r a
c o m f o r t a b l e s p a c e f o r s w i m m e r s t o c h a n g e
o n t h e i r w a y t o a n d f r o m t h e p o o l .
N o t o n l y w i l l t h e m e t h a n e c a p t u r e s y s t e m
c o n v e r t a b y p r o d u c t t h a t w o u l d o t h e r w i s e b e
w a s t e d i n t o s o m e t h i n g u s e f u l , i t w i l l h e l p
r e d u c e r e l i a n c e o n n o n -r e n e w a b l e e n e r g y
r e s o u r c e s .
I O W A C I T Y C L I M A T E A C T I O N & O U T R E A C H I C G O V .O R G /C L I M A T E F E S T
Iowa City maintains the longest running
greenhouse gas inventory of any city in Iowa, and it
has an important story to tell. Recorded emissions
for 2024 were the lowest to date, surpassing the
reductions seen in 2020. That’s something to
celebrate!
Much of this progress is the result of the continued
addition of clean energy resources like wind and
solar on the grid, which impacts every lightbulb in
town, every computer, and every use of electricity
in between, from toaster ovens to assembly lines.
Emissions reductions were recorded from
residential, commercial, and industrial energy use
as a result.
But other actions have a shared impact, too.
Transportation emissions, which have been rising
steadily since 2008, also dropped in 2024. Part of this
is the result of more people getting out of cars and
onto buses in response to Fare Free service. Another
piece of the puzzle is the growth in electric vehicles
on the road, which now make up 5 percent of
automobiles in Johnson County. EVs have no tailpipe
emissions and low associated charging emissions
when drawing on renewable energy resources.
These transportation decisions, made individually,
add up to big benefits not just in terms of emissions,
but in creating a cleaner, more connected community:
a success story in which everyone has a stake.
Greenhouse Gas Emissions Update
I C G O V .O R G /S U B S C R I B E
S T A Y C O N N E C T E D !
S U B S C R I B E T O T H E
A C T I O N M A T T E R S
M O N T H L Y N E W S L E T T E R
SEPTEMBER 19-25, 2025
ICGOV.ORG/
CLIMATEFEST
Q U E S T I O N S ? E M A I L C L I M A T E A C T I O N @ I O W A -C I T Y .G O V O R C A L L 3 1 9 -8 8 7 -6 1 6 4
A special thanks to the many partners collaborating on Climate Fest, including:
100 Grannies | Bur Oak Land Trust | Dream City | Earl May Garden Center
FilmScene | Food & Water Watch | Great Plains Action Society | Iowa City Bike Library
Iowa City Climate Advocates | Iowa City Farmers Market | Iowa City Landscaping
Iowa City Municipal Airport | Iowa City Parks & Recreation | Iowa City Public Library
Iowa City Transportation Services | Iowa Flood Center | New Pioneer Food Co-op
Johnson County Conservation | Public Space One | Sierra Club | Solar by Brandt
United Action for Youth | Environmental Coalition at Iowa
C i t y o f I o w a C i t y
4 1 0 E . W a s h i n g t o n S t .
I o w a C i t y , I A 5 2 2 4 0
From:Sarah Gardner
To:Sarah Gardner
Subject:EV data and suggested approach to next meeting
Date:Friday, August 8, 2025 11:56:59 AM
Attachments:image007.png
image008.png
Hello, Commission members.
Thank you again for the excellent discussion on Monday. I am following up with the promised email.
In thinking about what data might be most useful, it occurred to me reframing the central question
might be helpful. Part of the reason we have such much data on this topic available to us is a result
of the Eastern Iowa EV Readiness Plan (EVRP) development process we undertook in 2021, which
involved extensive survey work and stakeholder strategy meetings over the course of nine months
with adjacent jurisdictions, transportation agencies, utilities, EV drivers, landlords, gas stations,
and businesses.
In many ways we do not need to reinvent the wheel on this question, as the core strategies have
already been identified in that plan. This is, in fact, one of the reasons we have an EV charging grant
available for apartment and condo buildings – it flowed out of those discussions, and we enacted it
because the Accelerating Iowa City’s Climate Actions plan calls on us to implement
recommendations from the EVRP. Let me suggest, then, the core question to give some thought
to between now and the next meeting is to review the strategies arrived at in the EVRP that
identify those we think most important be integrated into the city’s comp plan. It is likely useful
to keep in mind the comp plan aims to address future land use and development in Iowa City, but
can include related goals as well. You can find the EVRP at this link, and with the strategies outlined
on pages 22 onward.
Because I promised some updated data that hopefully provides some useful context to all this,
you’ll also find a heat map and a graph below analyzing the zipcode of origin for vehicles using the
city-owned charging stations. I’ve also included the registration data for EVs in the counties
covered by the EV Readiness Plan. Finally, you’ll find a document at this link showing all of the EVs
currently on the market, along with their pricing and mileage capability. I hope it makes for some
interesting data to ponder, if nothing else.
A copy of this email will be included in the next agenda packet. As a reminder, due to open
meetings law it is recommended you do not use “reply all” to respond to this message.
County
EV
registrations
2019
EV
registrations
2024
Percent
Growth in EV
Registrations
2020-2024
Total
Autos
2019
Total
Autos
2024
Percent
Change in
County Auto
Registrations
EV%
of
Total
Autos
2024
Black Hawk 203 786 287.2 49879 40825 -18 2
Dubuque 144 609 322.9 37060 28965 -22 2
Johnson 549 2083 279.4 53586 45022 -16 5
Linn 516 2101 307.2 95390 77296 -19 3
Scott 321 1275 297.2 75156 58710 -22 2
Warmly,
Sarah J. Gardner, AICP
Climate Action Coordinator, Iowa City
319-887-6162
1
Eastern Iowa
Electric Vehicle Readiness Plan
June 2021
2
Contents
Acknowledgements ...................................................................................................................................... 3
Acronyms ...................................................................................................................................................... 4
Key Definitions ............................................................................................................................................. 4
Executive Summary ...................................................................................................................................... 5
Introduction .................................................................................................................................................. 8
Electric Vehicle Readiness Plan .................................................................................................................. 21
Appendix A: Charging at Multifamily Units ............................................................................................... 43
Appendix B: Overview of Stakeholder Outreach and Engagement .......................................................... 48
Appendix C: Overview of Readiness Strategies and Prioritization Process ............................................. 52
Appendix D: Additional Resources & Further Reading ............................................................................. 60
Appendix E: Letters of Concurrence .......................................................................................................... 63
3
Acknowledgements
Representatives of several communities in Eastern Iowa supported the development of the Eastern Iowa
Electric Vehicle Readiness Plan. We recognize the individuals that participated in the plan’s development
through a Steering Committee, listed below in alphabetical order. We also thank the community for
participating in the stakeholder engagement process. The work was funded through a grant awarded by
the Iowa Economic Development Authority (IEDA).
Steering Committee
Gina Bell, Sustainable Community Coordinator, City of Dubuque
Daniel Bissell, Operations Supervisor, City of Iowa City
Elizabeth Darnall, Regional Transportation Planner, Corridor MPO, City of Cedar Rapids
Amy Drahos, Senior Air Quality Scientist, Linn County Public Health, City of Cedar Rapids
Jason Duba, Planning Technician, City of Dubuque
Kyle Durant, Transportation Planner, Iowa Northland Regional Council of Governments, City of Waterloo
Matthew Flynn, Senior Planner Manager, City of Davenport
Sarah Gardner, Climate Action Engagement Specialist, City of Iowa City
Nicole Gleason, Public Works Director, City of Davenport
Eric Holthaus, Sustainability Coordinator, City of Cedar Rapids
Gena McCollough, Planning Director, Bi-State Regional Commission
William Micheel, Manager, Corridor MPO, City of Cedar Rapids
Adrienne Miller, Economic Development Specialist, City of Waterloo
Brenda Nations, Sustainability Coordinator, City of Iowa City
Brad Neumann, Transportation Planner, Johnson County MPO, City of Iowa City
Chandra Ravada, Director of Transportation, East Central Intergovernmental Assoc., City of Dubuque
Danielle Sitzman, Development Services Coordinator, City of Iowa City
Thomas Weintraut, Planner III, City of Cedar Falls
Wally Wernimont, Planning Services Manager, City of Dubuque
Consultant Team – ICF
Scott Walsh, Project Manager
Paola Massoli
Stacy Noblet
4
Acronyms
AC: alternating current
ADA: Americans with Disabilities Act
AFDC: Alternative Fuels Data Center
BEV: battery electric vehicle
DC: direct current
DOT: Department of Transportation
EV: electric vehicle
EVSE: electric vehicle supply equipment
GHG: greenhouse gas
ICE: internal combustion engine
IEDA: Iowa Economic Development Authority
KPI: key performance indicators
kWh: kilowatt-hour
MPO: metropolitan planning organization
MPGE: miles per gallon equivalent
MUD: multi-unit dwelling (alternate name for multi-family units or multi-family housing)
NEC: National Electric Code
NREL: National Renewable Energy Laboratory
PHEV: plug-in hybrid electric vehicle
REC: rural electric cooperative
TOU: time-of-use
ZEV: zero-emission vehicle
Key Definitions
Charging station: Device that transfers power to an EV. A charging station can contain more than one
charging port (also called outlets or plugs).
Electric vehicles (EVs): The term used to collectively describe plug-in electric vehicles, including battery
electric and plug-in hybrid electric vehicles.
Electric vehicle supply equipment (EVSE): The industry term for electric vehicle charging infrastructure,
commonly called charging station.
Plug-in hybrid electric vehicles (PHEV): Vehicles powered by an internal combustion engine and an
electric motor that uses energy stored in a battery. The battery is charged by plugging in to an electric
power source. Most PHEVs can travel between 20 and 40 miles on all-electric battery mode, before
switching back to the combustion engine.
Battery electric vehicles (BEV): Vehicles that only operate in all-electric battery mode. BEVs have typical
driving ranges from 150 to 300 miles, depending on the size of the electric battery.
5
Executive Summary
Purpose of the Eastern Iowa Electric Vehicles Readiness Plan
Electric vehicle (EV) technology and deployment have advanced dramatically in recent years, creating
opportunities to directly reduce emissions from the transportation sector while providing additional
economic and energy security benefits. Recognizing the role that local and regional governments can
take in enabling an electrified transportation future, an increasing number of communities across the
United States are defining strategies to achieve a greater level of readiness for EVs, with a focus on
charging infrastructure to support these vehicles.
The Eastern Iowa Electric Vehicle Readiness Plan (EVRP) is a collective effort that cities, counties, and
metropolitan planning organizations (MPOs) of Eastern Iowa 1 are taking towards the goal of increasing
zero-emission vehicles as one of the available solutions leading to lower transportation emissions, while
ensuring that the mobility needs of the region and the target carbon reductions are met equitably.
As part of the process, the City of Iowa City commissioned ICF to evaluate the existing EV market,
charging infrastructure, incentives, and characterized barriers to greater EV adoption as well as the
policy and educational opportunities to overcome such barriers. To date, the deployment of EVs in the
region has been modest but growing steadily. The deployment of publicly available charging
infrastructure has also been on the rise. Key local stakeholders (e.g., utilities and private businesses)
have indicated interest in funding opportunities for EV charging. However, achieving a much greater
level of EV adoption requires a set of coordinated strategies and actions that encompass infrastructure
planning and deployment, local policies, consumer education, and partnership creation.
The EVRP is primarily intended as a guide to implement the recommended EV readiness actions
prioritized by the Steering Committee and community stakeholders. It should be also used as a
complementary tool to other transportation planning efforts that the region has and will be undertaking
in coming years to address broader mobility and sustainability needs. While the EVRP identifies the key
stakeholders that will be vital to its successful implementation, the strategies and actions are designed
to be primarily within the control of, and led by, the local and regional government entities represented
by the Steering Committee.
Vision and Goals
The Steering Committee defined a regional vision statement and a set of specific goals that provide the
foundation for the EVRP. The vision statement reflects the Committee’s role and intent to support
communities across Eastern Iowa to further EV adoption in a way that is equitable, improves air quality,
and generates economic benefits.
Regional Vision Statement
“The communities of Eastern Iowa will be leaders in supporting the increased use of electric vehicles
(EVs) and improving access to charging infrastructure. We will empower our residents, businesses, and
visitors through policies, partnerships, and initiatives that encourage adoption of EVs.”
1 The cities, counties, and MPOs participating in these efforts are represented on the EVRP Steering Committee.
Other communities, organizations, and individuals have also participated in this effort through stakeholder
engagement sessions.
6
Regional Goals
• Increase EV use
• Increase EV charger availability
• Increase equitable access to EVs and charging
• Reduce emissions
• Improve air quality
• Generate economic benefits
• Establish regional collaboration to leverage resources and share learnings
Summary of Key Readiness Strategies and Actions
Key Readiness Strategy Priority Action
Invest in EV Charging Infrastructure
Quantify the need for new publicly available
charging equipment to fill gaps at both local and
regional level, including direct current (DC) fast
chargers to enable long-distance travel along
Expand Access to EV Charging Infrastructure
charging as a permitted accessory use, and to
include requirements or incentives (e.g., density
bonuses) for the installation of charging
infrastructure in new construction and major
Adoption of and Access to EVs
Increase Education and Awareness of EVs and
EV Charging
resources website to educate all Eastern Iowa
consumers on the environmental, financial, and
other benefits of EVs. The website should include
information on logistics of buying EVs (including
available incentives), installing charging (including
the local permitting process), finding charging,
etc. Link to other reputable and well-maintained
Coordinate Regionally to Implement Actions and
Strategies
Integrate EV readiness into regional planning
efforts, including regional transportation plans
Lead by Example
Educate municipal/county employees about EVs
and EV charging and encourage EV adoption
through the development of workplace charging
7
Plan Structure
The EVRP is organized as follows:
• The Introduction provides background information on EVs and charging infrastructure.
It also summarizes the existing conditions in Eastern Iowa in terms of EV adoption, charging
station deployment, available funding at the federal and state level, and EV-related efforts to
date. This section can be used to provide City staff, partners, and community members with a
basic understanding of these topics.
• The EV Readiness Strategies and Actions are the primary focus of this plan and present
recommended strategies as well as corresponding implementation actions. Each readiness
strategy identifies lead and additional stakeholders and provides examples for implementation,
and best practices.
• The Key Next Steps provide guidelines and suggestions for near-term action.
• The Appendices provide additional details, including a deeper dive into multifamily charging, the
overview of the stakeholder engagement process, the full list of strategies and actions
considered, results of Steering Committee prioritization, and additional resources.
8
Introduction
Electric Vehicles and Charging Infrastructure Overview
This section provides basic information about EVs and charging infrastructure as well as general
considerations about costs and benefits of EV driving and infrastructure development.
What is an Electric Vehicle?
An EV is a vehicle that is entirely or partially propelled by an electric motor powered by a battery. There
are two types of EVs:
• Plug-in electric vehicles (PHEV): Vehicles powered by an internal combustion engine and an
electric motor that uses energy stored in a battery. The battery is charged by plugging in to an
electric power source. Most PHEVs can travel between 20 and 40 miles on the electric battery
before switching back to the combustion engine. An example of a PHEV is the Toyota Prius
Prime.
• Battery electric vehicles (BEV): Vehicles that only operate in all-electric battery mode. BEVs
have typical driving ranges from 150 to 300 miles, depending on the size of the electric battery.
The most popular BEV is the Tesla Model 3.
Current Electric Vehicle Market
To date, EVs represent 3% of all light-duty vehicles on the road in the United States. Upfront purchase
costs have been a barrier to widespread EV adoption, but vehicle prices have decreased dramatically
due to the falling costs of lithium ion battery packs ($137 per kilowatt-hour (kWh) in 2020, a ten-fold
decrease since 2010). Current forecasts suggest that EVs will reach cost parity with internal combustion
engine (ICE) vehicles by 2025, or when battery manufacturing costs will fall below $80 per kWh.2
The growing trend in light-duty EV
adoption 3 (Figure 1) reflects such
declining prices and an increasing
variety of EV makes and models with
higher vehicle range and overall
performance to satisfy consumers’
needs and preferences. As of January
2021, there were 19 passenger style
BEV models (26 including model
variants)4 and 30 PHEV models
available on the U.S. market,5 with
BEVs emerging as the preferred
technology nationally. The EV market
is also rapidly changing in the medium-
and heavy-duty sectors. Electric transit
2 Bloomberg NEF, 2020. Electric Vehicle Outlook Report. Available at https://about.bnef.com/electric-vehicle-outlook/
3 Green Car Congress, 2020. Argonne: Cumulative PEV sales in the US reach 1.6 million units; BEVs outpace PHEVs. Available at
https://www.greencarcongress.com/2020/09/20200929-anl.html
4 EV Adoption, 2021. BEV Models. Available at https://evadoption.com/ev-models/bev-models-currently-available-in-the-us/
5 EV Adoption, 2021. PHEV Models. Available at https://evadoption.com/ev-models/available-phevs/
9
buses are now being deployed in most states, thanks in part to grant support from the Federal Transit
Administration,6 and the market is expected to grow more than 18% per year until 2024.7 Applications
of zero-emission medium-duty vehicles as delivery vans and shuttles are also increasing, and up to 10
new electric pickup truck models are expected by 2023.8
Benefits of Electric Vehicles
EVs significantly reduce greenhouse gas (GHG) emissions. For instance, a BEV charged in Iowa reduces
carbon dioxide (CO2) emissions by about 75% compared to an ICE car (Figure 2). For a PHEV, the
emissions reductions are approximately 55%. This is despite the significant presence of coal in the
electricity generation mix of the Midwest Reliability Organization West region, of which Iowa is a part.
As the region shifts to even higher percentages of clean electricity sources such as wind power, the
emissions associated with EV use will decrease further.
Figure 2. Annual emissions (in pounds per CO2 equivalent) of conventional and alternative fuel vehicles. Source:
Alternative Fuel Data Center 9
EVs also reduce or eliminate other tailpipe pollutants such as nitrogen oxides (NOx), volatile organic
compounds (VOCs), carbon monoxide (CO) and particulate matter (PM), thereby improving air quality
and reducing the local negative health impacts of pollution.10
6 Federal Transit Administration, Fiscal Year 2020 Low or No-Emission (Low-No) Bus Program Projects. Available at
https://www.transit.dot.gov/funding/grants/fiscal-year-2020-low-or-no-emission-low-no-bus-program-projects
7 Sustainable Bus, 2019. U.S. Bus market to grow 18.5% yearly til 2024. Available at https://www.sustainable-bus.com/news/u-
s-electric-bus-market-to-grow-18-5-yearly-till-2024/
8 Autoweek, 2020. Check Out All the Electric Pickup Trucks Coming Down the Pike. Available at
https://www.autoweek.com/news/green-cars/g33459525/check-out-all-the-electric-pickup-trucks-coming-down-the-pike/
9 U.S. Department of Energy, Alternative Fuels Data Center, 2021. Emissions from Hybrid and Plug-In Electric Vehicles. Available
at https://afdc.energy.gov/vehicles/electric_emissions.html
10 American Lung Association, 2020. The Road to Clean Air. Available at https://www.lung.org/getmedia/99cc945c-47f2-4ba9-
ba59-14c311ca332a/electric-vehicle-report.pdf
10
In addition to zero or significantly reduced tailpipe emissions, EVs offer:
• Fuel savings: EVs are more efficient and require less energy to drive the same distance. In
addition, electricity prices are more stable than oil. According to a study by Consumer Reports, a
typical EV owner who does most of their charging at home can expect to save an average of
$1,000 a year on fuel costs when compared to an equivalent gasoline-powered car.11
• Maintenance savings: EVs greatly reduce or eliminate the need for oil changes, tune ups, and
emissions tests. The average BEV owner spends roughly half as much on repair and maintenance
costs over the lifetime of their vehicle compared to owners of gas-powered vehicles, saving up
to $4,600 over the lifetime of the vehicle.3
• Comfortable driving experience and performance: EVs offer a quiet yet powerful drive due to
the instant acceleration of the electric motor. For this reason, EVs perform well on hilly terrain.
Additionally, EVs have enhanced stability due to the positioning of the battery allowing them to
perform well on snow and ice, and to be less likely to roll over during crashes.
• Resilience: EVs can be a valuable distributed energy resource. Technology is advancing to use
the power stored in an EV’s electric battery to be utilized in case of emergency 12 or to manage
grid load through utility programs.13
Electric Vehicle Challenges
While the industry has advanced in the last decade, concerns about EV adoption still exist among
consumers. In addition to upfront vehicle costs, typical concerns include the following:
• Cold weather operations: EVs lose range in cold and hot ambient temperatures, as the EV
battery thermal management system is designed to keep the battery warmed (or cooled) to an
optimum temperature range (55-75°F). EV drivers can work around these impacts by
‘preconditioning’ the vehicle before driving, e.g., by heating (or cooling) the vehicle cabin while
the EV is still plugged in, to avoid using the battery charge.14
• Range anxiety: While most BEVs can drive over 100 miles with a charge, range anxiety can be a
deterrent for EV adoption, especially if charging at home is not possible. Workplace charging
helps increase the option of driving electric for employees. Similarly, access to charging is a key
factor in decreasing range anxiety and increasing consumers’ confidence in EVs. Many public
and private stakeholders, including electric utilities, are focusing on expanding the availability of
charging stations both in urban areas and along major highway corridors, while working on
improving interoperability and standardization of the existing equipment.15
• Sustainability: EV manufacturing requires extraction and processing of rare minerals needed for
electric batteries. Although there are non-zero impacts, environmental life-cycle assessment
indicates that over the vehicle lifetime, an EV is more sustainable than a gasoline-fueled
11 Consumer Report, 2020. Electric Vehicle Ownership Cost. Available at https://advocacy.consumerreports.org/wp-
content/uploads/2020/10/EV-Ownership-Cost-Final-Report-1.pdf
12 National Association of State Energy Officials, 2016. Initiative for Resiliency and Energy through Vehicles. Available at
http://www.naseo.org/irev
13 MJ Bradley & A., 2017. State-Wide Costs and Benefits of Plug-in Vehicles in Five Northeast and Mid-Atlantic States. Available
at http://www.mjbradley.com/reports/mjba-analyzes-state-wide-costs-and-benefits-plug-vehicles-five-northeast-and-mid-
atlantic
14 Union of Concerned Scientists, 2016. Do Electric Cars Work in Cold Weather? Available at https://blog.ucsusa.org/dave-
reichmuth/electric-cars-cold-weather-temperatures
15 Fuels Institute, 2020. Electric Vehicle Adoption: Focus on Charging. Available at
https://www.fuelsinstitute.org/Research/Reports/Electric-Vehicle-Adoption-Focus-on-Charging/EV-Adoption-Report.pdf
11
vehicle.16 Further, research and development of new methods to recycle batteries more
efficiently and sustainably is increasing, along with applications for battery reuse after they are
removed from an EV. 17, 18
Charging Infrastructure
EV charging infrastructure (also called electric vehicle supply equipment, or EVSE) is typically classified
based on the maximum amount of power that can be delivered to the vehicle’s battery. EV charging
units from over 60 manufacturers are available in the United States, although they vary by offering and
connectivity.19 A summary of the three types of charging levels, including connector types, technical
specifications, and typical applications (residential, commercial, public 20 or fleets) is available in Table 1.
Table 1. Electric vehicle charging equipment, classified by the maximum amount of power that can be delivered
and the rate at which the batteries are charged. V=voltage; A=amperage.
Level 1 Level 2 DC Fast Charging
Description
current (AC) plug,
single phase service
phase service
20-50A
service connection
50-200A
Connector
Type(s)
Combo combo
Typical Use
Cases
Light-duty EVs;
residential, workplace EVs; residential, workplace, EVs; public charging, fleets
Charge Time
(for light-duty
EVs, depending
on battery size)
2-5-miles/1 hour of
charging
PHEVs can be fully
charged in 2-7 hours;
charging
PHEVs can be fully charged
in 1-3 hours; BEVs in 4-8
BEVs can be fully charged in 30-60
minutes.
Passenger EV drivers typically have three main charging options, namely:
• Residential charging: Occurs at home, typically at night, through Level 1 or 2 equipment.
• Workplace charging: Occurs during the daytime on weekdays, most commonly through Level 2
equipment.
16 Kukreja, B., 2018. Life cycle analysis of electric vehicles. Available at https://sustain.ubc.ca/sgites/default/files/2018-
63%20Lifecycle%20Analysis%20of%20Electric%20Vehicles_Kukreja.pdf
17 Argonne National Laboratory, 2019. DOE launches its first lithium ion battery recycling R&D center. Available at
https://www.anl.gov/article/doe-launches-its-first-lithiumion-battery-recycling-rd-center-recell
18 Alternative Fuel Data Center, 2020. Battery second life. Available at
https://afdc.energy.gov/files/u/publication/battery_second_life_faq.pdf
19 GoElectricDrive, 2021. EVSE Products, Charging Networks and Service Providers. Available at GoElectricDrive.org
20 The expression ‘public EV charging station’ is typically used to indicate publicly available charging points. These include both
publicly and privately-owned stations.
12
• Opportunity charging: Captures non-residential and non-workplace charging (retail locations,
high-traffic corridors) usually through public Level 2 and DC fast charging equipment.
Several factors influence the cost of EV charging infrastructure, namely the charging level, the type of
equipment (wall mounted vs pedestal), the need for electrical upgrades, and additional features such as
networking and communication capabilities.21 Before incentives and installation costs, the price of Level
2 equipment can range from $400-$700 (for residential) and $2,500-$5,000 (for commercial) and DC fast
infrastructure can range from $20,000-$150,000. Installation, grid upgrades, permitting, accessibility
compliance, and data contracts can add to the final project costs and vary by site characteristics and
equipment features (Table 2).
Table 2. Cost ranges for EV charging for residential and non-residential applications, $/charge port.
Cost Element Level 1 Level 2 DC Fast Charge
Hardware
Permitting
Installation
Total $500 $5,500 $1,100 $20,200 $70,500 $241,000
-U.S. Department of Energy, 2015. Costs Associated With Non-Residential Electric Vehicle Supply Equipment
-New York State Energy Research and Development Authority, 2019. Benefit Cost Analysis of Electric Vehicle Deployment
in New York State’
Likewise, operation and maintenance (O&M) costs vary depending on the type and quantity of charging
equipment, station utilization, and ownership structure but are typically low for residential applications.
In analyzing EV uptake in the 50 most populous U.S. metropolitan areas in 48 states, the International
Council of Clean Transportation (ICCT) found a strong correlation between the amount of public Level 2
and DC fast charging infrastructure and higher EV adoption.22 The study also notes that other factors (EV
availability at dealers, incentives, local policies, and consumer awareness) also influence EV adoption.
21 Non-networked stations are stand-alone equipment with no hardware or software to be managed remotely; these are the
least expensive options. Networked (“smart”) chargers connect with a network service provider’s and access a “dashboard” to
allow real-time monitoring of energy use, up-time, and maintenance needs. Smart charging strategies can alleviate demand
charges (fees based on the maximum energy load drawn during the billing period) or limit charging when rates are highest.
22 ICCT, 2020. EV Update U.S. Cities. Available at https://theicct.org/publications/ev-update-us-cities-aug2020
13
Existing Conditions in Eastern Iowa
The Eastern Iowa region (Figure 3) is home to several of the state's main population centers, such as
Iowa City, Cedar Rapids, Dubuque, Cedar Falls, Waterloo, and the Quad Cities area, which includes
Davenport and Bettendorf. According to the 2017 Eastern Central Iowa Council of Governments
Comprehensive Regional Development Strategy 2040 report,23 much of the region has experienced
population growth, especially along the I-380 corridor between Iowa City and Cedar Rapids. As of 2018,
Cedar Rapids was the second largest city in Iowa with approximately 133,500 residents, while Davenport
and Iowa City ranked third and fifth with 101,500 and 75,000, respectively.24
Figure 3: The Eastern Iowa region of interest for this EV Readiness Plan is highlighted by the square.
23 Eastern Central Iowa Council of Governments, Comprehensive Regional Development Strategy 2040. Available at
https://www.ecicog.org/uploads/2/6/9/0/26907680/crds_2040.pdf
24 U.S. Census Bureau, City and Town Population Totals: 2010-2019. Available at https://www.census.gov/data/tables/time-
series/demo/popest/2010s-total-cities-and-towns.html
14
In 2016, the Iowa Economic Development Authority (IEDA) in collaboration with the Iowa Clean Cities
coalition published Advancing Iowa’s EV Market, a state-wide assessment of EV adoption and consumer
awareness that indicated potential for EVs to “provide a variety of benefits to Iowans.”25
The follow-up 2019 study Charging
Forward: Iowa’s Opportunity for
Electric Vehicle Infrastructure, pointed
out that advancing the development
of charging infrastructure in the
regions is necessary, and identified
outdated policies and procedures
regarding EV charging stations while
providing key recommendations for
policymakers.26
Electric Vehicle Adoption
As of June 30, 2020, the Iowa Department of Transportation (Iowa DOT) reported 5,391 registered EVs
in the state (2,556 BEV and 2,966 PHEV), a statewide fivefold growth since 2016. Approximately 34% of
those EVs were registered in the five Eastern Iowa counties partnering in this project (Figure 4).
Figure 4: EV registrations in Iowa as of June 30, 2020. 34% all EVs registered in Iowa are in the five Eastern Iowa
counties considered in this analysis (Johnson, Linn, Scott, Dubuque and Black Hawk).
25 Iowa Economic Development Authority, 2016. Advancing Iowa’s EV Market. Available at
https://www.iowaeconomicdevelopment.com/userdocs/documents/ieda/AdvancingIowasElectricVehicleMarketReport.pdf
26 Iowa Economic Development Authority, 2019. Charging Forward: Iowa’s Opportunity for Electric Vehicle Infrastructure
Support. Available at https://www.iowaeconomicdevelopment.com/userdocs/news/IEDA_EVRpt_022019.pdf
23%
11%
10%6%
4%
3%
43%
EV Registrations in Iowa (June 30, 2020)
Polk
Johnson
Linn
Scott
Black Hawk
Dubuque
Other
Charging Forward: Iowa’s Opportunity for EV Infrastructure
Charging Forward
strategies to accelerate EV adoption in Iowa:
1.Clarify and update state policies and procedures
2.Advance planning and development of charging
stations
3.Maximize benefits for consumers
15
Charging Infrastructure
According to the U.S. Department of Energy’s Alternative Fuel Data Center (AFDC), there were 219
public and private EV charging stations in Iowa for a total of 450 charging ports in March of 2021. Most
stations are public Level 2 (169 stations, for a total of 310 charging ports).27 Much of the EV charging
infrastructure in the state has been funded by the Volkswagen Settlement Environmental Mitigation
Trust program, administered by the Iowa DOT.28 In February 2020 a total sum of $900,000 was
disbursed to six DC fast charger installation projects, and $198,000 to fifteen Level 2 community
charging installation projects.
Among the funded DC fast project awardees
was the Iowa 80 Truckstop in Walcott, the
largest truck stop in the world 29, and the Kum &
Go convenience store and gas station in
Coralville.
(Photo: DC fast EV chargers at the Iowa 80 Truckstop, I-80
and exit 284, Walcott, Iowa. Source: Delia Meier, Iowa 80
Truckstop)
Table 3 indicates the numbers of public EV charge points in the major cities of the Eastern Iowa region
analyzed for EV readiness, along with the number of charge points per million population. Most Eastern
Iowa cities align with or are even above the U.S. average of approximately 210 charging ports per million
population, although others are significantly below.
Table 3: Number of EV charging locations for major cities in the Eastern Iowa EV Readiness plan project area, and
the charge points per million population. Source: Alternative Fuels Data Center, ICF analysis
27 U.S. Department of Energy Alternative Fuel Data Center, 2021. Alternative Fueling Station Locator. Available at
https://afdc.energy.gov/stations/#/analyze?region=US-IA&country=US&fuel=ELEC&ev_levels=all
28 State of Iowa Department of Transpiration, 2021. Volkswagen Clean Air Partial Settlements. Available at
https://iowadot.gov/vwsettlement/default.aspx
29 Iowa 80 Truckstop Installs EV Charging Stations, 2021. Available at https://www.truckinginfo.com/10142437/iowa-80-
truckstop-installs-ev-charging-stations
16
A 2018 study by the Iowa DOT projected that the Iowa EV market is expected to reach nearly 450,000
EVs in 2040 based on a medium EV adoption scenario, 1.4 million EVs under a high adoption case, and
more than 200,000 in a low adoption case (Figure 5).30
Figure 5: Low, medium and high EV adoption scenarios in the state of Iowa as projected by the Iowa DOT.
These statewide EV adoption projections can be used to estimate EV infrastructure needs for Eastern
Iowa, assuming the region will continue to represent 35% of the state’s EVs population.
The Electric Vehicle Infrastructure Projection (EVI-Pro) Lite tool 31 developed by the National Renewable
Energy Laboratory (NREL) can be used to project the amount of workplace and public charging
infrastructure needed to support the projected EV adoption numbers, as shown in Table 4. Using the
assumptions noted below the table, a medium EV adoption scenario would require at least 22,000 Level
2 workplace charging ports, nearly 16,000 public Level 2 ports, and over public 2,000 DC fast ports. This
is a significant increase from the amount of public charging infrastructure currently available in Eastern
Iowa, indicating a need for the stakeholders of Eastern Iowa to develop policies and plans to support the
deployment of additional charging infrastructure.
Table 4: Eastern Iowa EV adoption scenarios and charging infrastructure needs based on EVI-Pro Lite. Source:
NREL, ICF analysis
Low Adoption
(70,000 EVs)
Medium Adoption
(157,000 EVs)
High Adoption
(490,000 EVs)
Workplace Level 2
Ports
Public Level 2 Ports
Public DC Fast Ports
30 Iowa Department of Transportation, 2018 Report on the Impact of Electric Vehicles to the Road Use Tax Fund, Available at
http://publications.iowa.gov/29142/1/EV%20RUTF%20Impact%20Report%20123118.pdf
31 Alternative Fuels Data Center, Electric Vehicle Infrastructure Projection Tool (EV-Pro) Lite. Available at
https://afdc.energy.gov/evi-pro-lite
17
Assumptions for the EVI-Pro Lite analysis:
• Vehicle mix: Uses the EVI-Pro Lite default assumptions of 35% BEVs with a 250+ mile range, 35%
PHEVs with an electric range of 50+ miles, 15% BEVs with a 100+ mile range, and 15% PHEVs
with an electric range of 20+ miles.
• PHEV support: Projects public chargers necessary so that most PHEV drivers would not need to
use gasoline on a typical day.
• Residential charging: Assumes that 50% of Eastern Iowa residents have access to residential
charging.
Community Greenhouse Gas Inventories, Transportation Plans, and Relevant Policies
This section reviews the existing climate and transportation plans, EV-related policies and proposed EV
charging station deployments for cities, counties, and MPOs in the Eastern Iowa region. It also provides
an overview of the current state EV policies.
Cedar Falls
In 2016, the City of Cedar Falls completed the Community and Government Operations GHG Inventory
that projected a significant increase of transportation emissions in the coming decade based on
estimated population growth. By 2030, it is estimated that transportation will represent 27% of the total
GHG budget at the community level, surpassing residential, commercial, and industrial energy use. The
City is developing emission reduction targets and a resilience and sustainability plan that will likely
include vehicle electrification as a strategy for GHG reduction from transportation. Further, the City’s
Future Transportation Plan mentions a Downtown Cedar Falls revitalization project that could represent
an opportunity to align existing and future GHG goals with EV charging infrastructure development.
Cedar Rapids and Corridor MPO
On February 25, 2020, the Cedar Rapids City Council passed a resolution recognizing the urgency for
community climate action. Consequently, City staff will develop a community-wide GHG inventory for
the year 2010 as a baseline and a community-wide Climate Action and Adaptation Plan. The Corridor
MPO 2045 Long Range Transportation Plan (LRTP)32 does not directly cover EV initiatives or strategies to
curb GHG emissions from transportation; however, the results of a community survey indicate that
several stakeholders expressed interest in electric transit buses. In addition, the City of Cedar Rapids has
adopted provisions specific to EV charging infrastructure in their zoning ordinance to define specific uses
and safety standards.33
32 Corridor Metropolitan Planning Organization, 2020. Corridor MPO 2040, Long-Range Transportation Plan. Available at
https://cms8.revize.com/revize/cedarrapids/Community%20Development/MPO/Corridor%202045%20LRTP_FINAL.pdf
33 Cedar Rapids, Chapter 32: Zoning Ordinance, 2020. Available at
https://cms.revize.com/revize/cedarrapids/Chapter%2032%20-%20Zoning%20Ordinance_6.8.2020.pdf
Consideration: Equitable Access to Home Charging
of multi-family housing often face logistical challenges, such as access to reliable parking or lack
of home ownership, that prevent easy access to EV charging. Efforts to eliminate such
challenges and promote equitable EV adoption are taking shape in communities across the
18
Dubuque
The City of Dubuque developed its first GHG inventory in 2010 for municipal emissions only and released
an updated inventory in 2019 that also included community-wide emissions from 2014 to 2018.34 The
City updated its Community Climate Action and Resiliency Plan in 2020 35 and identified opportunities to
achieve 50% community wide GHG reduction below 2003 levels by 2030 and to be the first Net Carbon
Neutral community in Iowa. The plan sets a target of 45% emission reduction from the transportation
and land use sectors by 2030 using a combination of strategies that include supporting alternative fuels,
with a goal of 20% of alternative fuel vehicles (hybrid or electric) sold by 2030. The plan also calls for
transitioning both the City fleet and private business fleets to electric. Dubuque anticipates that 4,100
residents will own EVs by 2030 and predicts the need for 175 public Level 2 charging ports, 264
workplace Level 2 charging ports and 21 public DC fast charging ports. One of the quoted strategies is to
work with the local utility (Alliant Energy) to implement outreach and education campaigns to help
residents understand the benefits of EVs, and to leverage Alliant Energy programs to facilitate EV
purchase and EV charging installation. Finally, under the Imagine Dubuque 2037 initiative, the city has
also adopted a community-led comprehensive plan with the intent to guide the community’s physical,
social, and economic and mobility development in a sustainable and equitable way.36 While the plan is
focused on equitable access to mobility options and the increase in public transit, electric micro-mobility
as well as electric ride-sharing could be opportunities for the City of Dubuque to explore EV adoption
beyond private vehicles and public transit.
Iowa City
In 2016, Iowa City set GHG emission reduction goals for 2025 and 2050. The Iowa City Climate Action
and Adaptation Plan 37 released in 2018 indicated that while the bulk of community-wide emissions in
the 2015 GHG inventory came from building-related sources, the relative share of transportation
emissions – 15% as of 2017 – is projected to grow as the electric grid becomes cleaner as a result of coal
displacement in power generation. To achieve the 2050 GHG targets, Iowa City plans to “replace 55% of
passenger vehicle trips with sustainable transportation options (walking, biking and zero emission
transit), convert 50% of the municipal vehicle fleet to cleaner fuel vehicles and increase community wide
adoption of electric and alternative fuel vehicles.” Among the proposed actions, increasing the
deployment of electric and alternative fuel vehicles is indicated as a medium-cost and high-impact
strategy across all sectors (home, work, government). Furthermore, the City’s plan sets a goal to embed
equity and environmental justice in all their GHG reduction actions and indicates the need to increase
affordable and reliable mobility choices for disadvantaged and low-income populations.
34 City of Dubuque, 2020. Inventory of Community Greenhouse Gas Emissions 2014-2018. Available at
https://www.cityofdubuque.org/DocumentCenter/View/43458/Dubuque-GHG-Inventory-Report-6419_Final
35 City of Dubuque, 2020. Climate Action Plan 2020. Available at
https://www.cityofdubuque.org/DocumentCenter/View/46662/Dubuque-Climate-Action-Plan-2020_Full-Report_FINAL
36 City of Dubuque, 2017. Imagine Dubuque 2037: A Call to Action, The City of Dubuque Comprehensive Plan. Available at
https://imaginedubuque.com/help-implement-imagine-dubuque/adopted-plan/
37 City of Iowa City, 2018. Climate Action and Adaptation Plan. Available at https://www8.iowa-
city.org/weblink/0/edoc/1803121/Climate%20Action%20Plan.pdf
19
Quad Cities
The Quad Cities area includes communities both in Iowa and Illinois. The 2016 Quad Cities Metro 2045
LRTP 38 reviewed mobility trends and the transportation system of the region and identified several
environmental goals to be embedded in the area’s transportation planning to reduce both emissions
and congestion at river crossing. Some solutions include developing bus rapid transit corridors by
leveraging the already existing network of urban fixed-route transit services provided by Bettendorf
Transit, Davenport CitiBus, Rock Island County, and Illinois Metropolitan Transit District (MetroLINK).
Air quality and the need to maintain attainment status for National Ambient Air Quality Standards have
also been outstanding concerns for planning agencies of the Quad Cities area, as highlighted by the Bi-
State Region Air Quality Task Force 2014 ‘Make Outdoor Air Quality Visible’ report.39 The Air Quality
Task Force indicates the adoption of EVs and the development of charging infrastructure as key
strategies for ensuring that emissions do not increase in the future. To this effect, the City of
Davenport’s municipal code has been modified to include EV charging stations as an accessory use
within parking garages and gas stations, and to allow their use for public and private purposes. The code
also requires signage and maintenance for EV infrastructure.40 Establishing these clear guidelines
prevents uncertainty that could otherwise discourage the development of EV charging stations in private
parking spaces.
Building and Zoning Codes
Numerous U.S. cities and at least four states have adopted EV infrastructure requirements in their
building codes and zoning codes. These provisions require a minimum number or percentage of parking
spaces for new residential or commercial construction to be “EV-capable,” “EV-ready” or “EV-
installed.”41 “EV-capable” means there is electrical panel capacity and conduit to accommodate the
build out of a charging station at a parking space. “EV-ready” means there is a full circuit and receptacle
installed, ready for a charging station to plug in. “EV-installed” means there is a charging station
installed at the parking space. These requirements are intended to minimize costs of installing EV
charging at the new construction phase rather than as later retrofits while increasing the speed at which
future EV chargers can be deployed.42, 43 According to the Iowa Department of Public Safety, Iowa
municipalities may not legally adopt energy codes more stringent than the Iowa Code. The Iowa Code
references the International Code Council’s 2012 International Energy Conservation Code, which has no
provisions for EVs or EV chargers. Iowa municipalities may not adopt energy codes more stringent than
the Iowa Code, but can leverage municipal codes, specifically zoning and land use, as well as parking and
zoning bylaws, to encourage the installation of EV charging infrastructure.
38 Bi-state Regional Commission, 2012. Quad Cities Metro Long Range Transportation Plan. Available at
https://bistateonline.org/transportation/quad-cities-metro-planning/2012-11-13-20-19-45/quad-cities-metro-lrtp-long-range-
transportation-plan.html
39 Bi-State Region Clean Air Partnership, 2012. Make Outdoor Air Quality Visible. Available at https://bistateonline.org/2012-11-
14-00-30-56/2013-04-11-14-50-40/bi-state-region-clean-air-partnership.html
40 City of Davenport, n.d. Municipal Code, Site Development Standards, Chapter 17.09. Available at
https://www.ecode360.com/35579226
41 South West Energy Efficiency Project, 2021. Who Has Adopted EV Infrastructure Building Codes?. Available at
https://docs.google.com/spreadsheets/d/1lgppSv7HvU4ExH8TJarE23o8-Y-q9oLV0TaBPBMKaiE/edit#gid=27292754
42 California Air Quality Board, 2018. 2018 PEV Charging Infrastructure: Multifamily Building Standards. Available at
https://www.dgs.ca.gov/-/media/Divisions/BSC/03-Rulemaking/18MonthCodeAdoption
43 California Air Resources Board, 2020. 2019-2020 PEV Charging Infrastructure: Nonresidential Building Standards. Available at
https://ww2.arb.ca.gov/sites/default/files/2020-
09/CARB_Technical_Analysis_EV_Charging_Nonresidential_CALGreen_2019_2020_Intervening_Code.pdf
20
Utility Programs and Incentives
There are two large investor-owned utilities operating in Iowa (MidAmerican Energy and Alliant Energy),
serving over 70% of Iowa customers. In addition, there are 136 municipal electric utilities and 43 rural
electric cooperatives serving each 10-15% of the remaining customers.44
• MidAmerican Energy provides electric services to several communities in Eastern Iowa, including
Cedar Falls, Waterloo, Iowa City, Davenport and Bettendorf. The utility currently offers both a
residential EV rebate of $500 for the purchase of a new EV and a business rebate of $1,500 for
the purchase of Level 2 chargers.45 MidAmerican also has a program to build a DC fast charging
network;46 under this program, Waterloo, Davenport, and Iowa City have or are receiving DC
fast charging locations by the end of 2021.
• Alliant Energy provides electric services in Cedar Rapids and Dubuque. Alliant Energy previously
offered rebates to customers who purchase and install Level 2 EV chargers through December
31, 2020, both for residential applications ($250 for non-networked and $500 for networked
equipment) and up to $1,500 to non-residential customers.
• Cedar Falls Utilities is a community-owned utility currently offering a $50 incentive to qualifying
residential and business who own or lease an EV.47
44 Iowa Utility Board, 2019. Iowa’s Electric Profile. Available at https://iub.iowa.gov/iowas-electric-profile
45 MidAmerican Energy, Electric Vehicle Rebates. Available at https://www.midamericanenergy.com/electric-vehicles-rebates
46 MidAmerican Energy Company, DC Fast Charging Network, Available at https://www.midamericanenergy.com/electric-
vehicle-fast-charging-network
47 Cedar Falls Utilities, Electric Vehicles. Available at https://www.cfu.net/save-energy/electric-vehicles/
Cedar Falls Downtown
Public EV Charging Station
Cedar Falls Utilities has worked with the
City of Cedar Falls to support the
installation of a dual-port Level 2 public
charging station near downtown.
Source: Cedar Falls Utilities
21
Electric Vehicle Readiness Plan
Several EV readiness strategies and implementation actions were developed based on the input
received by the Eastern Iowa community through the stakeholder engagement process and prioritized
with additional insight of the Steering Committee members. A brief description of the methodology for
strategy creation and implementation is reported below.
Stakeholder Input
A focus on inclusivity among a variety of stakeholders is essential to a community’s ability to support
residents in the developing EV market. Accordingly, the Steering Committee sought feedback from the
stakeholder community as a critical component of the readiness planning process to help accomplish
the following:
• Identify barriers to EV adoption and potential opportunities to overcome these barriers;
• Frame challenges in a way that reflects the direct experience of the community; and
• Create a level of common understanding, consensus and acceptance around the proposed
strategies and actions.
As part of the outreach effort to external stakeholders, Steering Committee members leveraged their
knowledge of the local communities to provide information about key entities in the region. A wide
range of stakeholders within three main categories – Government, Industry and Community – was
identified with the goal of having a diverse group and maximize the benefits of community wide
planning.
The engagement process included an informational webinar covering the project at glance and a virtual
engagement session intended to capture the communities’ input on several key aspects for EV readiness
planning such as:
• Existing barriers to EV adoption;
• EV readiness strategies to overcome such barriers; and
• Actions to implement the EV readiness strategies.
Government
•Local departments and
representatives (e.g., city
clerks, county officials,
mayors)
•City building and zoning
departments
•Iowa Economic
Development Authority
•Iowa Dept of Transportation
•Iowa Utility Board
Industry
•Local electric utilities
•EV charging service
providers
•Auto dealers
•Local electrical workers
associations
•Local real estate agents and
developers
Community
•Community-based
organizations
•Climate and environmental
organizations
•Local EV owners and
enthusiasts
•Private businesses and
workplaces
•Educational institutions
22
Strategies to Promote Electric Vehicles Readiness in Eastern Iowa
The Steering Committee and Project Team collected stakeholder input through a series of questions
followed by voting exercises to gain further insights into priorities (see Appendix B for details). Using
community stakeholders’ input, the Steering Committee reviewed implementation strategies and
actions specific to each of the following areas of intervention:
• Availability and access to EV charging infrastructure
• Availability and access to EVs
• Education and outreach
• Regional coordination
• Leadership
The Steering Committee considered a set of evaluation metrics (Figure 6) to prioritize EV readiness
strategies. These metrics are intended to account for the effectiveness and the feasibility of the
proposed actions while considering the overall implementation costs and anticipated equity outcomes.
Figure 6: Evaluation metrics to prioritize actions and EV readiness strategies proposed for Eastern Iowa.
The strategies that were considered to achieve EV readiness in Eastern Iowa are organized as follows:
• Invest in EV Charging Infrastructure
• Expand Access to EV Charging Infrastructure
• Promote Adoption of and Access to EVs
23
• Increase Education and Awareness of EVs and EV Charging
• Coordinate Regionally to Implement Actions and Strategies
• Lead by Example
Each readiness strategy addressed below includes the following:
• Description introduces the strategy, covering background information.
• List of Actions provides the suite of actions that can be carried out to implement the strategy,
organized by priority level.
• Priority Level indicates the overall strategy prioritization based on the evaluation metrics.
• Implementation Timing indicates when the strategy could be pursued. For the purpose of the
EVRP, short-term means within 1 to 2 years, medium-term means within 3 to 5 years, and long-
term means within 10 years.
• Lead Stakeholder(s) lists the entities primarily responsible for initiating and leading the strategy.
• Additional Stakeholders lists the partners that will need to be involved in the strategy’s
implementation.
• Strategy Implementation provides examples and recommendations to implement the strategy.
• Best Practices summarizes the best practices related to strategy implementation.
Within each strategy, the actions are ordered and presented according to the outcome of the
prioritization exercise. Table 5 gives an overview of the final prioritization results along with the Lead
and Supporting stakeholders for strategy implementation as identified by the Steering Committee.
Appendix C includes additional details, with the prioritization result provided for every action
Table 5: Summary of Priority Level, Implementation Timing and Lead and Supporting stakeholders by strategy
48 The prioritization level of this strategy was raised from Low to Medium priority after the Steering Committee discussed their
responses together during the final Working Session of the EVRP process.
Strategy
Invest in EV
Charging
Infrastructure
Expand Access
to EV Charging
Infrastructure
Promote
Adoption of
and Access to
EVs
Education,
Awareness
of EVs and
Coordinate
Regionally
Lead by
Example
Priority Level Medium Medium 48 Medium-low Low Medium Medium
Implementation
Timing
Medium
term
Medium
term
Medium
term
Medium
term
Medium
term
Medium
term
Local Governments Lead Lead Support Lead Support Lead
State Agencies Support Support
Regional Planners Support Lead Lead
Utilities Lead Support Lead
Auto dealers Lead Support
Economic
Development Support Support Support
Support
EV Owners Support Lead
24
Invest in EV Charging Infrastructure
Convenient access to EV charging opportunities is a key strategy to advance EV readiness in the Eastern
Iowa region. The goal of having a robust charging network along major travel routes aligns with the
sentiment expressed by the stakeholder community, which indicated investments in EV charging
infrastructure as a high priority and range anxiety as the number one barrier to EV adoption.
Recognizing that eliminating significant gaps in EV charging infrastructure is key for EV adoption at scale,
several states across major U.S. regions have come together to create corridor programs to build EV
charging infrastructure along major interstates, including efforts in the Northeast,49 on the West coast 50
and across eight Western states.51
Actions:
High Priority
• Quantify the need for new publicly available charging equipment to fill gaps at both local and
regional level, including DC fast chargers to enable long-distance travel along corridors.
Medium Priority
• Identify and pursue opportunities to fund city-owned and operated charging infrastructure
(available for employee and public use) in high-traffic locations such as parking lots nearby
major roadways, retail, and recreational areas.
• Collaborate with external entities (e.g., other government agencies, chambers of commerce,
workplaces, businesses) to track and pursue grants for public and workplace charging
infrastructure.
• Promote existing utility programs offering rebates for EV charging.
Low Priority
• Encourage coordination between utilities and potential private EV charging hosts to leverage
existing utility funding/incentives (e.g., VW settlement).
Strategy Priority Level: Medium
Strategy Implementation Timing: Medium-term
Lead Stakeholders: Local governments and utilities. These stakeholders have a role for the planning,
coordinating, and securing existing funding for EV infrastructure projects.
Additional Stakeholders: State agencies and economic development entities. State agencies (e.g., Iowa
DOT) and economic entities (private businesses and Chambers of Commerce) have a role to play to
make sure that additional funds can be made available in the future through legislative action. As noted
by the stakeholder community, advocacy organizations and the Clean Cities coalition can have a
supportive role for this strategy. Multi-state organizations like the National Association of State Energy
Officials (NASEO) can also have an important role for further coordination when seeking Alternative Fuel
Corridor designation.
49 NESCAUM, 2018. Northeast Corridor Regional Strategy for Electric Vehicle Charging Infrastructure 2018 – 2021. Available at
https://www.nescaum.org/documents/northeast-regional-charging-strategy-2018.pdf/view
50 West Coast Green Highway, 2014. West Coast Electric Highway. Available at
http://www.westcoastgreenhighway.com/electrichighway.htm
51 NASEO, 2020. REV West. Available at https://www.naseo.org/issues/transportation/rev-west
25
Strategy Implementation: There are complementary pathways to effectively implement this strategy.
While cities can pursue their own funding to install and operate EV charging stations, a network of
publicly available EV chargers can be realized by using different funding sources and ownership models.
For example, large investor-owned utilities are best suited to address the task of building a DC fast
charging network along major travel routes (if approved by the regulatory agency). In this case, utilities
and the Steering Committee can actively collaborate to find ideal candidates for DC fast charging sites in
different areas of Eastern Iowa. Of note, four of the 18 DC fast charging sites recently installed by
MidAmerican Energy46 resulted from a partnership with the City of Waterloo and Hy-Vee.
Examples of possible best candidates include key locations
along major travel routes such as truck stops and the
hospitality sector, selected large shopping and retail areas as
well as public buildings, libraries, hospitals, colleges, parks and
libraries as recommended by IEDA in the Advancing Iowa’s EV
Market report. In addition, gathering and sharing information
about completed charging projects can also be useful to
inform the Steering Committee on issues or educational gaps
that site hosts might experience during different phases of the
project, thus enabling the formulation of lessons learned and
the development of best practices to be applied in the future.
While a robust DC fast charging infrastructure network is key
to advance EV readiness regionally, developing Level 2
charging is equally critical. Those can workplace or public locations that are closer to downtown centers
and are likely to have high utilization rates such as retail and recreational areas.
The Steering Committee can leverage collaborations with additional stakeholders to make sure that
existing funding to advance EV charging infrastructure (e.g., VW Settlement funding administered by the
Iowa DOT) is secured while available. The installation of safety-tested, energy efficient EV chargers that
have earned the ENERGY STAR® label should be also be encouraged and incentivized whenever possible.
ENERGY STAR® CERTIFIED CHARGERS
The U.S. Environmental Protection Agency (EPA) ENERGY STAR label recognize the most energy efficient
appliances, including EV chargers. ENERGY STAR certified Level 1 and Level 2 EV chargers use 40% less energy
when in standby, reducing energy use and electricity costs. For certified DC fast chargers, the anticipated
savings amount to hundreds kW/year. Further, all ENERGY STAR EVSE are safety certified according to the
highest standards by a Nationally Recognized Testing Laboratory. Recognizing the advantages of safe and
energy efficient chargers, several utilities and state agencies now require the procurement of ENERGY STAR
certified chargers. Learn more at ENERGY STAR Electric Vehicle Chargers
Source: Kyle Durant, City of Waterloo
26
The quality of user experience with the existing charging network is also critical. User experience
depends on a variety of factors including the maintenance status of charging infrastructure and payment
models. Those can include:
• Prepaid model: EV owners prepay a fixed amount for unlimited access to charging within
network.
• Gas station model: EV owners who are not in a network are charged a per session fee. Pricing
structure can be a flat fee per hour, fee per kWh, differential fee per hour or fee per session. A
flat fee per hour is common among private charging stations and municipalities because it is
simple and provides stronger incentives against overstaying. Variable pricing can also be
developed to account for length of stay and demand charges that the site host could incur.
• Hybrid model: A partnership exists between network operators and site owners. Network
operators lease parking spaces from the site owner and incur operating costs. The operator also
retains the revenue collected.
The Steering Committee can work with utilities and advocacy organizations to make sure that this
information is made available to relevant stakeholders, for example by including business models and
fee structures in educational materials when promoting existing utility programs.
Best Practices: Stakeholders should follow these best practices when implementing this strategy:
• Track open funding opportunities available to partners such as MPOs and Federal land management
agencies to build out EV chargers along the National Highway System, as well as Alternative Fuel
Corridor Designations.
• Collaborate with additional stakeholders and key partners such as Iowa DOT, relevant state
agencies, as well as key DC fast charger providers such as Electrify America. Whenever possible,
work with local organizations that have the understanding and the trust of a community.
• Incorporate equity when discussing or proposing potential locations for public EV chargers, by
prioritizing rural areas with gaps and urban neighborhoods with higher density of multifamily
housing to ensure that the benefits of public EV charging infrastructure are distributed equitably
across the territory according to known needs and desire of host chargers. These could also include
providers of transportation and mobility services, such as transportation network company drivers.
27
Expand Access to EV Charging Infrastructure
Local governments have a key role in creating favorable conditions to enable EV charging investments.
As such, the use of local planning tools such as the zoning and/or land use codes is becoming a common
practice to advance EV readiness through e.g., EV readiness tailored to respond to the specific desires of
a community to advance EV charging infrastructure. Typically, an EV readiness ordinance established
requirements for EV changing infrastructure to be incorporated in new residential and commercial
constructions (and sometimes in major renovations); in doing so, local EV-ready codes are considered
one of the most practical and cost-effective strategy for local governments to further EV adoption.
The main advantage of incorporating EV-ready
infrastructure into a new building is avoiding
retrofitting costs.52, 53 Making EV charging a
requirement also advances equity towards
residents of multifamily housings, a segment
that has been largely left out from early EV
adoption due to parking logistics and housing
ownership constraints. There are now over 30
counties or cities that have adopted some
version of an EV-ready code, with different
percentages of required EV-capable, EV-ready,
or EV-installed parking spaces. In February
2021, St. Louis, MO, became the first major
midwestern city to pass an EV ordinance that mandates EV-ready and EV-installed only spaces in new
single family, multifamily, and non-residential buildings.54
Actions:
High Priority
• Amend local zoning/land use codes to require EV charging as a permitted accessory use, and to
include requirements and/or incentives (e.g., density bonuses) for the installation of charging
infrastructure in new construction and major renovations.
Medium Priority
• Implement tailored local policies to streamline and clarify EV charging permitting and inspection
processes at private and public locations.
Low Priority
• Specify definitions and design guidelines (e.g., safety, accessibility) for EV parking spaces for both
on- and off-street parking.
52 California Air Quality Board, 2018. 2018 PEV Charging Infrastructure: Multifamily Building Standards. Available at
https://www.dgs.ca.gov/-/media/Divisions/BSC/03-Rulemaking/18MonthCodeAdoption
53 California Air Resources Board, 2020. 2019-2020 PEV Charging Infrastructure: Nonresidential Building Standards. Available at
https://ww2.arb.ca.gov/sites/default/files/2020-
09/CARB_Technical_Analysis_EV_Charging_Nonresidential_CALGreen_2019_2020_Intervening_Code.pdf
54 St. Louis Electric Vehicle Ordinance Fact Sheet. Available at https://www.stlouis-
mo.gov/government/departments/planning/sustainability/documents/electric-vehicle-readiness.cfm
28
• Develop and adopt regulations and enforcement policies for proper use of EV parking spaces by
both EV and non-EV users.
• Ensure, to the extent possible, that local regulations/policies specific to EV parking and charging
are consistent with neighboring jurisdictions.
• Include EV chargers in road design criteria and complete street policies.
Strategy Priority Level: Medium
Strategy Implementation Timing: Medium-term
Lead Stakeholders: Local governments. City planners and other key municipal departments (such as
offices of sustainability, and departments handling public works, planning, parking, and permitting
processes) have a key role to advance EV readiness at the municipal level through the amendment and
modifications of zoning, land use and other relevant codes and regulations.
Additional Stakeholders: Regional planners (e.g., MPOs), real estate developers, and utilities. These
stakeholders have an important decision-making role for the success of this strategy, and they can be
resourceful partners to make sure that codes and ordinances are implemented in an actionable, cost-
effective way. Homeowner associations, industry groups, and trade organizations (e.g., electrical
contractors, local labor union chapters) should be considered key partners to support this strategy.
Strategy Implementation: There are two complementary elements that the lead stakeholders need to
consider when amending codes through an EV readiness ordinance. The first one is an information
gathering and knowledge-building process to explore technical aspects and cost-effective solutions
when mandating EV charging installations. For instance, the number of EV ready parking spaces can be
adjusted based on the housing type (single vs. multifamily vs. non-residential buildings) and parking
arrangements. Requirements can be also made flexible based on the estimated utility infrastructure
upgrades. In drafting the technical aspects of the ordinance, the lead stakeholders should work with the
local utility and key municipal departments, while leveraging existing information and model ordinances.
A few recent examples of major cities’ EV readiness ordinances include St. Louis, MO; Madison, WI;
Chicago, IL, Seattle, WA, and Summit County, CO, which has adopted an EV readiness ordinance at the
county level.
The second element to consider is the educational and consensus-building process. As an
implementation best practice, the City of Seattle carried out a full year of stakeholder outreach prior to
drafting the EV readiness ordinance, focusing on
the developer community and property
managers. This process clarified concerns,
incorporated feedback, answered questions, and
secured broad stakeholder approval before City
Council took up the ordinance for approval.
In addition to advance an EV-ready buildings
ordinance, the jurisdictions participating in the
Steering Committee can also work to streamline
permitting, inspection and installation process of
29
EV charging. The City of Seattle Department of Construction and Inspections, for example, has created
dedicated fact sheets outlining procedures for the installation of EV chargers for single and multifamily
homes.55
Finally, it is also critical to establish rules and codes to optimize the use of public EV-designated spaces
and make EV charging a more equitable process by incorporating design elements that are ADA
compliant. Cedar Rapids and Davenport already adopted EV parking design and use requirements,33,56
and Waterloo’s City code include provisions for dedicated EV parking spaces along with ADA
requirements.57
Best Practices: The lead stakeholders, under coordination of the Steering Committee, are recommended
to follow these best practices when implementing this strategy:
• Learn about model EV readiness ordinances that have been adopted by other cities, and existing
incentives for EV charging especially at multifamily housing.
• Work across departments to make sure there is a goal alignment and common understanding of
objectives and procedures.
• Engage with local officials, utilities, and the real estate developer community (developers,
property managers, and homeowner associations) about the advantages of EV-ready buildings
and build consensus by educating stakeholders, addressing concerns and incorporating
suggestions to the extent possible.
• Leverage municipal planning tools as appropriate to incorporate design guidelines for EV parking
spaces and other enforcement tools.
• Ensure that local regulations/policies specific to EV parking and charging are consistent with
neighboring jurisdictions.
• Incorporate equity to make sure that adding EV charging to new buildings does not have an
impact on housing affordability. Guarantee fair charging prices for multi-family unit residents by
preventing additional charging fees that can create affordability disparities.
55 Seattle Department of Construction and Inspections, 2019. Installation of Electric Vehicle (EV) Charger for Single-Family and
Multifamily Homes. Available at http://www.seattle.gov/DPD/Publications/CAM/cam132.pdf
56 City of Davenport, Municipal Code. Available at https://www.ecode360.com/DA4058
57 City of Waterloo, Code of Ordinances, Title 9: Building Regulations. Available at
https://codelibrary.amlegal.com/codes/waterlooia/latest/waterloo_ia/0-0-0-1
30
Promote Adoption of and Access to EVs
Knowledge about EV offerings and existing programs that facilitate adoption and access to EVs by
lowering costs are an important component to advance EV readiness. Typically, EV promotion relies on
state financial incentives, including tax credits, rebates, and fee reductions. There are, however, other
opportunities that stakeholders can explore to create new initiatives that address specific financial and
logistical EV adoption barriers. Strategic partnerships between public and private stakeholders, often
funded by government grants and led by nonprofit organizations, are becoming a common way to
initiate pilot projects to explore solutions at the local level. Many pilots work at the nexus of EV
availability, cost, and access to charging, and are often tailored to addressing the needs of specific
communities while exploring ways to scale up beyond municipal level.
Actions:
High Priority
• Coordinate with dealers to facilitate future point-of-sale rebates for EVs.
Medium Priority
• Work with local financial institutions to make low interest EV and EV charging loans available to
small businesses, income-qualified candidates, disadvantaged communities, and others.
Low Priority
• Promote utility programs offering specially designed residential and commercial EV rates (e.g.,
time-of-use, subscription rates), and off-peak charging programs to lower EV operational costs
and shift load to off-peak periods.
• Engage in partnerships with the private sector and other organizations that provide
opportunities for funding (e.g., grants, financing) and promote innovation or pilot projects to
advance electric transportation across modes (e.g., car-sharing, ridesharing, and micro-mobility,
including e-bikes).
• Create local or regional EV group buy/purchase programs to increase EV availability at auto
dealerships.
• Prioritize and incentivize projects that demonstrate local economic benefits for low-income
residents such as job creation, training opportunities, youth engagement, and workforce
development.
Strategy Prioritization Level: Medium-low
Strategy Implementation Timing: Medium-term
Lead Stakeholders: Auto dealers and utilities. These stakeholders have an important role for the
success of this strategy. Utilities are becoming an increasingly important player in implementing
programs to lower charging costs for consumers and rolling out pilots often through strategic
partnerships with community and nonprofit organizations.
Additional Stakeholders: Nonprofit organizations (Iowa Clean Cities), EV owners and ambassadors,
and local governments. These stakeholders can be resourceful partners to promote EVs and effectively
engage with decision makers. Consumer groups and community organizations should be included in the
list of key partners to support this strategy.
31
Strategy Implementation: This strategy relies on collaboration to create new opportunities to make EV
adoption a seamless experience for all consumers. For example, engaging with local dealerships – either
directly or with the help of local consumer advocacy organizations – is a necessary step to establish
relationships, create the conditions that can meet consumer demand for EVs and learn barriers that
dealers might face for EV sales. While the creation of point-of-sale rebates would require action at the
state level, dealerships that are motivated to be part of the regional EV readiness effort could work with
the Steering Committee to find mutually beneficial solutions.
A strategic way to engage with dealers is by coordinating
with the consumer-based organization Plug In America to
offer EV training and certification for dealers via the
platform PlugStar.58 The training is provided at a cost, and
the Steering Committee in partnership with the local
Chambers of Commerce could partially or entirely subsidize
it for participating dealers. Participating dealers would gain
knowledge about EVs and be more prepared to work in a
changing auto market.
Utilities can also have a role in incentivizing dealers to sell
more EVs. For example, Madison Gas and Electric (MGE) has
established a Preferred EV Dealership Network 59 that
rewards local EV dealerships and provides leads from MGE
customers in their service territory who are interested in
purchasing an EV. Similarly, Austin Energy works closely with a network of local certified dealers to
provide a successful EV shopping experience to its customers.60 Further, the jurisdictions represented by
the Steering Committee can also look at examples noted here of partnerships and collaborations with
local credit unions in other parts of the country to create low interest EV loans.
Finally, Group buying programs have been successfully implemented at the city, county,
and regional level in other parts of the country to engage with dealers and address some of the barriers
of early EV adoption, such as the limited EV inventory. Through group buying, dealers have a more
predictable profit margin and buyers can purchase EVs locally without going out of state. According to a
report from late 2018,61 dealership sales have been boosted up to 10 times the monthly average by
some of these programs.
58 Plug In America. PlugStar Electric Vehicle Dealer Training. Available at https://pluginamerica.org/about-
us/evtraining/#dealers
59 Madison Gas and Electric (MGE). Preferred EV Dealership Network. Available at https://www.mge.com/our-
environment/electric-vehicles/dealership-rewards
60 Austin Energy EV Buyer's Guide. OEM Certified Dealers. Available at https://ev.austinenergy.com/dealers
61 South West Energy Efficiency Project, 2018. Electric vehicle buying program: handbook & case studies. Available at
www.swenergy.org/Data/Sites/1/media/documents/transportation/sweep-group-buy-report-2018-07-25.pdf
PlugStar Electric Vehicle Training
Plug In America staff teach auto dealers the
fundamentals of EVs, charging basics, local
utility programs, EV sales best practices and
more. Plug In America can also coordinate a
ride & drive for local customers to
experience driving electric, directly linking
the customer to the trained dealer. A 1-800
support line, online shopping assistant,
customized websites for the auto dealer,
and additional resources are also available
Learn more at PlugStar Electric Vehicle
32
Appendix D lists examples of past and
current group buying programs.
Among those, the Drive Green
program in New England is an
example of a continuously rolling
program that also offers a web
platform for consumers to select EVs
and participating dealers to book test
drives with trained salespeople. While
voted as a low priority action, the
Steering Committee can learn about group buying programs and explore this action in the medium long-
term.
The Steering Committee should also consider the existing Linn and Johnson Counties’ Grow Solar group
buy program to learn educational and programmatic strategies that have been successful at engaging
with the local communities and solar providers, and apply them to an EV group buy initiative.
Best Practices: The Lead Stakeholders, under coordination
of the Steering Committee, are recommended to follow
these best practices when implementing this strategy:
• Learn about federal, state and local incentives, as
well as utility programs, to lower the upfront cost of
purchasing EVs, and explore legislative pathways to
create a state-led Car Allowance Rebate System
(CARS) – commonly known as ‘cash for clunkers’ 62;
could be combined with point-of-sale vouchers to
reduce the upfront cost of EVs at the time of
purchase.
• Leverage community groups and advocacy
organizations to engage with dealerships and
explore ways to expand access to EVs in ways that
are mutually beneficial for consumers and dealers
alike.
• Collaborate with utilities and other stakeholders to
evaluate the implementation of bike sharing and
carshare/rideshare programs utilizing EVs through
ad-hoc pilots.
• Incorporate Equity by working with financial
institutions to lower barriers to EV adoption through
fair financing and streamlined program applications.
62 See the California Bureau of Automotive Repair’s (BAR) Consumer Assistance Program (CAP) as an example of a state-led
program offering vehicle retirement options. Available at https://www.bar.ca.gov/consumer/Consumer_Assistance_Program/
REV UP ran between 2016 and 2017 and was coordinated by
Wisconsin Clean Cities in partnership with Nissan. During that
time, Wisconsin Clean Cities hosted more than a dozen ride-
and-drive events to promote the program, resulting in the
purchase of more than 100 new Nissan LEAFs. The program
covered a large geographic region and was available to all
Wisconsin-based employees and customers of several utilities in
the region including Alliant and Xcel Energy.
Example: Low Interest EV Loans
cooperative federal credit union that
serves members of electric co-ops across
the state and offers a low-interest loan
for EVs. ElecTel Cooperative Federal
Credit Union EV Loan
Vermont Credit Union designed the
Green Vehicle Loan to offer lower rates
and extended terms to help make
financing easy for alternative fuel
vehicles. VSECU also works with dealers
and electric utilities to simplify
applications and maximize savings. Green
Vehicle Loans | A Credit Union for
Vermonters
Seattle’s Express Credit Union (ECU)
created an EV fair financing program to
overcome discriminatory loan practices
towards potential EV buyers who have
poor or no credit. EV Loans | Express
Credit Union
REV UP WISCONSIN
33
Increase Education and Awareness of EVs and EV Charging
While most consumers have heard of EVs, there are still knowledge gaps about the technology and
charging options. This is true despite federal and state government agencies, private utilities, EV
charging providers, large nonprofit organizations, and many local consumer associations providing
extensive online resources. However, the average consumer does not typically have the time to search
through these sources to find the most reliable and reputable sources, or the specific information that
answers a question or applies to a unique situation. Educational efforts that increase awareness about
EVs and provide practical information remain a key element to advance EV readiness.
Actions:
High Priority
• Develop and maintain a comprehensive EV resources website to educate all Eastern Iowa
consumers on the environmental, financial, and other benefits of EVs. The website should
include information on logistics of buying EVs (including available incentives), installing charging
(including the local permitting process), finding charging, and more. Link to other reputable and
well-maintained resources (e.g., AFDC) as appropriate.
Medium Priority
• Develop outreach plans targeting specific audiences, with customized messaging that speaks
directly to those end-users (e.g., community webinars, legislative briefings to educate public
officials).
Low Priority
• Target education and outreach efforts based on demand, tailoring messages accordingly
(residents, businesses, dealerships, developers, employers, etc.). Also target low-income and
underrepresented populations.
• Work with local community colleges, and trade schools to incorporate vocational programs for
electrician and EV maintenance jobs into their curriculum (or STEM programs).
• Engage with advocacy organizations to create educational toolkits about EVs (costs, range) and
EV charging (infrastructures, best practices at workplaces, multifamily housing).
• Connect the public with EV ambassadors, such as driver groups and EV enthusiasts; organize ride
& drive events (in-person and virtual); create marketing campaigns featuring personal stories.
• Leverage connections with the Iowa Clean Cities Coalition to showcase local success stories (for
example, public charging installations).
• Engage and partner with community-based organizations to understand opportunities,
challenges to expand EV adoption and access in rural areas.
• Provide educational resources to employers and fleet managers regarding EV use and charging
station deployment. Inclusive of technical assistance and training.
• Create a program to recognize dealers and other businesses that do the most to champion EVs.
Strategy Prioritization Level: Low
Strategy Implementation Timing: Medium-term
Lead Stakeholders: Local governments and EV owners. Local governments and EV owners were
identified as lead stakeholders for the strategy.
34
Additional Stakeholders: Nonprofit organizations (Iowa Clean Cities), environmental organizations.
These stakeholders can be resourceful partners to promote EVs and effectively engage with decision
makers.
Strategy Implementation: Advancing EV knowledge in a cost and time effective way can be achieved by
creating a comprehensive repository of resources to educate all consumers on the environmental (e.g.,
air quality), financial, and other benefits of EVs. The lead stakeholders could develop a webpage or
equivalent online platform for the Eastern Iowa region that could act as a “one stop shop” repository of
relevant information. This could include EV models, residential and public EV charging options, links to
municipal resources such as permitting, existing incentives, EV dealers and utility programs.
Having one platform has the advantage of leveraging information that is applicable across jurisdictions
without duplicating efforts. However, it might be more difficult to maintain an up to date repository for
the entire region, and the stakeholders leading this effort would need to have the staffing capacity to
track and capture all relevant information across local jurisdictions in addition to state and regional. To
overcome some of these possible obstaces, the Steering Committee could leverage existing resources
and information by partnering with the IEDA and Iowa Clean Cities to implement this action.
There are several resources and examples of websites that the Steering Committee and stakeholders
can consult for both format and content. For general resources, the Alternative Fuel Data Center’s
electricity web page provides comprehensive, high-quality content based on research performed by
National Laboratories or other academic and private research entities.
Examples of community-oriented platforms include:
• Maryland EV, an electric vehicle education and outreach resource supported by a broad
coalition of State agencies, local and county governments, Clean Cities, utilities, universities,
students and EV enthusiasts.
• Smart Columbus Drive Electric website is easy to navigate and includes eye-catching, interesting
graphics and branding.
• Madison Gas & Electric’s (MGE) LoveEV website provides basic information on key issues such as
cost consideration and driving an EV compared to internal combustion engine vehicles.
• Plug In America provides comprehensive information in a user-friendly format about available
EV models along with a state-by-state map of existing EV policies and incentives.
• Normal Now offers information about EV models as well as common consumer concerns about
EV driving, such as range, maintenance and charging.
Until a regional website can be built, communities
could link their individual municipal websites to one
or more of these resources.
The Eastern Iowa jurisdictions should also leverage
existing resources developed by local organizations
such as the Central Iowa Power Cooperative’s EV
Rider videos,63 and integrate them with materials
tailored to each community.
(Source: Central Iowa Power Cooperative EV Rider)
63Central Iowa Power Cooperative (CIPCO). EV rider videos. Available at https://www.cipco.net/cipco-ev-rider-videos
35
To complement the online platform, the jurisdictions in the Steering Committee should also develop a
comprehensive outreach plan incorporating direct outreach elements to accommodate the diversity of
target audiences:
• Marketing objectives and key messages
• Key audiences and appropriate engagement strategies and tactics for each audience
• Special considerations that may exist (e.g., seasonality)
• Engagement channels (e.g., online and in person, such as lunch & learn webinars, coffee hours
and peer-to-peer interactions such as ride & drive events)
• Program content/collateral/products that exist or need to be developed, including those
intended for stakeholder use such as handouts and fact sheets.
Education and outreach efforts could cover specific topics (for example, EV performance in cold
weather) and include engagement action to businesses and employers about workplace charging.
Another educational area of interest is the development of vocational programs for electrician and EV
maintenance jobs at local community colleges and trade schools. Appendix D lists examples of colleges
that have incorporate programs to prepare a dedicated workforce for the EV industry. It is also worth
noting that the Electrical Industry Training Center in St. Louis, MO, offers a curriculum developed by the
International Brotherhood of Electrical Workers Local 1 and the St. Louis chapter of the National
Electrical Contractors Association dedicated to train workers for installing EV charging stations.
Best Practices: The lead stakeholders, under coordination of the Steering Committee, are recommended
to follow these best practices when implementing this strategy:
• Understand the concerns of your community regarding EVs and create tailored messaging.
Possible ways to engage with the community and gather information about EV awareness include
online surveys distributed through newsletters, and virtual or in-person events such as EV trivia.
• Leverage community groups and advocacy organizations to engage with key stakeholders. Take
advantage of state or nationwide EV awareness initiatives such as National Drive Electric Week.
To date, Cedar Rapids, Dubuque, Iowa City, and Davenport have each hosted one or more events
as part of National Drive Electric Week.
• Educate the community about the opportunities that EV readiness at regional scale has to offer
in developing a local workforce for EV charging infrastructure, including electrical work in
buildings, and EV charging installation, maintenance, and repair.
Consideration: Weather and EV Performance
anxiety. In cold weather, for example, it is recommended to warm up the vehicle cabin while the EV is
still plugged in to avoid using the battery. Extreme heat can also reduce range, and it is always
recommended to keep the battery as cool as possible and park in the shade on hot days. EV
manufacturers are constantly improving battery insulation or ventilation. In heavy duty vehicles,
auxiliary heating/cooling systems running on fuel or using heat pump technologies are also common.
36
• Incorporate Equity by educating communities through outreach programs that partner with
trusted local environmental and social justice associations. Public libraries are also useful to reach
disadvantaged communities. Information should be available in multiple languages as necessary.
Coordinate Regionally to Implement Actions and Strategies
Regional coordination is a central component for the success of the EVRP. Coordinating regionally can
accelerate the advancement of EV readiness at both local and regional level if the jurisdictions of the
Steering Committee are successful in leveraging resources, sharing knowledge, and pooling together
different expertise. Regional coordination is also useful to engage with state legislators and other state
organizations to advocate for incentives and laws that support EV adoption and EV applications across
sectors. Finally, a coordinated group elevates the profile of individual municipalities while strengthening
the standing of regional agencies to the eyes of state regulators, state entities and other relevant
stakeholders such as Chambers of Commerce and large employers. It also sends a message that the
Eastern Iowa region is determined to implement solutions to advance EV readiness at scale, and helps
building consensus among policymakers at the local, regional, and state level.
Actions:
High Priority
• Integrate EV readiness into regional planning efforts, including regional transportation plans and
sustainable communities' strategies.
Medium Priority
• Engage in state, regional, and national advocacy efforts to support laws, incentives and policies
that further EV adoption (e.g., zero-emission vehicle or ZEV mandates, low-income rebates,
point of sale vouchers), aligning with other leading cities and complementary regional initiatives.
• Create a regional working group or steering committee to share lessons learned, monitor
emerging EV applications and track progress toward EV readiness at the regional level.
• Develop common metrics to track progress on EV readiness at the local and regional level.
Monitor and report progress toward EV readiness at the municipal/county level.
Low Priority
• Encourage local partners (Chambers of Commerce, retail businesses, etc.) to develop non-
monetary incentives to e.g., reward EV ownership with access to premium parking spaces.
Strategy Prioritization Level: Medium
Strategy Implementation Timing: Medium-term
Lead Stakeholders: Regional planners (MPOs)
Additional Stakeholders: State agencies and local governments. The Iowa Clean Cities Coalition, the
Iowa American Planning Association (APA), the IEDA, and the Iowa Business for Clean Energy were also
proposed as additional key stakeholders. These entities could coordinate efforts to promote legislation,
policies and funding programs at the regional and state level to advance EV readiness and adoption.
37
Strategy Implementation: The Steering Committee can leverage the MPOs that are present in the
Eastern Iowa territory to ensure that EV readiness actions are carried out in a coordinated way. For
example, the MPOs represented in the Steering Committee can notify jurisdictions about funding
opportunities or planning initiatives that could be shared across jurisdictions to align decision-making
criteria for e.g., siting EV charging infrastructure. MPOs could also collaborate to host bi-annual
conferences or other gatherings like the 2018 Bi-State Alternative Fuels Vehicle Summit to share current
information and benchmark regional EV
programs. Similarly, jurisdictions can coordinate
(as some already are) to share resources and
ideas for events like National Drive Electric Week.
More broadly, regional coordination offers
additional opportunities for sharing resources,
lessons learned and best practices on a variety of
mobility topics such as the implementation of
electric transit buses (underway in Iowa City and
on the Illinois side of the Quad City area), or other
municipal fleet electrification initiatives.
The creation of one regional working group or several sub-working groups that focus on targeted topics
and initiatives will help ensure that goals stay aligned and progress on objectives is measured based on
key metric and key performance indicators (KPIs). The working groups could organize their activities
around the following target areas:
• EV Infrastructure
• EV Policy and Incentives
• EV Education and Awareness
Specific KPIs are relevant to track progress in those areas, with examples outlined in Table 6.
Table 6: Objectives and Key Performance Indicators (KPI) track the goals of the Eastern Iowa EVRP.
Objective Key Performance Indicators
Build Charging Infrastructure
Enact Local EV Readiness Policies
enacted at the municipal level
Educate Communities
Engage Dealers
Support EV Readiness Regionally
Engage Government Employees
buildings, number of electric vehicles in government fleets,
number of educational events, number of workplace
Source: Sarah Gardner, City of Iowa City)
38
There are a few notable examples of regional vehicle
electrification initiatives. For example, Plug-In North
Carolina, an initiative established in 2011, “strives to
provide a collaborative opportunity for stakeholders
to work together to ensure seamless integration of
electric vehicles into local communities.”
Likewise, the Southeast Regional EV Information
Exchange leverages collaboration to foster EV
adoption within the region by “sharing information
and best practices as well as identify potential areas
for collaboration on topics including EV infrastructure
planning (siting and securing of site hosts, permitting, pricing, signage, minimum operating standards,
accessibility, ownership models, etc.), education and outreach, policy development, and program
implementation.”
Finally, Electrify Heartland, which encompasses the statewide initiatives Electrify Kansas and Electrify
Missouri, is dedicated to advancing EV adoption by leveraging volunteers and EV ambassadors to
educate consumers; connecting with businesses, developers, and EV dealers; and working with
electricity providers and policymakers to create incentives and legislation that supports EV adoption.
Regional coordination can also be useful when
engaging in state advocacy efforts to support
policies and incentives that further EV adoption
(e.g., ZEV mandates, low-income rebates, point-
of-sale vouchers). Of note, the need to address
legislative barriers at the state level (e.g., lack of
state incentives, both monetary and non-
monetary; high EV registration costs) was one of
the priorities highlighted by the community. Tax
credits, incentives and rebates still play a major
role in stimulating consumer demand. An early
study by NREL concluded that every $1,000 in tax
credit value is associated with a 5.8% increase in
EV registrations.64 Consumers in all states can
access the federal EV tax credit, which offers
$2,500 to $7,500 for every new EV, based on
vehicle size, battery capacity, and number of EV
models sold. Other states offer additional
rebates; in California, for example, rebates are
scaled according to household income.
64 National Renewable Energy Laboratory, 2015. Impact of Direct Financial Incentives in the Emerging Battery Electric Vehicle
Market: A Preliminary Analysis. Available at https://www.nrel.gov/docs/fy15osti/63263.pdf
ADOPTING ZEV STANDARDS
The Zero-Emission Vehicle (ZEV) program
requires certain automakers to supply a specific
percentage of ZEVs in a state or purchase
credits from other automakers to meet the
state requirements. In March 2021, Virginia
became the 15th state to join the Multistate
ZEV Taskforce. Adoption of the ZEV standards
increases the availability and inventory of
EVs, giving consumers more choice. ZEV states
have also adopted the Advanced Clean Truck
Rule (ACT) to facilitate the conversion of
medium and heavy- duty vehicles (MHDV) to
ZEV. States have already started drafting rules
to enact the ACT, while providing incentives for
the purchase of MHDV ZEV including
commercial vans, shuttles, trucks, and buses.
state agencies, universities, cities, utilities,
EV manufacturers, advocacy groups, and
private businesses to promote EV adoption
and facilitate communication among the
entities of a given geographic area. The
participants formed four working groups on
EV Infrastructure, Awareness Policies and
Programs and Availability, and engage with
the community through ride & drives,
39
Other states enacted policies to further EV adoption through incentive programs including low-income.
For instance, Maine is expanding its EV program with more rebates for low-income residents, selected
non-profits and tribal governments, and Connecticut is revising its Electric Vehicle Roadmap to add EV
incentives for low income and other disadvantaged communities, and for the purchase of used EVs.
Best Practices: The lead stakeholders, under coordination of the Steering Committee, are recommended
to follow these best practices when implementing this strategy:
• Foster collaboration among the jurisdiction of the Steering Committee by finding common goals
and priorities. Select a system of checks to make sure that progress is tracked regularly.
• Facilitate information sharing and promote peer-to-peer learning by partnering with the Iowa
Clean Cities Coalition to organize listening sessions on a specific topic. For example, the Louisiana
Clean Fuels Coalition in 2020 hosted several sessions for medium and heavy-duty EV fleets, and
EV 101 workshops for local leaders to prepare for an electrified future. Denver Metro Clean Cities
also hosts listening sessions on a variety of topics.65
• Incorporate equity by connecting with communities that are rural and/or low-income, and by
incorporating electric transportation solutions that are specific to address the needs of those
communities.
65 Denver Metro Clean Cities Coalition. Listening Sessions. Available at https://denvermetrocleancities.org/programs/listening-
sessions/
40
Lead by Example
Taking direct actions towards EV readiness at the municipal level is an opportunity for the jurisdictions
on the Steering Committee to demonstrate a commitment to their communities. There are several ways
municipality can lead by example. First, by investing in EV education and facilitating EV adoption by
providing EV charging opportunities for municipal employees. Second, by introducing EVs into the
municipal fleet (including transit and heavy-duty vehicles, when possible) and reducing the carbon
footprint of municipal activities. These actions increase EV visibility in the community, make individuals
more confident about EV capabilities and more willing to support EV policies put forward by the city.
Actions
High Priority
• Educate municipal/county employees about EVs and EV charging and encourage EV adoption
through the development of workplace charging programs.
Medium Priority
• Assess the existing municipal/county fleet, develop a fleet management plan, and explore
opportunities to incorporate EVs.
• Incorporate a low-income lens/component in any program or activity that is carried forward.
Low Priority
• Monitor and look for opportunities for projects to address emerging trends and technologies
including battery storage, battery second-life applications, vehicle-to-grid and vehicle-to-
building, wireless charging, and autonomous vehicles.
Strategy Prioritization Level: Medium
Strategy Implementation Timing: Near-term
Lead Stakeholders: Local governments and regional planners (e.g., MPOs)
Additional Stakeholders: Economic development entities (e.g., IEDA and businesses), auto dealers.
Community organizations and utilities also have a support role to the various efforts.
Strategy Implementation: Developing workplace charging for municipal employees and Implementing
EVs into the municipal fleet are two actions that the jurisdictions could start implementing in parallel to
take advantage of resources, and lessons learned. Jurisdictions that have already started the municipal
fleet electrification process are well positioned for implementing workplace charging but should
nonetheless dedicate time for an internal educational and outreach effort towards employees -
including developing guidelines and factsheets about workplace charging can be useful. See Appendix D
with examples of workplace charging guides
For jurisdiction that have not started the municipal fleet electrification yet, it is useful to know that cities
around the country have been able to take advantage of cooperative purchasing mechanisms and to
leverage the buying power of local governments. The most notable example of aggregated procurement
program is the Climate Mayors EV Purchasing Collaborative. The Collaborative launched in January 2017
and has grown to include over 160 cities, counties, public transit agencies, and port authorities. The
Collaborative offers resources for a streamlined procurement experience and discounts for light,
medium and heavy-duty vehicles – including school buses – as well as charging infrastructure, policy,
41
and some social media advertising. Discounts are available to purchase or lease EVs, as well as for EV
charging.66 In Iowa, both Des Moines and Iowa City have used the Collaborative in the past.
Finally, the AFDC Case Studies can be a
good resource of information for
municipalities to learn about initiatives
and programs that other jurisdictions
are implementing to reduce emissions
and fuel costs through EV adoption
across sectors, including transit and
school buses.
Best Practices: The lead stakeholders,
under coordination of the Steering
Committee, are recommended to
follow these best practices when implementing this strategy:
• Engage with and educate employees across city departments on the benefit of EVs while
empowering each city department to be a key player to advancing EV readiness.
• Take initiative at the municipal level to incorporate practices that reduce vehicle emissions
through the adoption of EVs and other zero-emission solutions for municipal operations such as
electric lawn mowers and leaf blowers. Showcase these initiatives and solutions to city
employees and the community.
• Incorporate equity by creating an inclusive process principles and metrics (affordability, access,
economic empowerment, inclusion) in EV programs.
66 Climate Mayors, Drive EV Fleets. Available at https://driveevfleets.org/
Seattle Case Study
Seattle’s transportation electrification journey started in 2010, when federal funding allowed for the
installation of 46 EV charging stations for the city’s municipal fleet and the creation of a three-year
pilot program to provide public access to EV charging in city-owned or city-managed parking
garages. The program provided an opportunity for the city to learn about the many aspects of
charging infrastructure development, installation, and service management. Most importantly, it
provided information on streamlining processes and how EV drivers would interact with public
charging stations, and spearheaded other projects over the years. Today, the Seattle’s city fleet has
over 400 EVs, and the city has one of most ambitious vehicle electrification programs in the country.
Learn more on how Seattle is leading by example in the AFDC Case Study featuring Seattle’s
electrification plans.
42
Key Next Steps
In preparation to be begin implementing the EVRP as a guiding tool for the Eastern Iowa region, there
are some next steps that the Steering Committee and the jurisdictions can undertake to maintain the
momentum gained through this planning effort. Broadly, each jurisdiction can start planning and acting
to incorporate top priority actions into their own climate and mobility plans. Examples include, but are
not exclusive to, fleet electrification efforts, bike sharing initiatives or municipal policy efforts.
Jurisdictions can work to broaden and scale up programs and initiatives that are already ongoing. This
exercise could be an opportunity to understand current gaps in staffing and programmatic capacity that
need to be addressed in the near and medium terms.
As a first step, the Steering Committee should establish a schedule for meetings following the
completion of the plan in order to continue sharing information and resources, as well as updates on
progress made toward the plan goals. Meetings could take place quarterly or biannually, depending on
the agreement of the steering committee members.
An area of immediate action is education and outreach. The jurisdictions in the Steering Committee can
work individually and as a group to start planning a coordinated effort to engage with external
stakeholders to implement priority actions. The lead stakeholders could also organize outreach,
information-gathering and implementation efforts by themes or areas of expertise and interest, by
creating working groups to make the process more efficient. At the same time, lead stakeholders can
engage with internal stakeholders, e.g., other city leaders and staff, to make the process of EVRP
promotion and implementation as inclusive as possible from the start.
Pursuing federal funding and applying for EV infrastructure grants or other initiatives such as the
Alternative Corridor Designation can also be a short-term action item. The jurisdictions can use
opportunities like to plan together at the regional level and maintain a basis for future coordination on
EV projects and funding opportunities. Given the expected push from the federal government to
support EV adoption and EV infrastructure deployment, there are likely to be many upcoming
opportunities for funding that Eastern Iowa’s stakeholders should position themselves for in advance.
43
Appendix A: Charging at Multifamily Units
According to the U.S. Department of Energy, 80% of EV charging happens at home.67 While charging at
home is relatively easy for homeowners with access to a private garage or driveway, large apartment
buildings and condominiums, usually referred to as multifamily units, do not usually have this option.
There are several barriers for EV charging at multifamily units. Upfront costs, especially if significant
retrofitting is required, are usually the main barrier. In other cases, parking logistics can make a project
difficult. An additional overarching barrier is often educational and include lack of guidance for property
owners, managers or homeowner associations on EV charging options and information on equipment,
installations, payment schemes and maintenance.
The last few years have seen an increasing growth of initiatives targeting multifamily buildings to
provide more equitable access to EV charging infrastructure. Many charging companies offer turnkey
solutions that provide integrated services and often act as third party lessors by retaining equipment
ownership and covering maintenance and repair costs. Utilities are also becoming more involved in
multifamily charging projects by providing specific incentives, make-ready infrastructure programs for
multifamily properties and advisory services. Finally, municipalities and local governments can also play
a role by streamlining permitting and inspection processes and making sure that information is clear and
readily available to potential EV owners or property managers.
Getting Started with an EV Charging Project
For a site owner interested in a charging project at a multifamily community, parking arrangement is
one the first items to evaluate. Parking scenarios different and each type presents unique
characteristics. For example:
• Outdoor Lot: will require weather-resistant equipment and reinforced sockets for durability;
might be located away from the main power source.
• Garage (or Ramp): may allow installations to be closer to the power source but could require
more cutting through building walls and concrete floors.
• On-street: may require additional permits to access the public right-of-way (ROW).
Knowing the specification of the building’s electric circuits and metering structure is key to determine
the type of EV charging infrastructure that can be supported, and the need for upgrades. Two common
metering situations include:
• Common Area or Group Metering: a single meter measures electricity usage for an entire
building, with the electric bill going to the property owner/manager. The property owner or
manager may opt to own and maintain the charging stations, or to contract with a third party.
• Mixed Use Metering: a meter measures electricity usage in mixed use buildings, including
multifamily and public/commercial areas. Ad-hoc metering arrangements may be needed to
track energy usage.
The metering infrastructure may also inform choices on infrastructure and billing options. For example,
network-capable – or “smart” – EV charging equipment that can communicate with connected devices
(e.g., wi-fi routers) can allow tracking of energy usage and individual billing, a useful feature in
67 U.S. Department of Energy, n.d. Charging at Home. Available at https://www.energy.gov/eere/electricvehicles/charging-
home
44
multifamily communities, in addition to provide demand response capabilities to allow consumers to
participate in utility managed charging programs. Other factors that influence the choice of charging
equipment depends on factors including:
• Projected Usage: it is important to future-proof an EV charging installation, anticipating
increased EV charging demand to avoid further retrofit costs.
• Installation Costs: costs vary with parking type, distance of the parking from the electrical
service, need for upgrades, permits, and other costs (e.g., additional local regulations).
• Cost Recovery Options: based on the metering situation and project scope, different EV charging
financial models (flat fee; charging by time or by energy usage) might be suitable to enhance
cost recovery options.
The Benefits of
Multifamily Charging
•Attract and retain existing EV
drivers.
•Increase property value by
adding critical infrastructure.
•Aligning with emerging
technologies.
•Prepare for increased EV
charging demand.
•Promote corporate and
sustainability efforts.
Barriers to Multifamily
Charging
•Upfront costs.
•Installation process and
permitting.
•Installation logistics.
•Infrastructure operation &
maintenance.
•Lack of information on
equipment and procedures.
•Lack of clarity on cost-
recovery models and fee
structures.
Best Practices for Multifamily
Charging Projects
•Learn about tenants' charging
needs
•Map the parking options and
logistics of charging locations
•Consult with the utility ot a
contractor to teview electrical
power, metering, billing options
•Select charging strategy and
equipment
•Obtain necessary permits
•Hire a qualified contractor to
install equipment
•Create EV charging guidelines
45
Eastern Iowa Case Studies
Case Study 1 – Vargason Properties
Synopsis
Vargason Properties owns and manages 8 identical 3-story, 12-unit buildings in Iowa City and Tiffin, plus
2 duplexes in Iowa City for a total of 100 rental units, constructed between 1985 and 2000. All
properties are renter occupied mostly long-term by families and workers (only 20% of the tenants are
transient students staying less than 2 years).
Each building has an outdoor parking lot with 20 spaces. The buildings are adjacent, and some of them
are arranged around a court with parking spaces that create a common lot in the middle. None of
Vargason’s renters have asked about EV charging yet, however the owner is aware that EV adoption is
increasing rapidly and he is committed to explore the possibility to offer EV charging options to
differentiate his business and attract new tenants.
Concerns
• Need for power upgrades and installation costs
• Ownership and maintenance of EV infrastructure
• Finding the right business model to avoid passing infrastructure costs to tenants
• Enforcement of parking rules in EV dedicated spaces
• Understanding tenants’ appetite for EVs at his properties
Motivations
• Iowa City is well positioned to educate people and establish policies and guidelines when it
comes to using EV charging and respecting designated spaces
• Align with market trends and with future city policies that could mandate EV infrastructure in
new buildings
Recommendation
The case of Vargason Properties is an example where most EV charging could be provided through a
series of Level 2 chargers installed in the outdoor parking court. A qualified electrician or the local utility
could readily answer questions regarding power availability, metering options and need for power
upgrades. Charger providers who operate in the area would also be able to provide additional
information on charging infrastructure options, costs and available incentives. Based on the information
provided, a leasing contract with a third-party that owns, operates and maintains EV chargers would be
worth exploring as a possible solution.
46
Case Study 2 – Gronen Properties
Synopsis
Gronen Properties owns 175 units in multi-story apartments (4+ levels) and multi-building complexes.
About 70 units qualify as affordable housing while 47 are workforce housing apartment units) and 45 are
market rate. The buildings are older than 20 years but have been all rehabilitated within the past 15
years. The properties are mostly renter occupied, and 90% of residents own a car. The parking types are
a mix of open parking lots and parking ramps both onsite (for about half of the units) and offsite. The
offsite parking spaces are rented from city-owned surface lots, and the parking cost is included in the
rent (72 units rent parking in a city-owned parking ramp facility located in Dubuque Millwork district, a
3-level garage that has a few public EV charging stations installed). To date, none of the tenants has
asked about EV charging. However, the owner thinks EVs are a great choice moving forward and she
would like to explore opportunities to offer EV charging options.
Concerns
o Finding the right business model to avoid creating stranded assets due to renters’ turnover
o Parking etiquette, and enforcement of parking rules in EV dedicated spaces
o Understanding tenants’ appetite for EVs without raising expectations
Motivations
o Gronen Properties’ existing parking space rental agreements with the city
o Support corporate environmental and sustainability goals
Recommendation
The case of Gronen properties suggests that there is a need for further information gathering about the
options that could be pursued to expand access to EV charging for the tenants. A consultation with the
city of Dubuque could be useful to leverage internal knowledge and expertise and explore funding
opportunities and business models that could address some of the financial concerns including the long-
term value of EV charging infrastructure. Additional solutions would have to be explored for the parking
spaces that are rented from city-owned lots.
Takeaways
The two case studies suggest that there is a small but growing interest among rental property owners to
provide EV charging to their tenants. This is an opportunity for the jurisdiction of the Steering
Committee to effectively engage with the broad real estate community and address some foundational
aspects of EV charging at multifamily housing through a dedicated educational process.
Recognizing that EV charging at multifamily housing is a fast-evolving topic, the Frequently Asked
Questions (FAQs) below captures some of the common issues and concerns that property owners might
experience. Additional case studies and guidelines for charging at multifamily are included as well. As
more landlords approach the City with questions about EV charging at their properties, these resources
can provide useful guidance.
47
Frequently Asked Questions about Multifamily EV Charging
Best Practices and Policies for Multifamily Charging
• Electric Vehicle Charging for Multi-Unit Dwellings. Alternative Fuels Data Center: Electric Vehicle
Charging for Multi-Unit Dwellings (energy.gov)
• Atlas Public Policy’s guide for EV charging at multifamily units highlighting the drivers, barriers
and recommendations. EV Charging at Multi-Family Dwellings (atlaspolicy.com)
• A guide to the selection, installation and maintenance of electric vehicle chargers in Multi-Unit
Residential Buildings. Installing Electric Vehicle Charging MURB
• Clean Cities Coalitions: EV charging for multi-unit dwellings. Clean Cities Coalitions: EV charging
for multi-unit dwellings
• Seattle City Light’s guide for EV charging installation in MUDs
• California’ Energy Commission project report on overcoming barriers on EV charging in MUDs
Multifamily Case Studies
• Multi-Unit Dwelling Electric Vehicle Charging Case Study San Diego. MUD Charging SANDAG
• Smart Columbus: Increasing EV Charging Access at Multi-Unit Dwellings. MUD Case Study
• Muir Commons: A case study in MUD EV infrastructure. Muir Commons: A case study in MUD EV
infrastructure - Charged EVs
• Overcoming Barriers to Electric Vehicle Charging in Multi-unit Dwellings: A South Bay Case
Study. South Bay Case Study
• Brannan Condominiums Case Study. Brannan MUD Veloz
• Elysian Apartments Case Study. Elysian MUD Veloz
Will the Project Be Too
Expensive?
•Make sure to include costs
& benefits, both short and
long term.
•Consult with electrical
contractors and EV charging
providers on cost-effective
business models.
•Ask the city and local utility
about existing incentives
and grants.
Will Stations be Used
Enough to Cover Costs?
•Most likely they will over
time. As EV prices fall, lack
of home charging options is
becoming the largest barrier
to EV adoption, especially
for multifamily residents.
Providing charging will
increase EV adoption and
chargers' usage.
•A tenant survey can help
assess current and future
charging needs.
Will Tenants Use the
Stations Properly?
•A common set of policies
and rules for EV station
usage will help to ensure
proper use.
•Educate tenants about the
project to ensure
acceptance, cooperation
and good stewardship of
chargers.
•Revisit policies on a regular
basis, as adjustments may
be needed as demand
increases, technology
changes, etc.
48
Appendix B: Overview of Stakeholder Outreach and Engagement
The Project Team and the Steering Committee contacted almost 200 individuals (of which 80
represented municipalities and counties across the region of interest) to invite them to participate in the
stakeholder engagement. The process took place in January 2021 and consisted of two components: a
webinar covering the plan at glance and a virtual engagement session aiming at capturing the
communities’ input. A total of 56 participants joined the engagement session, including the members of
the Steering Committee. The external stakeholders (43 individuals) represented utilities, private
businesses, EV charging infrastructure providers, local officials, state agencies, environmental
organizations, and EV owners. The only stakeholder category that had no representation was auto
dealerships.
The virtual engagement session comprised four segments aiming at capturing the communities’ input on
several key aspects of EV readiness planning and implementation, such as:
• Benefits of EVs: The most referenced benefits of EVs were air quality improvements as well as
opportunities for economic development and for making a stronger case for locally generated
clean electricity to charge EVs.
• Barriers to EV adoption: In the initial discussion about barriers to EV adoption, the most cited
barriers were range anxiety (due to concerns for sufficient charging opportunities), lack of EV
availability at local dealerships and lack of consumer education about EVs. In voting on the
significance of barriers, stakeholders identified charging availability, cost, and misinformation as
the most significant barriers to address.
• Strategies and lead / supporting stakeholders to advance EVs: The top-three voted strategies
identified as critical to advance EV adoption and access were: investing in and expanding EV
charging infrastructure; providing incentives for EVs; and ramping up consumer education and
outreach. Overall, the discussion on strategies revealed a strong stakeholder interest to invest in
the educational component, for which municipalities were indicated as a key player.
• Actions to implement strategies: Proposed actions included lowering the cost of ownership (EV
registration/fees), facilitating EV charging at businesses and apartment buildings, and increasing
the outreach to dealers. Starting a public list of potential buyers and a group buying program to
increase EV model availability at dealers was also quoted as an action to overcome barriers to
EV access. Legislators, utilities, state agencies, and local governments were identified as lead
stakeholders to implement strategies. Energy districts were also proposed as a stakeholder.
• Criteria: Suggested criteria for prioritizing strategies included: costs, feasibility, equity,
effectiveness, scalability, policy durability, and timing. Equity and implementation costs received
the most votes. Several follow-up questions about equity indicated the desire of the stakeholder
group to further investigate how equity can be incorporated in utility rates/programs.
49
What benefits do you think EVs would bring to your community?
What are the barriers to EV adoption and access in Iowa?
Voting Results
1b. Which of these barriers are most significant?
o Charging availability (16 votes; 16 unique voters)
o Cost (16 votes; 13 unique voters)
o Anxiety over cost, charging opportunity, limited travel, limited range, end of life of old batteries (14
votes; 11 unique voters)
o Misinformation (13 votes, 9 unique voters)
50
o Cost, who pays for infrastructure, who can afford EVs (9 votes, 7 unique voters)
o Dealership options (ability to buy) (7 votes; 7 unique voters)
o Types of EV models available (7 votes; 6 unique voters)
o Utility companies (7 votes; 4 unique voters)
2b. Which of these strategies are most significant?
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
3b. Which actions are most promising?
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
51
o
o
o
o
o
4b. Which criteria do you think are most important to consider in EV Implementation programs?
o Equity (18 votes, 11 unique voters)
o Cost (17 votes; 13 unique voters)
o Feasibility (12 votes; 10 unique voters)
o Effectiveness (10 votes; 9 unique voters)
o Scalability (7 votes; 6 unique voters)
o Policy durability (6 votes; 6 unique voters)
52
Appendix C: Overview of Readiness Strategies and Prioritization Process
The Steering Committee members labeled the actions proposed under each strategy by assigning a low,
medium, or high score for each of the evaluation metrics. Table C1 includes the definitions of low,
medium and high for the full set of metrics as provided to the Steering Committee. In the case of Timing,
near-, medium, or long-term were used to indicate when the jurisdiction could start implementing the
action. The responses were collected and compiled to obtain a combined answer for each action. The
results are summarized below for each strategy.
For each strategy, the action that received the highest prioritization is highlighted in bold text inside a
gray box. Additional actions that received a minimum medium prioritization and medium timing for
implementation are highlighted in bold. Tables C2 to C7 list the prioritization result for each action.
Table C1: Instructions provided to the Steering Committee for strategy and action prioritization
Metric Criteria
Cost
Technical Feasibility
Policy/Political Feasibility
Durability
Scalability
Impact
Equity
Timing
based on existing conditions and other criteria (near = 1-2 years; medium = 3-5
Overall Prioritization
53
Table C2. Invest in EV Charging Infrastructure
Most actions proposed under this strategy received medium and high scores across all metrics. Among
the interventions scored by the participating jurisdictions, ‘Quantify the need for new public charging
equipment to fill gaps at both local and regional level, including DC fast chargers to enable long-distance
travel along corridors, received a unanimous high priority and the nearest timing for implementation.
Actions Lead
Stakeholder
Additional
Stakeholders Timing
available charging equipment to fill
gaps at both local and regional
level, including DC fast chargers to
enable long-distance travel along
Local Gov. &
Cities
State & Regional
Entities (Developers,
Chamber of
Commerce)
Near-medium High
to fund city-owned and operated
charging infrastructure (available
for employee and public use) in
high-traffic locations such as
parking lots nearby major
roadways, retail and recreational
Local Gov. &
Cities
Utilities (Chamber of
Commerce,
Employers,
Businesses,
Developers)
Medium Medium
(e.g., other government agencies,
chambers of commerce,
workplaces, businesses) to track
and pursue grants for public and
Local Gov. &
Cities
Businesses (Chamber
of Commerce,
Businesses,
Developers)
Medium Medium
Encourage coordination between
utilities and potential private EV
charging hosts to leverage existing
utility funding/incentives (e.g., VW
Utilities
(Local Governments,
Utilities, Chamber of
Commerce)
Medium-long Medium
Promote existing utility programs
offering consumer rebates for Utilities (Businesses, Banks, Medium Medium
54
Table C3. Expand Access to EV Charging Infrastructure
The actions proposed under this strategy received a mixed score across all metrics. Among the proposed
interventions, ‘Amend local zoning/land use code(s) to require EV charging as permitted accessory use,
and to include requirements and/or incentives (density bonuses) for the installation of charging
infrastructure in new construction and major renovations’ received the highest overall priority and the
nearest timing for implementation.
Actions Lead
Stakeholder
Additional
Stakeholders Timing
code(s) to require EV charging as
permitted accessory use, and to
include requirements and/or
incentives (density bonuses) for
the installation of charging
infrastructure in new construction
Local Gov.&
Cities
Developers
(Businesses,
Landlords, Chambers
of Commerce, Local
Gov./Cities)
Near High
to streamline and clarify EV
charging permitting and inspection
processes at private and public
Local Gov. &
Cities
Utilities (Iowa Utility
Board, Chamber of
Commerce)
Near Medium
Specify definitions and design
guidelines (e.g., safety,
accessibility) for EV parking spaces
Local Gov. &
Cities (Utilities, Consultants) Medium Low
Develop and adopt regulations and
enforcement policies for proper
use of EV parking spaces by both
Local Gov.&
Cities (Utilities, Businesses) Medium Low
local regulations/policies specific to
EV parking and charging are
consistent with neighboring
Local Gov.&
Cities (MPO,
Chambers of
Commerce)
(Consultants) Medium Low
Include EV chargers in road design
criteria and complete street
policies.
Local Gov. &
Cities (MPO,
State)
Engineering Firm,
Bistate Regional Medium Low
55
Table C4. Promote Adoption of and Access to EVs
The actions proposed under this strategy received a mixed score across all metrics, resulting in a
medium-low prioritization. ‘Coordinate with dealers to facilitate point-of-sale rebates for EVs’ received
the highest priority, and ‘Work with local banks to provide low interest EV and EV charging loans
available to disadvantaged communities, small businesses’ received the second highest priority.
Actions Timing
specially designed residential and
commercial EV rates (e.g., time-of-
use, subscription rates), and off-
peak charging programs to lower
Utilities
Local Gov. (Chambers
of Commerce, BiState
Regional Commission,
BSRC, Auto dealers)
Medium Medium-low
Work with local banks to provide
low interest EV and EV charging
loans available to disadvantaged
Cities
(Utilities,
)
Nonprofits (Local,
State and Federal
Gov.)
Medium Medium
Engage in partnerships with the
private sector and other
organizations that provide
opportunities for funding (e.g.,
grants, financing) and promote
innovation / pilot projects to
advance electric transportation
across modes (car-sharing,
ridesharing and micro mobility
State and Local
Gov.
(Local and Regional
Gov., Chambers of
Commerce, Micro
mobility companies)
Medium Low
Create local or regional EV group
buy/purchase programs to increase
EV availability at auto dealerships.
(Chambers of
Commerce, (Banks, IEDA) Medium-near Low
that demonstrate local economic
benefits for low-income residents
such as job creation, training
opportunities, youth engagement,
Local Colleges
Local Gov. (Chambers
of Commerce, Social
Services, NICC)
Medium Low
Coordinate with dealers to
facilitate point-of-sale rebates for Utilities
(Businesses) of Commerce, State Medium Medium
56
Table C5. Increase Education and Awareness of EVs and EV Charging
The actions proposed under this strategy received a mixed score across all metrics resulting in overall
low priority. ‘Developing and maintaining a comprehensive EV resources website to educate all
consumers on the environmental, financial, and other benefits of EVs’ was ranked as the action with the
highest priority, and near-term implementation timing.
Actions Timing
Develop and maintain a
comprehensive EV resources
website to educate all
consumers on the
environmental, financial, and
other benefits of EVs. Website
should include information on
logistics of buying EVs (including
available incentives), installing
charging (including the local
permitting process), finding
charging, etc. Link to other
reputable and well-maintained
resources (e.g., AFDC) as
Utilities (Chambers of Commerce,
State Gov, Auto dealers) Near Medium
Target education and outreach
efforts based on demand,
tailoring messages accordingly
(residents, businesses,
dealerships, developers,
employers, etc.). Also target
low-income and
Utilities (MPO,
Chambers of
Commerce)
(Local Cities & Gov., Social
Services, Businesses) Near Low
colleges, and trade schools to
incorporate vocational
programs for electrician and EV
maintenance jobs into their
Community
Colleges
(Chambers of Comm., Local
Gov., Businesses)
Medium-
long Low
Engage with advocacy
organizations to create
educational toolkits about EVs
(costs, range), EV charging
(infrastructures, best practices
at workplaces, multifamily
Utilities
Dealers (Local Gov., Clean
Energy Districts, Auto
dealers, Nonprofits)
Medium Low
ambassadors; organize ride &
drive events (including virtual);
create marketing campaigns
Local Gov. /
Clean Energy
Districts /
Utilities
Advocates (Auto dealers) Medium Low
57
Actions Timing
Clean Cities Coalition to
showcase local - level success
stories (for example, public
Iowa Clean
Cities (Local
Gov.)
Chambers of Commerce,
Regional Gov. Medium Low
community-based organizations
to understand opportunities,
challenges to expand EV
Local Gov.
Chambers of Commerce,
Regional Gov., Banks,
Utilities
Long Medium-low
Develop outreach plans (e.g.,
community webinars for
different EV and EVSE
audiences, legislative briefings
Local and
Regional Gov. Utilities, Nonprofits Medium Medium
Provide educational resources
to employers and fleet
managers regarding EV use and
charging station deployment.
Inclusive of technical assistance
Community
Colleges Chambers of Commerce Medium Low
dealers and other businesses
that do the most to champion
Chambers of
Commerce
Local Gov., Utilities, Auto
dealers Long Low
58
Table C6. Coordinate Regionally to Implement Actions and Strategies
The actions proposed under this strategy received prevalently medium priority across all metrics.
‘Integrate EV readiness into regional planning efforts, including regional transportation plans and
sustainable communities' strategies’ received the highest priority in terms of timing.
Actions Timing
Engage in state, regional, and
national advocacy efforts to
support laws, incentives and
policies that further EV adoption
(e.g., ZEV mandates, low-income
rebates, point-of-sale vouchers),
aligning with other leading cities
and complementary regional
Iowa DOT
(MPOs)
(Local Gov., Auto
dealers, Chambers of
Commerce, IEDA)
Medium Medium
Encourage local partners
(Chambers of Commerce, retail
businesses, etc.) to develop non-
monetary incentives; reward EV
ownership with access to high
occupancy vehicle (HOV) lanes and
MPOs, State
Gov.
(Local Gov., Dealers,
Developers) Medium-long Low
Integrate EV readiness into
regional planning efforts, including
regional transportation plans and
sustainable communities'
MPOs (Local Governments,
Iowa DOT)
Near-
medium Medium
Develop common metrics to track
progress on EV readiness at the
local and regional level. Monitor
and report progress toward EV
readiness at the municipal /county
MPOs (State
and Regional
Commissions)
(Local Gov., DOT) Medium Medium
steering committee to share
lessons learned, monitor emerging
EV applications and track progress
toward EV readiness at the
MPOs (State
and Regional
Commissions)
(Local Gov., DOT) Medium Medium
59
Table C7. Lead by Example
The actions proposed under this strategy received a medium prioritization score and a near-term timing
for implementation. ‘Educating municipal/county employees about EVs and EV charging, encouraging EV
adoption through the development of workplace charging programs’ was given the highest priority. As
noted by the Steering Committee, the City of Dubuque has already completed a Fleet Electrification
study, while Iowa City has an ‘EV First’ policy and has also completed a municipal fleet assessment.
Actions Timing
Assess the existing
municipal/county fleet, develop a
fleet management plan, and
explore opportunities to
Local Gov.
IEDA (Auto dealers,
Chambers of
Commerce, Iowa
Clean Cities)
Near Medium
employees about EVs and EV
charging, encourage EV adoption
through the development of
Local Gov.
Businesses, Dealers,
Chambers of
Commerce
Near Medium-
high
Monitor and look for opportunities
for projects to address emerging
trends and technologies including
battery storage, battery second-life
applications, vehicle-to-grid and
vehicle-to-building, wireless
Local Gov.
(Utilities, Auto dealers,
Waste Commission,
Chambers of
Commerce, GDDB,
Universities)
Long Medium-low
Incorporate a low-income
lens/component in any program or Local Gov. Local Regional and
State Gov. Near Medium
60
Appendix D: Additional Resources & Further Reading
EV Policies and Charging Installation Guidelines
• Plug In America, Sierra Club, FORTH Mobility and the Electrification Coalition have published
model policies to accelerate EV adoption, the AchiEVe Model Policies Toolkit. Available at
AchiEVe-Model-Policies-Toolkit_WebpageFinal_.pdf (pluginamerica.org)
• The Great Plain Institute Summary of Best Practices in Electric Vehicle Ordinances. GPI EV
Ordinance Summary
• California Governor’s Office of Business and Economic Development (GO-Biz) Electric Vehicle
Charging Station Permitting Guidebook.
EV Charging and Business Case for Site Hosts
• The Atlas Public Policy EV Charging tool helps assessing the financial aspects of an EV charging
project. EV Charging Financial Analysis Tool – Atlas Public Policy (atlaspolicy.com)
• The New York State Energy Research and Development Authority (NYSERDA) provides a series of
case studies and best practice guides for charging station hosts, installers, and communities that
help people navigate the process for permitting, buying, installing, and operating charging
stations. Available at Best Practice Guides and Cases - NYSERDA
• The New York State Energy Research and Development Authority (NYSERDA) has published a
series of Frequently Asked Questions for potential charging site owners to consider. Charging
Station Host Frequently Asked Questions (FAQs) - NYSERDA
• The Atlas Public Policy EV Hub has published a guide to assess the business case for EV charging
stations. Assessing the Business Case for Hosting Electric Vehicle Charging Stations in New York
State (atlasevhub.com)
Best Practices and Policies for Workplace Charging
• Clean Cities Coalition Network Toolkit on Workplace Charging. Workplace Charging Employer
Workshop
• Madison Gas & Electric Employer Charging Guide.
https://www.mge.com/MGE/media/Library/lovev/workplace-charging.pdf
EV Group Buying
• Electric Vehicle Group Buy Programs: Handbook & Case Studies, July 2018,
https://drive.google.com/file/d/1rNInMle518d_W0pZ6qdq4pUNm7RSDALf/view
• Request for Information Electric Vehicle Group Buy Program for Montgomery County, Maryland
November 24, 2020 Microsoft Word - RFI Final revised 11.24.20.docx
(montgomerycountymd.gov)
• Northern Colorado Group Buy Program (Colorado): Drive Electric Northern Colorado (DENC), a
partnership of the Electrification Coalition, the City of Fort Collins, the City of Loveland, and
Colorado State University has successfully coordinated multiple group buys since 2015. Initially
based on a partnership with Nissan, the program has expanded and now it includes several auto
dealers and local businesses that participate in a workplace charging challenge and a Drive
Leadership effort designed to give leaders at Northern Colorado companies and organizations
the opportunity to take an EV on a test drive for up to five business days.
61
• Green Energy Consumers Alliance Drive Green Program (Massachusetts & Rhode Island): Drive
Green is a rolling group buy program, meaning discounts are available indefinitely. The program
focuses on enrolling EV dealerships that commit to have dedicated salespeople and maintain a
stock of EVs at their locations. In return, dealers receive leads and customers through the Drive
Green platform, which is purposely built to provide an easy learning and shopping experience.
Through the platform, potential EV buyers can set up test drives with multiple dealers. Some
dealers offer additional discounts on top of the existing federal tax credits and state incentives.
• Northern Virginia LEAF Group Buy Program (Virginia): Virginia Clean Cities coordinated a Nissan
LEAF group buy program in 2016 to provide lease and purchase discounts to residents of
Virginia, Maryland, and Washington, D.C. Of note, Virginia Clean Cities has also partnered with
local cooperatives to encourage bulk purchases of Level 2 EV charging stations.
Equitable Access to EVs
• The resource “Electric Vehicles for All: An Equity Toolkit” is used by advocates and electric
vehicle stakeholders in California and other states to ensure EV policies and programs help low-
income communities of color access EVs.
• The report “Electric Carsharing in Underserved Communities: Considerations for Program
Success” has helped shape pilot programs to provide electric vehicle carsharing services to poor
communities in order to increase mobility and drive adoption of electric cars.
• The reports “Low Income Car Sharing” and “Increase Access through Ridesharing” give an
overview of low-income car sharing initiatives, lessons learned and best practices.
• The report “Equity in Practice” offers examples of equity assessments in transportation
electrification plans, and public engagement strategies including who and how stakeholders are
engaged or invited to partake in the development of such plans.
• The report Seattle Electric Vehicle Outreach & Engagement Campaign outlines the strategy for
the city of Seattle to address racial equity and environmental justice while advancing electric
and shared transportation.
• The report by the Argonne National Laboratory, Used Plug-in Electric Vehicles as a Means of
Transportation Equity in Low-Income Households examines improving the equity of low-income
households through access to EVs as a low-cost and low-maintenance means of transport.
Electric Car and Bike Sharing Pilots and Programs
• Denver Department of Public Health & Environment and the Denver Housing Authority launched
the first EV car share location in a mixed income community in partnership with eGo CarShare
Denver Mariposa District EV Carshare
• Sacramento’s Our Community CarShare (OCCS) is a pilot program that makes EVs available for
free to community members around the Sacramento region, to raise awareness about EVs and
provide a zero-emission transportation option to under-served communities Breathe California
• BlueLA is an EV carsharing program focused on low-income communities, with parking spots
near low-income multi-family buildings and transit transfer points Blink Mobility : Los Angeles,
CA Electric Car Sharing Service
• Forth’s St. Louis Vehicle Electrification Rides for Seniors (SiLVERS) pilot will seek to increase EV
adoption and reduce transportation-related operating expenses for social service agencies in
62
low-income communities Forth to Receive DOE Funding for Vehicle Electrification Rides for
Seniors (SiLVERS) Program. Ameren Missouri will provide incentives to develop the station sites.
• Madison BCycle is an urban bike sharing program, providing 300 electric bikes at 40 stations
throughout the city. In addition, University of Wisconsin Transportation Services, in partnership
with BCycle, has reduced membership prices for university students, employees, and affiliates.
EV Workforce Development
• EVSE installation workforce training EVITP – Electric Vehicle Infrastructure Training Program
• ASPIRE is a new program funded by NSF, headquarter at Utah State University in Logan with
centers in several university. They have created an education (pre-college) program to create
the workforce needed to support the energy transition Innovation Ecosystem | ASPIRE (usu.edu)
• Macomb Community College - Macomb Community College’s electric vehicle technology
certificate prepares students for emerging jobs in a growing field
• Hybrid & Electric Vehicle Program | Reynolds Community College
Battery Recycling and Second Life Applications
• EV Battery Recycling | Union of Concerned Scientists (ucsusa.org),
• Lithium-Ion Battery Recycling Prize Drives Recovery of Spent Batteries | News | NREL.
• Battery Storage Company, Lithium Ion Battery Recycling Company (batterystewardship.com)
• battery_second_life_faq.pdf (energy.gov)
• Stena's Batteryloop Gives Volvo Bus Batteries A Second Life (insideevs.com)
• Electric vehicles, second life batteries, and their effect on the power sector | McKinsey
Vehicle-to-Grid
• California looks to electric vehicles for grid stability | Energy News Network
63
Appendix E: Letters of Concurrence
64
65
66
67
68
ACCELERATING IOWA CITY’S CLIMATE ACTIONS PLAN REVIEW
BUILDINGS PRIORITIZATION SCORING
BE = EDUCATION, BI = INCENTIVES, BR = REGULATION, BCP = CITY POLICY, BPP = PUBLIC PROJECTS
TIER 1 PRIORITIES : GROW EFFORTS IN THI S AREA AND ACTIVELY SEEK NEW
OPPORTUNITIES
Action
Item
Strategy Score
BE-2 Parter with stakeholders to promote green building construction and
rehabilitation
4.6
BI-4 Launch a TIF-funded climate action incentive program aimed at reducing
industrial energy consumption.
Updated wording: Offer TIF-funded climate action incentives aimed at reducing
industrial and commercial energy consumption
4.3
BPP-3 Municipal building efficiency and electrification 4.3
BI-1 Offer free home energy assessments through Green Iowa AmeriCorps
Updated wording: Offer free home energy assessments and basic
weatherization services to Iowa City households
4.1
BPP-2 Net zero public housing 4.1
TIER 2 PRIORITIES: MAINTAIN CURRENT EFFORTS AND HAVE STRATEGIES IN PLACE TO
REACT TO NEW OPPORTUNITIES
Action
Item
Strategy Score
BI-6 Consider a building permit fee rebate program for enhanced energy standards
Updated wording: Continue to offer financial incentives for enhanced energy
standards based on a home energy rating program
3.9
BI-9 Launch an electrification incentive program 3.9
BPP-1 Pursue solar or battery storage partnership with MidAmerican Energy 3.9
BPP-4 Advocate for state legislative changes to enable subscription-based community
solar
3.9
BE-1 Promote energy efficiency and performance tips to the public 3.7
BR-3 Incorporate strict energy standards into height and density bonuses 3.7
BI-2 Enhance energy standards for city rehabilitation projects 3.6
BR-5 Develop Climate Action requirements for all existing and future rental permits 3.5
BI-5 Develop or partner with local stakeholders on a comprehensive climate action
rehabilitation program
3.4
BE-5 Incorporate an education component into future solar installations on city
properties or facilities
3.2
BR-2 Incorporate stricter energy standards into TIF financing policies 3.2
BE-3 Encourage the local realtor community to include energy performance in the
multiple listing services (MLS) property inventory
Updated language: Continue to collaborate with the local realtor community to
promote home energy performance to buyers through MLS inventory, HERS
ratings, and other mechanisms
3.0
BR-1 Create a more robust energy code inspection program 3.0
BCP-1 Advocate for state adoption of advanced energy codes 3.0
BCP-2 Advocate for aggressive energy code development and adoption 3.0
TIER 3 PRIORITIES: MONITOR AND EXPLORE OPPORTUNITIES AS THEY ARISE
Action
Item
Strategy Score
BE-4 Educate the community on energy usage for water treatment and delivery 2.9
BI-3 Coordinate neighborhood energy blitz events 2.8
BI-10 Incentivize energy enhancements and building re-and retro-commissioning for
participants in the energy benchmarking program
2.6
BR-4 Initiate energy benchmarking requirements
Updated wording: Incorporate energy benchmarking requirements into financial
incentive agreements such as TIF funding and Climate Action Grants
2.5
BI-8 Complete a net-zero demonstration rehabilitation project 1.9
BI-7 Initiate a net-zero house design competition 1.8
BR-6 Assess and update city zoning codes for solar readiness/friendliness
Updated wording: Continue periodic reviews of city zoning codes related to
solar readiness/friendliness and make timely updates
1.4
QUESTIONS TO FURTHER REFINE PRIORITIZATION TIERS
• Do we feel as a whole the Tier 1 priorities accurately reflect the initiatives we most want to
see grow in the future?
• Would any of the action items benefit from being adjusted up or down a tier?
• Are we comfortable with the suggested rewording for some of these items? Are there any
others that should be reworded?
• Does it make sense to combine any of these efforts (i.e. BE-1, BI-1, and BI-3, - “Promote
energy efficiency and performance tips to the public, including through free home energy
audits, neighborhood energy blitz events, and other initiatives”), or is there value in leaving
them separate?
• If any items are combined, to which tier should they be assigned?
• Should every action item be given a verb to help clarify the intent of the action (i.e. “Partner
on a net zero public housing project,” “Increase energy efficiency and pursue electrification
of municipal buildings”)?
ACCELERATING IOWA CITY’S CLIMATE ACTIONS PLAN, PROGRESS 2020 -TO DATE
TRANSPORTATION
EDUCATION ACTION ITEMS
T E -1: SIGNIFICANT TRANSPORTATION EDUCATION AND OUTREACH CAMPAIGNS
STATUS: LONG TERM/ONGOING
20201: Launched Climate Ambassador program, which includes segments related to
transportation.
2021: Held the first EV Car Show as part of Climate Fest. Bus wraps for new electric buses were
designed to include climate action promotion component.
2022: "Speaking of… Electric Vehicles" webinar held in March. Electric Bus Bash held May.
2023: “Walk and Roll Weekly” campaign launched. Book Bike purchased in collaboration with the
library. Collaboration on a Bike to Work Week event at Big Grove. Climate Fest events include
decorated bus stops, live music and engagement activities at transit hub . EV car show featuring
both the electric bus and electric cargo "Book Bike" at the Farmers Market.
2024: "Bus Buddy" video series launched followed by March “Route Madness" campaign. First Bus
Buddy engagement training offered to Wonderful Westside girls group. Iowa City hosted Bike to
Work Week breakfast at Swan Ramp, serving 100+ residents. Practice bus bike ramp installed at
Swan Ramp. Climate Fest included a Transit Trivia night and largest attended EV car show to date
(17 different EV models, 1670+ attendees). “Fear Free” Fare Free campaign launched with
Halloween Fare Free booth in Downtown District pop up retail space encouraging families to try
downtown shuttle while exploring downtown.
2025: Summer marketing campaign promoting extension of Fare Free service highlights
accomplishments to date, including Vehicle Miles Travelled (VMT) reduction. Second March “Route
Madness” campaign to engage transit ridership. Bike to Work Week breakfast at Swan park serves
165+ residents. Collaboration with MPO transportation planners on August citizen science
Bike/Ped data collection event. EV car show and “Walk and Roll Weekly” promotional item planned
for Climate Fest.
1 Throughout this report, “2020” is used to indicate new efforts initiated in 2020, while “2020
baseline” indicates relevant ongoing efforts that were continued into 2020.
T E -2: LAUNCH AN ECO -DRIVING CAMPAIGN ALONGSIDE EMPLOYERS
S TATUS: UNDERWAY
2021: Discussions with ACT about a carpooling campaign to incorporate into workforce return to
campus (ACT ultimately decides to continue remote work and sell campus).
2022: MPO transportation planners hosted "Easy on the Gas" Lunch and Learn highlighting carpool,
vanpool, rideshare, express bus, and dial-a-ride options for area commuters.
2024: Employers identified for planned outreach to encourage use of Fare Free service by
employees. Outreach to northside employers with limited response. Ongoing collaboration with
Downtown District to promote Fare Free services to and through downtown employers.
2025: Outreach effort planned for firm moving into former Pearson campus
INCENTIVE ACTION ITEMS
TI -1 : INCENTIVIZE PUBLIC TRANSIT OPTIONS
STATUS: LONG TERM/ONGOING
2021: Implemented Transit Study fare and transfer policy changes. Both the ICPL and Recreation
Division offer a "ride home" pass valid for Iowa City Transit in summer.
2022: ICPL/Recreation Department offer "ride home" pass again.
2023: Launch of Fare Free pilot in August results in 53% increase in ridership over August 2022;
ongoing marketing/engagement to encourage transit usage planned (see TE-1)
2024: City Council raises downtown parking fees to support ongoing Fare Free transit service ;
anticipated $1.5M revenue annually to support fare free service (see also TR-1). First year of Fare
Free initiative show sustained ridership growth (450K additional rides), including increase over
previous August; 1.8 million VMT reduction within city limits recorded between 2023 and 2024.
2025: City Council votes to extend Fare Free service for an additional year, with annual review of
the program to determine future extensions. National Parking Day “Pop Up Pocket Park” planned
as part of Climate Fest to highlight role parking fees play in incentivizing/paying for Fare Free
service.
TI -2 : EXPLORE ELECTRIC VEHICLE (EV) INCENTIVES BASED ON THE READINESS PLAN
STATUS: LONG -TERM/ONGOING
2021: EV Readiness Plan completed.
2022: Multi-family grant program launched to assist with electrical panel upgrades and equipment
installation costs of EV charging units at apartment buildings.
2023: Level 1 charging project completed for Peninsula Condo HOA. EV charging grant program for
condos and HOAs adjusted to cover half the cost of equipment and installation (formerly covered
installation only) following end of MidAmerican EVSE rebates.
2024: Ongoing promotion of EV incentives for new and used vehicles in the IRA.
2025: Targeted outreach to landlords and condo HOAs throughout summer to promote EV charging
grant.
R EGULATION ACTION ITEMS
TR -1 : REVIEW PARKING REGULATIONS AND CONSIDER INNOVATIVE WAYS TO
ENCOURAGE ALTERNATIVE MODES OF TRAVEL
STATUS: LONG -TERM/ONGOING
2022: City enacted ordinance allowing parking enforcement staff to issue warnings/ticket vehicles
blocking bike lanes.
2024: Demonstration bus bike rack installed on Chauncey Swan Ramp; new informational video on
how to use the rack produced. New parking rates paired with refreshed marketing of Fare Free
transit service (see also TI-1). ICDD and city staff collaborate on use of "Hello Lamppost" service
for messaging on parking and transit service downtown.
2025: Parking study planned to begin late 2025 with an aim of reducing minimum parking
requirements.
TR -2 : REQUIRE CLIMATE CHANGE ANALYSIS FOR NEW SUBDIVISIONS AND
REZONINGS
STATUS: IN DEVELOPMENT
2024: CAO staff representative included in steering committee for comprehensive land use plan
("comp plan") update to ensure incorporation of climate change considerations.
2025: Comp plan presentation to Climate Action Commission; ongoing discussion with
Neighborhood Development Services staff about inclusion of climate action priorities.
CITY POLICY ACTION ITEMS
T CP -1 : ESTABLISH AN ELECTRIC AND FUEL -EFFICIENT VEHICLE PURCHASING POLICY
STATUS: COMPLETED
2020: Written policy completed which includes preferences for EVs; describes process by which
vehicle options are to be evaluated
2022: Zero Emissions Fleet Transition Plan for future transit purchases, including EV and hydrogen
cell buses, completed. Climate Action and Fleet Service staff collaborated on installation of
additional charging stations to support two new EVs added to City fleet. RFP released to contract
for a Zero Emissions Fleet Transition Study for all city vehicles.
2023: UI engineering students complete benefit-cost analysis of hydrogen vs electric "fuel" for city
fleet vehicles; firm selected to conduct fleet transition plan. Fleet review and vehicle
recommendations completed as part of Fleet Transition plan; related infrastructure analysis
commences. Iowa City Transit featured on national transit panel as a model of how to collaborate
with utility on fleet electrification efforts.
2024: Fleet Transition Study completed; staff memo and study shared with Council; staff in
conversation with Johnson County about initiation of their study and potential areas of overlap .
Level 2 charging station installed to support acquisition of electric vehicles for police department .
Separate fleet analysis for Fire Department completed.
2025: City continues to pilot EVs in different parts of the fleet, purchasing Two Ford Lightnings as
community outreach vehicles for PD and AmeriCorps team and a Chevy Blazer EV patrol vehicle for
PD.
TCP -2 : TRACK ADHERENCE TO CITY IDLING POLICY
STATUS: LONG TERM/ONGOING
2020: 30 City vehicles equipped with AVL technology to provide digital idling data.
2021: 60 additional vehicles equipped with AVL. Division managers (Water Treatment, Resource
Management, Streets, etc.) begin receiving weekly reports on idling data for their vehicles.
Equipment superintendent reviews reports monthly for entire fleet. Efforts made to increase
compliance within individual divisions.
2022: 19 additional vehicles equipped with AVL. Ongoing monitoring with weekly reports to division
managers and month review by Equipment superintendent. Significant reduction of idling
confirmed across all divisions.
2023: 3 new vehicles equipped with AVL. Ongoing monitoring. Idling reduction levels maintained.
2024: Ongoing monitoring. Idling reduction levels maintained.
2025: Ongoing monitoring. Data errors detected with some AVL units. Equipment superintendent in
communication with AVL to resolve issue/replace malfunctioning units. Idling reduction levels
maintained.
TCP -3 : REVIEW TRANSPORTATION SUBSIDIES, WORK SCHEDULES AND TELE -WORK
POLICIES FOR CITY EMPLOYEES
STATUS: COMPLETED
2020 baseline: Discounted transit passes offered to all city employees opting out of parking
passes.
2021: Following COVID-19 pandemic, conversations on flex/tele-work policy initiated within city
management.
2022: New tele-work and flexible work options offered to City employees, to be implemented on a
departmental basis. Six month review of program showed ongoing support among employees and
managers.
2024: Discounted EV charging incentive for city employees proposed to replace discounted transit
passes following adoption of Fare Free transit service.
P UBLIC PROJECTS
T PP -1 : COMPLETE THE TRANSIT STUDY AND IMPLEMENT RECOMMENDATIONS TO
BOLSTER SERVICE AND INCREASE RIDERSHIP
STATUS: LONG TERM/ONGOING
2020: Oct. 2020: Completed Transit Study presented to City Council.
2021: New route, fare, stop changes implemented as recommended by the study. Adjustments
made to four transit routes (2, 10, 12, 13) based on driver and rider feedback to better
accommodate route transfers.
2022: Transit approved to hire 4 additional bus drivers to help cover new routes and services in
support of Transit Study recommendations
2023: Transit system upgrades implemented: buses on Court and Towncrest routes begin running
20-minute service; expanded service on N. Dodge route up to Highlander; 8 routes implement
earlier start times. In Sept., procurement authorized for a Bus Rapid Transi t Feasibility Study.
2024: Annual ridership objectives and measures developed in collaboration with Harvard
Bloomberg program, with a target metric established to grow to 1.9 million rides per year by 2030.
2025: Updates to some routes planned to continue implementation of Transit Study
TPP -2 : COMPLETE ELECTRIC VEHICLE (EV) READINESS PLAN AND IMPLEMENT
RECOMMENDATIONS
STATUS: LONG TERM/ONGOING
2021: EV Readiness Plan completed. High priority actions: Pursue grant program prioritizing DC
fast chargers; amend code to require EV charging as a permitted accessory use, and to include
requirements or incentives (i.e. density bonus) for the installation of charging infrastructure in new
construction or major renovations; Identify locations for publicly-owned EV chargers; connect
income-qualified and disadvantaged communities with low-interest EV loan programs; explore
partnership with dealers to facilitate point-of-sale rebates for EVs; develop comprehensive EV
resources website for Eastern Iowa audience
2022: EV charging rebate for apartment and condo buildings launched in March (see TI-1);
Secured VW settlement funds to add EVSE to Chauncey Swan and Dubuque Street parking ramps.
2023: Parking staff implemented EV tax at public charging stations as required by state law.
2024: Two dual-port level two chargers added to public ramps at Chauncey Swan and Dubuque
Street. CAMBUS and Coralville funding request for electric buses included in MPO Transportation
Improvement Plan (TIP); Cedar Rapids submits for EECGB funding for 4 light duty EVs. Iowa City
Climate Action rep added to steering committee to find new host organization for Clean Cities
Coalition after state terminates contract with the DOE
2025: EV information page in development for Iowa City website .
TPP -3 : ACHIEVE GOLD BICYCLE FRIENDLY COMMUNITY STATUS AND BEGIN WORK
TOWARD PLATINUM STATUS
STATUS: LONG TERM/ONGOING
2021: City applied for Gold-level Bicycle Friendly Community designation.
2022: City received Silver-level designation, but has submitted documentation showing peer cities
with lower scores receiving Gold and Platinum designations in hopes of a revised rating .
2024: Application submitted for Gold-level designation. Received Silver-level designation. Planning
staff review designation criteria with League of American Bicyclists.
TRANSPORTATION PRIORITIZATION SCORING SHEET
CLIMATE ACTION COMMISSIONER
(name)
SCORING INDICATORS (USE WHOLE NUMBERS ONLY)
1 = Monitor and explore opportunities as they arise
3 = Maintain current efforts and have strategies in place to react to new opportunities
5 = Top priority: Grow efforts in this area and actively seek new opportunities
ACTION ITEMS
Number Item Notes Score
TE-1 Significant transportation education
and outreach campaigns
TE-2 Launch an eco-driving campaign
alongside employers
TI-1 Incentivize public transit options
TI-2 Explore electric vehicle (EV)
incentives based on readiness plan
TR-1 Review parking regulations and
consider innovative ways to
encourage alternative modes of
travel
TR-2 Require climate change analysis for
new subdivisions and rezonings
TCP-1 Establish an electric and fuel-
efficient vehicle purchasing policy
TCP-2 Track adherence to city idling policy
TCP-3 Review transportation subsidies,
work schedules, and telework policy
for city employees
TPP-1 Complete the transit student and
implement recommendations to
bolster service and increase
ridership
TPP-2 Complete EV Readiness Plan and
implement recommendations
BPP-3 Achieve Gold Bicycle Friendly
Community status and begin work
toward Platinum status