Court Opinion

ID: 9942095
Source: CourtListenerOpinion
Date Created: 2024-02-20 15:07:33.996236+00
Date Added: 2024-06-11T13:47:40.408304
License: Public Domain

NOT FOR PUBLICATION WITHOUT THE
              APPROVAL OF THE APPELLATE DIVISION

                                   SUPERIOR COURT OF NEW JERSEY
                                   APPELLATE DIVISION
                                   DOCKET NO. A-1102-22

SACKMAN ENTERPRISES, INC.,

     Plaintiff-Appellant,
                                          APPROVED FOR PUBLICATION

v.                                               February 20, 2024

                                              APPELLATE DIVISION
MAYOR and COUNCIL OF THE
BOROUGH OF BELMAR,

     Defendants-Respondents.
_____________________________

           Submitted January 16, 2024 – Decided February 20, 2024

           Before Judges Mawla, Marczyk, and Chase.

           On appeal from the Superior Court of New Jersey, Law
           Division, Monmouth County, Docket No. L-1530-22.

           Fox Rothschild, LLP, attorneys for appellant (Andrew
           Jeffrey Karas, on the briefs).

           Dasti McGuckin McNichols Connors Anthony &
           Buckley, attorneys for respondent (Patrick F. Varga, of
           counsel and on the brief).

     The opinion of the court was delivered by

CHASE, J.S.C. (temporarily assigned)

     In this case we are asked to answer three questions: first, whether a

governmental body, serving as a Redevelopment Agency, is obligated to apply
electric vehicle ("EV") parking credits, as required under N.J.S.A. 40:55D-66.20

("the EV statute"), when determining a concept plan's consistency with a

redevelopment plan adopted pursuant to the Local Redevelopment and Housing

Law ("LRHL") (N.J.S.A. 40A:12A-1 to -89); second, under section (f) of the

EV statute, when applying EV credits, how the credits are to be rounded up; and

last, whether a rounded-up EV credit may reduce the total required parking by

more than the ten percent limit set forth under section (e) of the EV statute.

      We conclude that EV credits are to be applied when determining a concept

plan's consistency with a redevelopment plan. Otherwise, a plan that was

confirmed as consistent by the Borough would not be the same as the one to be

potentially approved at time of preliminary site plan approval. We also conclude

that when applying EV credits to the total number of calculated spaces and that

number includes any decimal, based on the plain language of the statute, the

calculation must be rounded up to the next whole parking spot. However, also

based on the plain language of the statute, we reject defendant's contention that

a rounded-up EV credit can reduce the total required parking by more than the

ten percent limit set forth under section (e) of the EV statute, which is more

specific than section (f) and therefore controls.

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      Applying these principles, we affirm the Law Division's denial of

plaintiff's motion for summary judgment and grant of the defendant's cross -

motion for summary judgment.

                                       I.

      Sackman is a corporation organized and operating in New York and is the

contract purchaser of a 30,000 square-foot property located within the Seaport

Village Redevelopment Area.        The property is subject to the Seaport

Redevelopment Plan ("Redevelopment Plan"), which was adopted in accordance

with the LRHL. The Redevelopment Plan, created in 2003 and most recently

updated in 2016, intends to develop a waterfront neighborhood into a downtown

space consisting of mixed-use properties with restaurants and storefronts, with

various goods and services within walking distance of commuter transit.

      To be appointed as the redeveloper of the property, Sackman submitted

concept plans to the Borough for a determination of their consistency with the

Redevelopment Plan. Sackman's plans proposed a mixed-use project consisting

of street-level commercial units and residential and office space above. Between

September 2021 and March 2022, Sackman submitted several versions of the

concept plan. The Borough denied all submissions.

      In early September 2021, Sackman submitted its initial concept plan,

which the Borough rejected for insufficient reserved on-site parking and for

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failing to satisfy the floor area ratio requirement ("FAR"). 1 The Redevelopment

Plan requires land use applications and concept plans to comply with a 1.5 FAR;

however, if the plans fully satisfy the on-site parking requirements by

accounting for two parking spaces per residential unit, the FAR requirement is

waived.    That is, prospective redevelopers must either provide sufficient

enclosed on-site parking reserved for residents at the two-to-one ratio or satisfy

the FAR requirement.

      At the end of September, Sackman submitted a revised two-option concept

plan, which the Borough rejected for failing to meet the FAR requirement or

alternatively the on-site parking requirement. In November, Sackman submitted

another revised two-option concept plan, which reduced the number of

residential units and increased on-site parking while also including special

parking spaces for EVs. Because a single parking space with EV equipment

counts as two parking spaces under N.J.S.A. 40:55D-66.20(e), Sackman

1
  The Municipal Land Use Law ("MLUL") defines "floor area ratio" as "the sum
of the area of all floors of buildings or structures compared to the total area of
land that is the subject of an application for development . . . ." N.J.S.A.
40:55D-4. "Under the [MLUL] . . . FAR is calculated by taking the sum of the
area of all floors of buildings or structures in square feet and dividing by the
total area of the site in square feet. N.J.S.A. 40:55D-4." Randolph Town Ctr.
Assocs., L.P. v. Twp. of Randolph, 324 N.J. Super. 412, 414 (App. Div. 1999).

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incorporated the EV parking spaces to avoid meeting the FAR requirement by

alternatively supplying sufficient on-site parking.

      In December, after conducting a hearing, the Borough rejected the concept

plans as inconsistent with the Redevelopment Plan. The Borough's professional

planner explained prospective redevelopers were not permitted to apply the EV

statute at the concept plan stage, but even if they were, the concept plan

exceeded the ten percent maximum credits allowed under N.J.S.A. 40:55D-

66.20(f). In February 2022, Sackman submitted its fourth revised version of its

concept plans, which reduced the number of residential units, included one

affordable housing unit, and provided both traditional and EV on-site parking

spaces. The Borough rejected the plans.

      In March, Sackman submitted its last revised version of the plans, which

reduced the number of residential units, eliminated the affordable housing unit,

and provided for both traditional and EV on-site parking spaces. Again, the

Borough rejected the plans. The Borough clerk advised Sackman that the plans

were rejected because the project was too large, the planned parking did not

comply with Borough ordinances, the use of angled street parking was not

preferred by the mayor, and the plans did not account for trash and mechanical

equipment locations which would risk further altering the parking plans.

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      Additionally, the Borough's professional planner explained the plan

exceeded the FAR requirement, and Sackman was not entitled to use of the EV

on-site parking exception. Sackman asked the Borough to specifically identify

the sections of the Redevelopment Plan the concept plans did not comply with.

In May, the Borough's counsel replied to Sackman echoing the reasoning of the

Borough clerk.

      In June, Sackman filed a complaint in lieu of prerogative writs seeking an

order directing the Borough to "conduct the required hearing, applying the

required objective standards set forth in both the [Redevelopment Plan] and

applied [s]tate law, concerning [EV] credits in determining parking

requirements for the development projects." Sackman also moved for summary

judgment or, alternatively, for the matter to proceed summarily under Rule 4:67-

2(b). The Borough filed a cross-motion to dismiss or, alternatively, for summary

judgment.

      On October 28, 2022, the trial court, by written decision and companion

order, denied Sackman's motion for summary judgment and granted the

Borough's cross-motion for summary judgment dismissing the action with

prejudice. Following the principles set forth in Milford Mill 128, LLC v.

Borough of Milford, 400 N.J. Super. 96, 110-11 (App. Div. 2008), the trial court

found there was nothing improper about the Borough's consistency

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determination.2 The trial court also found Sackman failed to comply with the

FAR requirements, or the parking requirements set forth in the Redevelopment

Plan. The trial court further noted the EV credit did not apply, but even if it did,

Sackman still exceeded the ten percent maximum credit allowed per site plan.

The court concluded Sackman "failed to overcome the high threshold of

arbitrary, capricious, and unreasonable conduct[.]"

                                        II.

      Appellate courts review the trial court's grant or denial of a motion for

summary judgment de novo, applying the standard used by the trial court.

Samolyk v. Berthe, 251 N.J. 73, 78 (2022). The court considers "whether the

competent evidential materials presented, when viewed in the light most

favorable to the non-moving party, are sufficient to permit a rational factfinder

to resolve the alleged disputed issue in favor of the non-moving party." Brill v.

Guardian Life Ins. Co. of Am., 142 N.J. 520, 540 (1995).

2
  In Milford Mill, we held that a municipality has the discretion to require plans
submitted by potential developers go through an initial determination for
consistency with the municipality's redevelopment plan before being submitted
for review by the municipal planning board. Id. at 110. Once a plan is deemed
consistent with the redevelopment plan, the governing body must follow section
13 of the LRHL, which requires redevelopment applications to be submitted to
the municipal planning board for "review and approval in accordance with the
requirements for review and approval of subdivisions and site plans as set forth
by ordinance adopted pursuant to the [MLUL]." N.J.S.A. 40A:12A-13.

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      An appellate court's review of rulings of law and issues regarding the

applicability, validity (including constitutionality) or interpretation of laws,

statutes, or rules is also de novo. See In re Ridgefield Park Bd. of Educ., 244

N.J. 1, 17 (2020). "[A] trial court's interpretation of the law and the legal

consequences that flow from established facts are not entitled to any special

deference." Rowe v. Bell & Gossett Co., 239 N.J. 531, 552 (2019) (quoting

Manalapan Realty, L.P. v. Twp. Comm. of Manalapan, 140 N.J. 366, 378

(1995)).

      If a judge makes a discretionary decision but acts under a misconception

of the applicable law or misapplies it, the exercise of legal discretion lacks a

foundation and it becomes an arbitrary act, not subject to the usual deference.

Summit Plaza Assocs. v. Kolta, 462 N.J. Super. 401, 409 (App. Div. 2020). In

such a case, the reviewing court must instead adjudicate the controversy in the

light of the applicable law in order to avoid a manifest denial of justice. State

v. Lyons, 417 N.J. Super. 251, 258 (App. Div. 2010).

                                      III.

      Sackman contends the trial court's presumption that the Borough's

consistency determinations were valid left a key issue unaddressed: whether a

redevelopment agency considering concept plans can apply EV credits when

determining parking requirements at the concept plan consistency review phase.

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Sackman argues that instead of interpreting the EV statute and its applicability

to projects under redevelopment plans, the trial court erroneously adopted the

Borough's interpretation of the EV statute.

      Courts have yet to interpret the EV statute to determine when a

prospective redeveloper may utilize the EV credit. "'When interpreting a statute,

our main objective is to further the Legislature's intent.'" Rogow v. Bd. of Trs.,

460 N.J. Super. 542, 553 (App. Div. 2019) (quoting In re Pontoriero, 439 N.J.

Super. 24, 35 (App. Div. 2015)). To accomplish this, we begin by looking to

the plain language of the statute. Ibid. (citing In re Kollman, 210 N.J. 557, 568

(2012)).

      The EV statute specifies the conditions and timelines applicable for a

preliminary site plan approval for applications involving multiple dwellings

with a specified number of residential units, or multiple dwellings operating as

a condominium or cooperative form of ownership, mutual housing, or mixed-

use development. The operative language in N.J.S.A. 40:55D-66.20(a) states,

"[a]s a condition of preliminary site plan approval, for each application

involving . . . a mixed use development," a developer or owner shall prepare at

least fifteen percent of a development plan's parking spaces as "Make-Ready,"

with at least one-third of those spaces including electric vehicle supply

equipment. (emphasis added).

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      Sackman argues the Borough's mischaracterization of the EV statute

deprives prospective redevelopers of the full benefit of the EV credits in

submitting concept plans for consistency reviews. It asserts a restriction on the

use of EV credits in designing a concept plan would unfairly prohibit applicants

from submitting plans that would otherwise be fully compliant with state law

and local redevelopment plans. This is because the EV credits allow for the

relevant parking and density requirements to be met without any need for

deviation from a redevelopment plan or application of use or bulk variances.

      The Borough argues Sackman was not entitled to application of the EV

statute to their concept plan because the statute should only be applied at the

time of preliminary site plan approval. The Borough reasons that because t he

consistency determination takes place before a review for preliminary site plan

approval, they were not required to apply the EV statute to Sackman's concept

plans any earlier. It further argues the EV statute does not permit the use of the

EV credit to avoid compliance with the FAR requirements, and thus Sackman

was required to first submit a plan compliant with the FAR requirements before

applying the EV credit.

      We interpret N.J.S.A. 40:55D-66.20(a)(1)'s "[a]s a condition of

preliminary site plan approval . . . ." to permit prospective redevelopers to apply

the statute in order to reach the preliminary site plan approval stage. Otherwise,

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a plan that was consistent with a town's redevelopment plan would then be

changed at the preliminary site plan approval, and the original compliance would

no longer stand.     This would lead to an absurd result because the final

development would not match the redevelopment plan.

      As is the case here, there are often many steps a prospective redeveloper

must undertake before being considered for preliminary site plan approval on a

redevelopment project. Our interpretation is bolstered because the EV statute

does not explicitly restrict prospective redevelopers from relying on it in earlier

redevelopment stages. If it did, the statute would not have used conditional

language and instead would state it was inapplicable prior to preliminary site

plan approval. Therefore, the Borough should have permitted Sackman to rely

on the EV statute in drafting their concept plan.

                                       IV.

      N.J.S.A. 40:55D-66.20(f) states, "[a]ll parking space calculations for

electric vehicle supply equipment and Make-Ready equipment pursuant to this

section shall be rounded up to the next full parking space." Sackman and the

Borough disagree as to when parking space calculations should be rounded up

to the next full parking space.

      According to Sackman's interpretation, when the EV credit is applied to

the total number of calculated spaces and that number includes a decimal, the

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calculation must be rounded up to the next whole parking spot so as to account

for the partial space under the calculation. Conversely, the Borough asserts

when a calculation of the EV credit results in a number with a decimal that is

less than 0.5 and, thus, closer to the lesser number than the greater number, the

calculation should be rounded down to the closer whole number.

      Our courts have not yet interpreted N.J.S.A. 40:55D-66.20(f).            Our

statutory interpretation begins, as it must, with reading the plain language of the

statute. See Grubb, 333 N.J. Super. at 597. "[T]he words chosen by the

Legislature should be accorded their ordinary and accustomed meaning." State

v. Hudson, 209 N.J. 513, 529 (2012). "Where the plain language of a statute is

clear, we enforce the statute as written." Correa v. Grossi, 458 N.J. Super. 571,

579 (App. Div. 2019) (citing DiProspero v. Penn, 183 N.J. 477, 492 (2005)).

      The Borough's interpretation misconstrues the plain meaning of N.J.S.A.

40:55D-66.20(f). The only condition this section of the statute provides is that

when an EV credit calculation does not result in a whole number, the calculated

number should be "rounded up to the next full parking space." N.J.S.A. 40:55D-

66.20(f). The statute does not include any conditional language for a scenario

where a calculation resulting in a decimal number should be rounded down.

While the Borough is relying on the mathematical practice of rounding a number

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down to the nearest whole number when a resulting decimal is anything less than

0.5, that is not what the plain meaning of the language in the EV statute provides.

                                        V.

      However, that is not where our discussion ends.          Sackman and the

Borough have different interpretations of the effect rounding up has as it applies

to an EV parking space calculation that would exceed the ten percent maximum

under N.J.S.A. 40:55D-66.20(e).

      Applying the EV credit to Sackman's required eighty-four total parking

spaces under the concept plan would afford Sackman 8.4 total EV parking

spaces. The 8.4 EV credit calculation is then rounded up to nine, the next full

parking space.

      Yet, N.J.S.A. 40:55D-66.20(e) states:

            A parking space prepared with electric vehicle supply
            equipment or Make-Ready equipment pursuant to this
            section shall count as at least two parking spaces for the
            purpose of complying with a minimum parking space
            requirement. This subsection shall result in a reduction
            of no more than ten percent of the total required
            parking.

            [(Emphasis added).]

      Sackman contends, because the EV statute rounded up to the next full

parking space, it permitted them to include nine EV spaces in their plan.

However, the Borough posits Sackman's use of the nine EV credits

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impermissibly reduces the total parking required by more than ten percent, and

therefore violates N.J.S.A. 40:55D-66.20(f).

      Here, the plan includes forty-two residential units and therefore has a

"total required parking" number of eighty-four spaces.        N.J.S.A. 40:55D-

66.20(e). If Sackman builds sixty-eight traditional spaces and eight EV spaces,

for a total of seventy-six spaces (and eighty-four spaces by double counting the

eight EV spaces), then "total required parking" would be reduced by eight spaces

(from eighty-four to seventy-six), or 9.5 percent. Ibid. This would comply with

the statute because "total required parking" is reduced, but not by more than ten

percent. Ibid.

      This would also be the result if Sackman built seventy traditional and

seven EV spaces for a total of seventy-seven actual spaces (eighty-four spaces

by double counting EV spaces), seventy-two traditional and six EV spaces for a

total of seventy-eight spaces, seventy-four traditional and five EV spaces for a

total of seventy-nine spaces, and so on. However, if Sackman builds sixty-six

traditional and nine EV spaces, for a total of seventy-five spaces (eighty-four

spaces by double counting EV spaces), then "total required parking" is reduced

by 10.7%, which violates N.J.S.A. 40:55D-66.20(e).

      When submitting concept plans for a consistency determination with a

municipality's redevelopment plan, the prospective redeveloper must comply

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with all applicable sections of the MLUL. The EV statute does not provide any

instruction as to the approach reviewing municipalities or courts should take

when a rounding up of an EV credit would exceed the ten percent limitation.

Absent such language, prospective redevelopers must create concept plans that

avoid any conflict within the statute.

      Sackman's reliance on N.J.S.A. 40:55D-66.20(f) would cause conflict

with N.J.S.A. 40:55D-66.20(e), the more specific section. We do not find

Sackman, or any prospective redeveloper, should be permitted to benefit from

the provisions of a statute when doing so would clearly contradict another

relevant provision. Sackman may not round up to the next full parking space

when doing so would result in exceeding the ten percent credit maximum. As a

result, since the EV credit would be rounded up to nine, Sackman's concept plan

would not be consistent with the Redevelopment Plan. Therefore, the Borough

and trial court were correct in rejecting the concept plan as inconsistent.

      To the extent we have not addressed an argument raised by Sackman, it is

because its lacks sufficient merit to warrant discussion in a written opinion. R.

2:11-3(e)(1)(E).

      Affirmed.

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