Amendment 1-FY19 DERA RFA 2.20.2019.pdf

AGENCY: ENVIRONMENTAL PROTECTION AGENCY (EPA)

TITLE: Clean Diesel Funding Assistance Program FY 2019

ACTION: Request for Applications (RFA)

RFA NUMBER: EPA-OAR-OTAQ-19-01

CATALOG OF FEDERAL DOMESTIC ASSISTANCE (CFDA) NO: 66.039

IMPORTANT DATES

Thursday, December 20, 2018 RFA OPENS

Tuesday, March 26, 2019 RFA CLOSES – APPLICATIONS DUE

April-May 2019 ANTICIPATED NOTIFICATION OF SELECTION

June-October 2019 ANTICIPATED AWARD

The closing date and time of this announcement is Tuesday, March 26, 2019, at 11:59 p.m.

Eastern Time (ET). Application packages must be submitted electronically to EPA through

Grants.gov (www.grants.gov) no later than Tuesday, March 26, 2019, at 11:59 p.m. (ET) to be considered for funding.

SUMMARY: EPA’s Office of Transportation and Air Quality is soliciting applications nationwide for projects that achieve significant reductions in diesel emissions, particularly from fleets operating at or servicing goods movement facilities located in areas designated as having poor air quality. Further, priority for funding will be given to projects which result in outcomes that benefit affected communities, those that engage affected communities with respect to the design and performance of the project, and those which can demonstrate the ability to promote and continue efforts to reduce emissions after the project has ended.

Eligible diesel emissions reduction solutions include verified emissions control technologies such as engine retrofits, cleaner fuels, and engine upgrades, verified idle reduction technologies, verified aerodynamic technologies and low rolling resistance tires, certified engine replacements, and/or certified vehicle or equipment replacement.

Eligible diesel vehicles, engines and equipment may include buses, Class 5 – Class 8 heavy-duty highway vehicles, marine engines, locomotives and nonroad engines, equipment or vehicles used in construction, handling of cargo (including at a port or airport), agriculture, mining or energy production (including stationary generators and pumps).

Eligible entities include regional, state, or local agencies, tribal governments (or intertribal consortia) and native villages, or port authorities, which have jurisdiction over transportation or air quality, and nonprofit organizations or institutions that: a) represent or provide pollution reduction or educational services to diesel fleets or b) have, as their principal purpose, the promotion of transportation or air quality.

http://www.grants.gov/

Summary of What EPA Will Fund

• Verified Engine Retrofit Technologies: EPA will fund up to 100% of the cost

• Verified Engine Upgrades and Certified Remanufacture Systems: EPA will fund up to

40% of the cost

• Verified Cleaner Fuels and Additives: EPA will fund the cost differential between the eligible cleaner fuel and conventional diesel fuel if the cleaner fuel is used in combination, and on the same vehicles, with other eligible vehicle/engine technologies funded under this RFA.

• Verified Idle Reduction Technologies:

▪ Verified On-Highway Idle Reduction Technologies: EPA will fund up to 100% of the cost (labor and equipment) for verified idle reduction technologies if combined on the same vehicle with eligible verified engine retrofit technologies. EPA will fund up to 25% of the cost of stand-alone idle reduction technology installations.

▪ Verified Locomotive Idle Reduction Technologies: EPA will fund up to 40% of the cost

▪ Marine Shore Connection Systems: EPA will fund up to 25% of the cost

▪ Electrified Parking Spaces: EPA will fund up to 30% of the cost

• Verified Aerodynamic Technologies and Low Rolling Resistance Tires: EPA will fund up to 100% of the cost (labor and equipment) of verified aerodynamic technologies or verified low rolling resistance tires if the technology is combined on the same vehicle with a new eligible verified engine retrofit technology funded under this RFA.

• Certified Engine Replacement: EPA will fund: up to 40% of the cost of a diesel or alternative fueled engine (including hybrids) certified to EPA emission standards; up to 50% of the cost of an engine certified to meet CARB’s Optional Low-NOx Standards; up to 60% of the cost of a zero tailpipe emission power source.

• Certified Vehicle/Equipment Replacement: EPA will fund: up to 25% of the cost of a replacement vehicle or piece of equipment powered by a diesel or alternative fueled engine

(including hybrids) certified to EPA emission standards; up to 35% of the cost of a replacement vehicle or piece of equipment powered by an engine certified to meet CARB’s Optional Low-

NOx Standards; up to 45% of the cost of a replacement vehicle or piece of equipment powered by a zero tailpipe emission power source.

▪ Replacement of Drayage Trucks: EPA will fund up to 50% of the cost.

• Certified Clean Alternative Fuel Conversion: EPA will fund up to 40% of the cost.

NOTE: If you intend to name a contractor (including an individual consultant) or a subrecipient as a project partner or otherwise in your application, EPA recommends that you carefully review, and comply with, the directions contained in the “Contracts and Subawards” clause found under

Section IV.G., “Additional Provisions for Applicants Incorporated into the Solicitation.”

FUNDING / AWARDS

EPA anticipates awarding approximately $40 million in DERA funding under this announcement. Awards will be issued and managed through EPA’s Regional Offices. EPA anticipates awarding 2 to 8 cooperative agreements per EPA Region, subject to the availability of funds, the quality of applications received, and other applicable considerations.

TABLE OF CONTENTS

TITLE: Clean Diesel Funding Assistance Program FY 2019

I. FUNDING OPPORTUNITY DESCRIPTION

A. Background

B. Scope of Work

C. EPA Strategic Plan Linkage, Anticipated Outputs/Outcomes and Performance Measures

D. Statutory Authority

II. AWARD INFORMATION

A. What is the amount of funding available?

B. Partial Funding

C. How many agreements will EPA award in this competition?

D. What is the project period for awards resulting from this solicitation?

E. Funding Type

III. ELIGIBILITY INFORMATION

A. Eligible Entities

B. Mandatory and Voluntary Cost Share

C. Threshold Eligibility Criteria

D. Funding Restrictions

IV. APPLICATION AND SUBMISSION INFORMATION

A. Project Location for Application Submission

B. Requirement to Submit Through Grants.gov and Limited Exception Procedures

C. Grants.gov Application Submission Instructions (see Appendix A)

D. Content of Application Submission

E. Submission Date and Time

F. Information Sessions

G. Additional Provisions for Applicants Incorporated into the Solicitation

H. How to Fund Projects and Partnerships

V. APPLICATION REVIEW INFORMATION

A. Evaluation Criteria

B. Review and Selection Process

C. Other Factors

D. Additional Provisions for Applicants Incorporated Into the Solicitation

VI. AWARD ADMINISTRATION INFORMATION

A. Award Notices

B. Administrative and National Policy Requirements

C. Reporting Requirement

D. Disputes

E. Additional Provisions for Applicants Incorporated Into the Solicitation

VII. AGENCY CONTACTS

APPENDIX A – Grants.gov Application Submission Instructions

APPENDIX B – Project Narrative Instructions, Format, and Content

APPENDIX C – Quantifying Environmental Outcomes

APPENDIX D – Mandated Measures Justification

APPENDIX E – How to Fund Projects and Partnerships

APPENDIX F – Application Submission Checklist

I. FUNDING OPPORTUNITY DESCRIPTION

A. Background

Reducing emissions from diesel engines is one of the most important air quality challenges facing the country. Despite EPA’s diesel engine and fuel standards for new engines, the nearly ten million legacy diesel engines already in use continue to emit large amounts of NOx and

PM2.5, which contribute to serious public health problems, including asthma, lung cancer and various other cardiac and respiratory diseases. These problems result in thousands of premature deaths, millions of lost work days, and numerous other negative health impacts every year.

To protect public health and air quality by addressing these diesel emissions, the U.S.

Environmental Protection Agency (EPA) established the National Clean Diesel Campaign

(NCDC). NCDC promotes clean air strategies by working with manufacturers, fleet operators, air quality professionals, environmental and community organizations and state and local officials to reduce diesel emissions. NCDC supports EPA’s goal of furthering environmental justice by prioritizing emissions reductions in areas receiving disproportionate impacts from diesel fleets to provide an environment where all people enjoy the same degree of protection from environmental and health hazards.

The Diesel Emissions Reduction Act (DERA), codified at 42 U.S.C. 16131 et seq., authorizes

EPA to offer funding assistance to eligible entities on a competitive basis. Fiscal Year (FY) 2008 was the inaugural year of funding for the DERA program, and since then EPA has awarded funds for over 530 grant projects and 390 rebate projects to reduce diesel emissions nationwide.

Specific information on these funded projects can be found at: www.epa.gov/cleandiesel/clean-diesel-national-grants-awarded and www.epa.gov/cleandiesel/clean-diesel-rebates-issued-2012-

2017.

Through this Request for Applications (RFA), EPA is announcing a competitive funding opportunity for projects that achieve significant reductions in diesel emissions from mobile sources. The agency anticipates awarding approximately $40 million in DERA grant funding under this announcement to eligible entities. Awards will be issued and managed through EPA’s

Regional Offices. EPA anticipates awarding 2 to 8 cooperative agreements per EPA Region, subject to the availability of funds, the number and quality of applications received, and other applicable considerations.

B. Scope of Work

A single application may target multiple fleets, fleet types and/or diesel emissions reduction solutions.

1. Eligible Diesel Vehicles, Engines and Equipment: Projects may include, but are not limited to, diesel emissions reduction solutions from the following heavy-duty diesel emissions source types:

http://www.epa.gov/cleandiesel/clean-diesel-national-grants-awarded http://www.epa.gov/cleandiesel/clean-diesel-national-grants-awarded http://www.epa.gov/cleandiesel/clean-diesel-rebates-issued-2012-2017 http://www.epa.gov/cleandiesel/clean-diesel-rebates-issued-2012-2017

a. Buses1,2;

b. Medium-duty or heavy-duty trucks3;

c. Marine Engines;

d. Locomotives; and

e. Nonroad engines, equipment or vehicles used in:

1) Construction;

2) Handling of cargo;

3) Agriculture;

4) Mining; or

5) Energy production (including stationary generators and pumps).

Please see Section III.D. Funding Restrictions, for additional information on vehicle and engine eligibility.

Transport Refrigeration Units (TRUs) are eligible nonroad equipment. Please refer to the FY

2019 DERA TRU Factsheet available under Supporting Documents at www.epa.gov/cleandiesel/clean-diesel-national-grants#rfa for specific information on eligible TRU projects.

2. Eligible Diesel Emissions Reduction Solutions: Projects must include one or more of the following diesel emissions reduction solutions that utilize a certified engine configuration and/or a verified technology.

a. Diesel Engine Retrofit Technologies: Diesel engine retrofits are one of the most cost-effective solutions for reducing diesel engine emissions. Retrofits include pollution control devices installed in the exhaust system, such as diesel oxidation catalysts (DOCs) and diesel particulate filters (DPFs), or systems that include closed crankcase ventilation

(CCV) filtration systems. Older, heavy-duty diesel vehicles that will not be scrapped, retried or replaced for several years are good candidates for retrofits.

This funding can cover up to 100% of the cost (labor and equipment) for an eligible verified diesel engine retrofit technology. The eligible cost of retrofits includes the cost of modifications, attachments, accessories, or auxiliary apparatus necessary to make the

1 For the purposes of this RFA, buses include school buses of Type A, B, C and D. To be eligible as a school bus a vehicle should meet the definition of a school bus as defined by the National

Highway Transportation Safety Administration. This definition includes but is not limited to: 1)

A bus that is used for purposes that included carrying students to and from school or related events on a regular basis; 2) Be identified with the words “School Bus”; and 3) Be painted

National School Bus Glossy Yellow.

2 For the purposes of this RFA, buses include and medium and heavy-duty transit buses (see footnote 3, below).

3 For the purposes of this RFA, medium heavy-duty and heavy heavy-duty highway vehicles are defined as Class 5 through Class 8: Class 5 (16,001 -19,500 lbs GVWR); Class 6 (19,501 -

26,000 lbs GVWR); Class 7 (26,001 - 33,000 lbs GVWR); Class 8a (33,001 - 60,000 lbs

GVWR); Class 8b (60,001 lbs GVWR and over).

https://www.epa.gov/cleandiesel/clean-diesel-national-grants#rfa equipment functional, including related labor expenses. Examples of eligible retrofit costs include, but are not limited to: DPF cleaning machines, spare DPFs for maintenance rotation, replacement CCV filters, mechanic training, and filter cleaning contracts.

A list of eligible, EPA verified diesel engine retrofit technologies is available at:

www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel; a list of eligible, California Air Resources Board (CARB) verified diesel engine retrofit technologies is available at: www.arb.ca.gov/diesel/verdev/vt/cvt.htm. The types (e.g., DOC, DPF, etc.) of retrofits proposed for funding under this category must exist on one of these lists for the specific vehicle/engine application specified in the application at the time of application submission to EPA. If selected for funding, the actual engine retrofit technologies used by the grant recipient must be specifically named on EPA or CARB’s

Verified Technologies lists at the time of acquisition and used only for the vehicle/engine applications specified on the list, to be eligible for funding. EPA suggests that each applicant requesting diesel particulate filters consult with retrofit suppliers to confirm that the proposed vehicles/engines and their duty-cycles are good candidates for DPFs.

Please see Section III.D. Funding Restrictions, for additional information on the eligibility of verified diesel engine retrofit technologies.

b. Engine Upgrades and Remanufacture Systems: Generally, an engine upgrade involves the removal of parts on an engine during a rebuild and replacement with parts that cause the engine to represent an engine configuration which is cleaner than the original engine.

Some nonroad and marine engines can be upgraded to reduce their emissions by applying manufacturer upgrades that are diesel engine retrofits currently verified by EPA or CARB as a package of components demonstrated to achieve specific levels of emissions reductions. Some locomotives and marine engines can be upgraded through the application of a certified remanufacture system that is used to rebuild the engine to represent a cleaner engine configuration. Engine upgrades may not be available for all engines, and not all upgrades may achieve an emissions benefit. Applications for upgrades should include a discussion of the availability of engine upgrade kits/systems and indicate the pre- and post-project emission standard levels of the engines to demonstrate that the upgrade will result in a significant emissions benefit.

Funding can cover up to 40% of the cost (labor and equipment) of an eligible nonroad, locomotive or marine engine upgrade. To be eligible for funding, the upgrade must either be a verified retrofit as described above, or a certified remanufacture system that will result in a significant emissions benefit by rebuilding the engine to a cleaner engine configuration. For an engine to be eligible for an upgrade, the engine must be currently operating and performing its intended function. If a certified remanufacture system for a locomotive includes a full engine replacement, the funding restrictions in Section III.D.6

(Fleet Expansion) will apply. If a certified remanufacture system is applied at the time of rebuild, funds under this award cannot be used for the entire cost of the engine rebuild, but only for the cost of the certified remanufacture system and associated labor costs for installation.

http://www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm

A list of eligible, EPA verified engine upgrade technologies is available at:

www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel. Lists of certified remanufacture systems for locomotives and marine engines are available at:

www.epa.gov/compliance-and-fuel-economy-data/engine-certification-data, and additional information on remanufacture systems, are available at: www.epa.gov/vehicle-and-engine-certification/remanufacture-systems-category-1-and-2-marine-diesel-engines.

Engine upgrades proposed for funding under this category must exist on one of these lists for the specific vehicle/engine application specified in the application at the time of application submission to EPA. If selected for funding, the actual engine upgrades used by the grant recipient must be specifically named on EPA’s list of certified remanufacture systems or EPA or CARB’s Verified Technologies lists at the time of acquisition and used only for the vehicle/engine applications specified on the lists, to be eligible for funding.

eligibility of engine upgrades and remanufacture systems.

c. Cleaner Fuels and Additives: Eligible cleaner fuels and additives are limited to those verified by EPA and/or CARB to achieve emissions reductions when applied to an existing diesel engine. EPA will not fund stand-alone cleaner fuel/additive use. For new or expanded use, this funding can cover the cost differential between the cleaner fuel/additive and conventional diesel fuel if that cleaner fuel is used in combination, and on the same vehicle, with a new eligible verified engine retrofit or an eligible engine upgrade or an eligible certified engine replacement or an eligible certified vehicle/equipment replacement funded under this RFA, as described in this Section.

A list of eligible, EPA-verified cleaner fuels and additives is available at:

www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel; a list of eligible, CARB-verified cleaner fuels and additives is available at:

www.arb.ca.gov/diesel/verdev/vt/cvt.htm. The types of fuels and additives (e.g., biodiesel, cetane enhancers) proposed for funding under this category must exist on one of these lists for the specific vehicle/engine application specified in the application and used only for the vehicle/engine applications specified on the list to be eligible for eligibility of cleaner fuels and additives.

d. Idle Reduction Technologies: An idle reduction project is generally defined as the installation of a technology or device that reduces unnecessary idling of diesel vehicles or equipment and/or is designed to provide services (such as heat, air conditioning, and/or electricity) to vehicles and equipment that would otherwise require the operation of the main drive or auxiliary engine(s) while the vehicle is temporarily parked or remains stationary. The reduction in idling will conserve diesel fuel and must also lower emissions.

https://www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel http://www.epa.gov/compliance-and-fuel-economy-data/engine-certification-data http://www.epa.gov/vehicle-and-engine-certification/remanufacture-systems-category-1-and-2-marine-diesel-engines http://www.epa.gov/vehicle-and-engine-certification/remanufacture-systems-category-1-and-2-marine-diesel-engines http://www.epa.gov/verified-diesel-tech/verified-technologies-list-clean-diesel http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm

Lists of eligible, EPA verified idle reduction technologies are available at:

www.epa.gov/verified-diesel-tech/smartway-technology. The types of idle reduction technologies proposed for funding under this category must exist on this list for the vehicle/engine application specified in the application at the time of application submission to EPA. The technology categories include: Auxiliary power units and generator sets, battery air conditioning systems, thermal storage systems, electrified parking spaces (truck stop electrification), fuel operated heaters, shore connection systems and alternative maritime power, shore connection systems for locomotives, and automatic shutdown/start-up systems for locomotives. The actual idle reduction technologies used must be specifically named on EPA’s SmartWay Verified

Technologies list at the time of acquisition and used only for the vehicle/engine applications specified on the list, to be eligible for funding.

1) Locomotive Idle Reduction Technologies: Funding can cover up to 40% of the cost

(labor and equipment) of eligible verified idle reduction technologies for locomotives.

2) Electrified Parking Spaces: Electrified Parking Spaces (EPS), also known as Truck

Stop Electrification (TSE), operates independent of the truck’s engine and allows the truck engine to be turned off as the EPS system supplies heating, cooling, and/or electrical power. The EPS system provides off-board electrical power to operate either:

• an independent heating, cooling, and electrical power system, or

• a truck-integrated heating and cooling system, or

• a plug-in refrigeration system that would otherwise be powered by an engine.

Funding can cover up to 30% of the cost (labor and equipment) of eligible electrified parking space technologies, including the cost of modifications, attachments, accessories, or auxiliary apparatus necessary to make the equipment functional.

Examples of eligible EPS costs include, but are not limited to, the purchase and installation of electrical infrastructure or equipment to enable heating, cooling, and the use of cab power for parked trucks, or to enable the use of power for transport refrigeration units (TRUs) and auxiliary power systems at distribution centers, intermodal facilities, and other places where trucks congregate. Examples of ineligible costs for EPS include but are not limited to: on-board auxiliary power units and other equipment installed on trucks; equipment and services unrelated to heating and cooling (e.g., telephone, internet, television, etc.); TRUs; electricity costs; and operation and maintenance costs.

3) Marine Shore Power Connection Systems: Shore power systems allow maritime vessels to “plug into” an electrical power source instead of using diesel main or auxiliary engines while at port. This funding can cover up to 25% of the cost (labor and equipment) of eligible marine shore power connection systems, including the cost of modifications, attachments, accessories, or auxiliary apparatus necessary to make the equipment functional. Examples of eligible marine shore power connection costs include but are not limited to various components such as cables, cable management http://www.epa.gov/verified-diesel-tech/smartway-technology systems, shore power coupler systems, distribution control systems, transformers, grounding switches, service breakers, capacitor banks, and power distribution.

Funding may support new installations, or expansions of existing shore power systems. Examples of ineligible costs for marine shore power connection systems include, but are not limited to, shipside modifications to accept shore-based electrical power, electricity costs, and operation and maintenance costs. Due to the unique nature and custom design of marine shore power connection systems, EPA will review and approve the marine shore power connection system proposed by the applicant on a case-by-case basis.

a) Marine Shore Power Criteria: Projects are eligible for funding on the condition that the following criteria are satisfied:

i. Applicants must attest to compliance with international shore power design standards (ISO/IEC/IEEE 80005-1:2012 High Voltage Shore Connection

Systems or the IEC/PAS 80005-3:2014 Low Voltage Shore Connection

Systems).

ii. Shore power connection systems must be supplied with electricity from the local utility grid.

iii. Demonstration that the proposed system has the capacity, demand, and commitment to be utilized for more than 1,000 MW-hours per year. Smaller projects will be considered if the applicant can demonstrate cost/benefits.

iv. If the project application is selected for funding, the final design of the marine shore power connection system will require specific EPA approval prior to purchase and installation.

v. Applicants must commit to reporting usage information to EPA for five years after the system is operational.

vi. Shore power capable vessels docked at a berth where shore power is available must be required to turn off the vessel’s engines and utilize the shore power system, with limited exceptions for extreme circumstances.

b) Marine Shore Power Project Description: Applicants proposing marine shore power connection systems should provide a project description that includes, but is not limited to:

i. the annual number of ship visits to berth where the shore power system is to be installed;

ii. average hoteling (or idling) time per visit; and

iii. information about the fleet of vessels that has, or will have, the ability to use the shore-side connection system, including:

• the estimated annual number of ship visits to the shore power enabled berth that will utilize the shore power system;

• estimated annual hoteling hours using shore power system;

• fuel type and average sulfur content of fuel used in the auxiliary engines for each vessel;

• auxiliary engine and boiler information for each vessel;

• estimated annual hoteling load requirements (MW-hours);

iv. any documented commitment of visits and hours by the fleet of vessels that has, or will have, the ability to use the shore-side connection system; and

v. estimated emissions reductions based on the methodology in Appendix C.

4) Highway Idle Reduction Technologies: Funding can cover up to 100% of the cost

(labor and equipment) for verified idle reduction technologies installed on long haul

Class 8 trucks and school buses, if combined on the same vehicle with the new installation of one or more of the Verified Engine Retrofit Technologies funded under this RFA, as described in this Section. Funding can cover up to 100% of the cost (labor and equipment) for verified idle reduction technologies installed on long haul Class 8 trucks and school buses with model year 2006 or older engines that have been previously retrofitted with a verified emission control device. Funding can cover up to 25% of the cost

(labor and equipment) of stand-alone installations of eligible, verified idle reduction technologies on long-haul trucks and school buses.

Please see Section III.D. Funding Restrictions, for additional information the eligibility of idle reduction technologies.

e. Aerodynamic Technologies and Verified Low Rolling Resistance Tires: To improve fuel efficiency, long haul Class 8 trucks can be retrofitted with aerodynamic trailer fairings or the fairings can be provided as new equipment options. Certain tire models can provide a reduction in NOx emissions and fuel savings, relative to the “standard” new tires for long haul Class 8 trucks, when used on all axles.

A list of eligible, EPA verified aerodynamic technologies is available at:

www.epa.gov/verified-diesel-tech/smartway-verified-list-aerodynamic-devices, and includes:

1) gap fairings that reduce the gap between the tractor and the trailer to reduce turbulence;

2) trailer side skirts that minimize wind under the trailer; and

3) trailer rear fairings that reduce turbulence and pressure drop at the rear of the trailer.

A list of EPA verified low rolling resistance tires is available at: www.epa.gov/verified-diesel-tech/smartway-verified-list-low-rolling-resistance-lrr-new-and-retread-tire, and includes both dual tires and single wide tires (single wide tires replace the double tire on each end of a drive or trailer axle, in effect turning an "18" wheeler into a "10" wheeler).

Low rolling resistance tires can be used with lower-weight aluminum wheels to further improve fuel savings, however aluminum wheels are not eligible for funding under this

RFA.

The actual technologies/tires used by the grant recipient must be specifically named on

EPA’s SmartWay Verified Technologies list at the time of acquisition and used only for the vehicle/engine applications specified on the list, in order to be eligible for funding.

EPA will not fund stand-alone aerodynamic technologies or low rolling resistance tires.

Funding can cover up to 100% of the cost (labor and equipment) for verified aerodynamic technologies or verified low rolling resistance tires installed on long haul http://www.epa.gov/verified-diesel-tech/smartway-verified-list-aerodynamic-devices http://www.epa.gov/verified-diesel-tech/smartway-verified-list-low-rolling-resistance-lrr-new-and-retread-tire http://www.epa.gov/verified-diesel-tech/smartway-verified-list-low-rolling-resistance-lrr-new-and-retread-tire

Class 8 trucks, if combined on the same vehicle with the new installation of one or more of the Verified Engine Retrofit Technologies funded under this RFA, as described in this

Section.

Note: Low rolling resistance tires are not eligible for funding where these types of tires have already been installed on the truck.

Please see Section III.D. Funding Restrictions, for additional information the eligibility of aerodynamics and tires.

f. Engine Replacement: Engine Replacement includes, but is not limited to, diesel engine replacement with an engine certified for use with diesel or a clean alternative fuel, diesel engine replacement with a zero tailpipe emissions power source (grid, battery or fuel cell4), and/or diesel engine replacement with an electric generator(s) (genset). Zero tailpipe emissions engine replacements do not require EPA or CARB certification.

The eligible cost of engine replacement includes the cost of modifications, attachments, accessories, or auxiliary apparatus necessary to make the equipment functional, including related labor expenses. Charges for equipment and parts on engine replacement projects are only eligible for funding if they are included in the certified engine configuration and/or are required to ensure the effective installation and functioning of the new technology but are not part of typical vehicle or equipment maintenance or repair.

Examples of ineligible engine replacement costs include, but are not limited to: tires, cabs, axles, paint, brakes, and mufflers. For engine replacement with battery, fuel cell, and grid electric, examples of eligible engine replacement costs include, but are not limited to: electric motors, electric inverters, battery assembly, direct drive transmission/gearbox, regenerative braking system, vehicle control/central processing unit, vehicle instrument cluster, hydrogen storage tank, hydrogen management system, fuel cell stack assembly, and the purchase and installation of electrical infrastructure or equipment to enable the use of power. Examples of ineligible costs include, but are not limited to, electricity, and operation and maintenance costs.

1) Locomotive, Marine, and Nonroad Diesel Vehicles and Equipment:

a) Funding can cover up to 40% of the cost (labor and equipment) of replacing a diesel engine with a 2019 model year or newer engine certified to EPA emission standards. Previous engine model year engines may be used if the engine is certified to the same emission standards applicable to the engine in EMY 2019.

Nonroad, locomotive, and marine engine emission standards are on EPA’s website at: www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles.

b) Funding can cover up to 60% of the cost (labor and equipment) of replacing a diesel engine with a zero tailpipe emissions power source.

4 Hydrogen fuel cells are only eligible for engine replacements for eligible urban transit buses, shuttle buses, and drayage trucks, as defined in this RFA.

http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles

2) Highway Diesel Vehicles:

a) Funding can cover up to 40% of the cost (labor and equipment) of replacing a diesel engine with a 2016 model year or newer engine certified to EPA emission standards. Highway engine emission standards are on EPA’s website at:

www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles.

b) Funding can cover up to 50% of the cost (labor and equipment) of replacing a diesel engine with a 2016 model year or newer engine that is certified to CARB’s

Optional Low-NOx Standards of 0.1 g/bhp-hr, 0.05 g/bhp-hr, or 0.02 g/bhp-hr

NOx. Engines certified to CARB’s Optional Low NOx Standards may be found by searching CARB’s Executive Orders for Heavy-duty Engines and Vehicles, found at: www.arb.ca.gov/msprog/onroad/cert/cert.php.

c) Funding can cover up to 60% of the cost (labor and equipment) of replacing a diesel engine with a zero tailpipe emissions power source.

eligibility of engine replacements.

g. Vehicle and Equipment Replacements: Nonroad and highway diesel vehicles and equipment, locomotives, and marine vessels can be replaced under this program with newer, cleaner vehicles and equipment that operate on diesel or alternative fuels and use engines certified by EPA and, if applicable, CARB to meet a more stringent set of engine emission standards. Replacement includes, but is not limited to, diesel vehicle/equipment replacement with newer, cleaner diesel, zero tailpipe emission (grid, battery or fuel cell5), hybrid or alternative fuel vehicles/equipment. Zero tailpipe emissions vehicles and equipment do not require EPA or CARB certification.

The eligible cost of a vehicle/equipment replacement includes the cost of modifications, attachments, accessories, or auxiliary apparatus necessary to make the equipment functional. The cost of additional “optional” components or “add-ons” that significantly increase the cost of the vehicle may not be eligible for funding under the grant; the replacement vehicle should resemble the replaced vehicle in form and function. For grid electric powered equipment replacements, examples of eligible replacement costs include, but are not limited to, the purchase and installation of electrical infrastructure or equipment to enable the use of power. Examples of ineligible costs include, but are not limited to, electricity, and operation and maintenance costs.

1) Locomotives, Marine Vessels and Nonroad Diesel Vehicles and Equipment:

a) Funding can cover up to 25% of the cost of a replacement locomotive, marine vessel, or nonroad vehicle or piece of equipment powered by a 2019 model year or newer engine certified to EPA emission standards. Previous engine model year engines may be used if the engine is certified to the same emission standards

5 Hydrogen fuel cell vehicles and equipment are only eligible as replacements for eligible transit buses, shuttle buses, drayage trucks, terminal tractors/yard hostlers, stationary generators and forklifts, as defined in this RFA.

http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles http://www.arb.ca.gov/msprog/onroad/cert/cert.php applicable to EMY 2019. Nonroad, locomotive and marine engine emission standards are on EPA’s website at: www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles.

b) Funding can cover up to 45% of the cost of a new, zero tailpipe emissions locomotive, marine vessel, or nonroad vehicle or piece of equipment.

2) Highway Diesel Vehicles and Buses (other than Drayage):

a) Funding can cover up to 25% of the cost of a replacement vehicle powered by a

2016 model year or newer engine certified to EPA emission standards. Highway engine emission standards are on EPA’s website at: www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles.

b) Funding can cover up to 35% of the cost of a replacement vehicle powered by a

2016 model year or newer engine certified to meet CARB’s Optional Low-NOx

Standards of 0.1 g/bhp-hr, 0.05 g/bhp-hr, or 0.02 g/bhp-hr NOx. Engines certified to CARB’s Optional Low NOx Standards may be found by searching CARB’s

Executive Orders for Heavy-duty Engines and Vehicles, found at:

www.arb.ca.gov/msprog/onroad/cert/cert.php.

c) Funding can cover up to 45% of the cost of a new, zero tailpipe emissions replacement vehicle.

3) Drayage Vehicles: Funding can cover up to 50% of the cost of a replacement drayage truck powered by a 2013 model year or newer certified engine.

a) Definition of Drayage Truck: A “Drayage Truck” means any Class 8 (GVWR greater than 33,000) highway vehicle operating on or transgressing through port or intermodal rail yard property for the purpose of loading, unloading or transporting cargo, such as containerized, bulk or break-bulk goods.

b) Drayage Operating Guidelines: If an application for the replacement of drayage trucks is selected for funding, the grant recipient will be required to establish guidelines to ensure that any existing truck replaced with grant funds has a history of operating on a frequent basis over the prior year as a drayage truck, and to ensure any new truck purchased with grant funds is operated in a manner consistent with the definition of a drayage truck, as defined above. For an example of sample guidelines, see www.epa.gov/cleandiesel/clean-diesel-national-grants#rfa.

c) Required/Scheduled Maintenance: EPA will fund the required/scheduled vehicle maintenance, as specified in the owner’s manual, which is necessary to meet the warranty requirements for diesel particulate filters installed on drayage trucks.

Funding for required maintenance is available for the duration of the project period.

eligibility of vehicle and equipment replacements.

h. Clean Alternative Fuel Conversions: Conventional, original equipment manufacturer

(OEM) highway diesel vehicles and engines that are altered to operate on alternative http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-nonroad-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles http://www.epa.gov/emission-standards-reference-guide/epa-emission-standards-heavy-duty-highway-engines-and-vehicles http://www.arb.ca.gov/msprog/onroad/cert/cert.php fuels such as propane or natural gas are classified as aftermarket clean alternative fuel conversions. Clean alternative fuel conversions are accomplished by applying a certified or compliant alternative fuel conversion “kit” to an existing highway diesel engine.

Funding can cover up to 40% of the cost (labor and equipment) of an eligible certified or compliant clean alternative fuel conversion. Eligible conversions are limited to those systems that have been certified by EPA and/or CARB, and those systems that have been approved by EPA for Intermediate-Age engines. EPA’s lists of “Certified Conversion

Systems for New Vehicles and Engines” and “Conversion Systems for Intermediate-Age

Vehicles and Engines” are available at www.epa.gov/vehicle-and-engine-certification/lists-epa-compliant-alternative-fuel-conversion-systems; CARB’s list of

“Approved Alternate Fuel Retrofit Systems” are available at:

www.arb.ca.gov/msprog/aftermkt/altfuel/altfuel.htm.

To be eligible for funding, conversion systems for engine model years 1995-2006 must achieve at least a 30% NOx reduction and a 10% PM reduction from the applicable certified emission standards of the original engine. To be eligible for funding, conversion systems for engine model years 2007 and newer must achieve at least a 20% NOx reduction with no increase in PM from the applicable certified emission standards of the original engine. Applications for clean alternative fuel conversions should include a discussion of the availability of conversion systems and indicate the pre- and post-project emission standard levels of the engines to demonstrate that the conversions result in the required emissions benefit.

Most states require the use of EPA approved systems. Vehicles operating in California, and other States that require CARB approved aftermarket systems, must follow conversion rules issued by CARB. Compliance with applicable state law is the sole responsibility of the fleet owner.

eligibility of clean alternative fuel conversions.

3. DERA Programmatic Priorities: The principal objective of the assistance to be awarded under this program is to achieve significant reductions in diesel emissions in terms of tons of pollution produced and reductions in diesel emissions exposure from vehicles, engines and equipment operating at or servicing goods movement facilities located in areas designated as having poor air quality. Further, priority for funding may be given to projects which address the needs and concerns of affected communities, those that engage affected communities with respect to the design and performance of the project, and those which can demonstrate the ability to promote and continue efforts to reduce emissions after the project has ended.

All applications will be evaluated to determine the extent and quality to which they meet the

DERA programmatic priorities through the specific evaluation criteria described below and in Section V.A.

http://www.epa.gov/vehicle-and-engine-certification/lists-epa-compliant-alternative-fuel-conversion-systems http://www.epa.gov/vehicle-and-engine-certification/lists-epa-compliant-alternative-fuel-conversion-systems http://www.arb.ca.gov/msprog/aftermkt/altfuel/altfuel.htm

a. Priority Location – Areas of Poor Air Quality: Under Section V.A, Criterion #2.A and

B, priority will be given to projects that are located in areas of poor air quality and that have the highest emissions from diesel engines.

The term “project location” as used in this RFA refers to the primary area where the affected vehicles/engines operate, or the primary area where the emissions benefits of the project will be realized. If a single application includes vehicles operating in more than one area the workplan should indicate where each vehicle operates and the amount (%) of time spent in each area.

A list of priority areas that will receive points under Section V.A, Criterion #2.A and B of this RFA can be found at: www.epa.gov/cleandiesel/clean-diesel-national-grants#rfa.

Vehicles or equipment proposed for funding under this RFA must be operated a majority of the time in one of the priority counties listed in order to receive points under Section

V.A, Criterion #2.A and B of this RFA. These counties were identified as priority locations for the DERA program because they are:

1) Designated, as of the release date of this RFA, as Nonattainment Areas or

Maintenance Areas for the following National Ambient Air Quality Standards. Data is sourced from EPA’s Green Book of Nonattainment Areas for Criteria Pollutants.

(https://www.epa.gov/green-book).

a) PM2.5 1997 Standard (Annual: 15 µg/m3, 24-hour: 65 µg/m3)

b) PM2.5 2006 Standard (Annual: 15 µg/m3, 24-hour: 35 µg/m3)

c) PM2.5 2012 Standard (Annual: 12 µg/m3, 24-hour: 35 µg/m3)

d) Ozone (O3) 2008 Standard (8-hour: 0.075ppm)

e) Ozone (O3) 2015 Standard (8-hour: 0.070ppm)

2) Where all or part of the population is exposed to more than 2.0 μg/m3 of diesel particulate matter emissions. Data is sourced from the 2011 National-Scale Air

Toxics Assessment (www.epa.gov/national-air-toxics-assessment/2011-national-air-toxics-assessment).

b. Priority Location – Goods Movement Facilities: Under Section V.A, Criterion #2.C, priority will be given to projects based on whether the vehicles/engines/equipment targeted for diesel emissions reductions are located at, or service, goods movement facilities such as:

1) ports and airports (e.g. places alongside navigable water with facilities for the loading and unloading of passengers and/or cargo from ships, ferries, and other vessels;

places from which aircraft operate that have paved runways and terminals which include cargo, baggage and/or passenger-movement operations; places where foreign goods are inspected by customs officers and allowed to pass into and out of a country)

2) rail yards (e.g. places at which trains originate or terminate, or at which they are distributed or combined) https://www.epa.gov/cleandiesel/clean-diesel-national-grants#rfa https://www.epa.gov/green-book http://www.epa.gov/national-air-toxics-assessment/2011-national-air-toxics-assessment http://www.epa.gov/national-air-toxics-assessment/2011-national-air-toxics-assessment

3) terminals (e.g. freight and passenger stations at the end of carrier lines, or that serve as junctions at any point with other lines, that have facilities for the handling of freight and/or passengers)

4) distribution centers (e.g. facilities that perform consolidation, warehousing, packaging, decomposition and other functions linked with handling freight, often in proximity to major transport routes or terminals, and which generate large amounts of truck traffic)

c. Benefits to the Community: Under Section V.A, Criteria #3, priority will be given to projects which will address the needs and concerns of affected communities, especially any communities or populations that have faced or are facing environmental justice concerns. The term “affected communities,” as defined by the program, are communities, populations, groups, and other interested parties that are, or have been, affected by the environmental and/or other issues that the project is intended to address. The term

“environmental justice concerns,” as used in this solicitation, generally relates to issues that have resulted in some minority, low-income, tribal and indigenous communities and/or populations being more adversely, disproportionately and/or historically impacted by environmental issues and problems than other communities because of geography, poverty, income levels and similar types of factors.

The extent that a project will maximize public health benefits depends on both the population, community or group that will experience improvements in air quality due to the project, and the amount of emissions reductions that will take place. Applications should therefore describe both the population, community or group that will be affected by the project and how they will directly benefit from emissions reductions that will result from the project. Applications that can demonstrate how they will directly benefit communities with environmental justice concerns may be evaluated more favorably than others that do not.

Note: Factors potentially indicating disproportionate impacts to communities with environmental justice concerns include, but are not limited to: differential proximity and exposure to environmental hazards; greater susceptibility to adverse effects from environmental hazards (due to genetic predisposition, age, chronic medical conditions, lack of health care access, or poor nutrition); unique environmental exposures because of practices linked to cultural background or socioeconomic status (e.g., subsistence fishing or farming); cumulative effects from multiple stressors; reduced ability to effectively participate in decision-making processes (due to language barriers, inability to access traditional communication channels, or limited capacity to access technical and legal resources); and degraded physical infrastructure, such as poor housing, poorly maintained public buildings (e.g., schools), or lack of access to transportation.

d. Community Engagement and Partnerships: Under Section V.A, Criteria #4, priority will be given to projects which engage affected communities with respect to the design and performance of the project and which obtain support from project partners to more effectively perform the project. The term “affected communities” as defined by the program are communities, populations, groups, and other interested parties that are, or have been, affected by the environmental and/or other issues that the project is intended to address. Applicants will be evaluated based on the extent and quality of the applicant’s efforts and plans for incorporating input from affected communities throughout the design and performance of the project, and/or whether their design of the proposed project involved and incorporated input from affected communities. Community engagement and partnership efforts should include various organizations representing a broad spectrum of the community; examples include local residents, grassroots, neighborhood, school, faith-based, city council, business, local government, and other organizations. Applications that can demonstrate recent involvement of project partners and community members working together on projects may be evaluated more favorably than others. Applications with letters of commitment that demonstrate strong, long-term involvement throughout the project from a variety of project partners may also be evaluated more favorably than others.

e. Project Sustainability: Under Section V.A, Criteria #5, priority will be given to projects which can demonstrate the ability of the applicant and project partners to promote and continue efforts to reduce emissions after EPA funding for this…