REQUEST FOR PROPOSALS

Charging the Atlanta Region:

A Transportation System Electrification Plan That Works for Everyone

The Atlanta Regional Commission (ARC) is seeking proposals from firms or teams of firms experienced in the installation and operation of electric vehicle (EV) charging infrastructure.

The scope of work to be undertaken is defined by a federal competitive funding award from the USDOT Federal Highway Administration (FHWA) under the Charging and Fueling Infrastructure (CFI) program. Interested firms are invited to submit a proposal that addresses the requirements defined in this RFP. The deadline for applications is 4:00 PM EST on Friday, June 27, 2025.

Overview

ARC was awarded $6,120,067 under the CFI program to install a minimum of 75 Level 2 electric vehicle charging stations, each with a minimum of four charging ports, around the 19-county Atlanta region. The work is to be undertaken in partnership with a private sector firm with experience in the EV charging industry. The EV charging partner (EVCP) must provide a minimum 20% match (minimum of $1,530,017) of non-federal funds in order to utilize the federal CFI funds. All site location, permitting, design, utility construction, equipment installation and testing/validation work must be completed no later than March 31, 2029.

Additional details on the project’s objectives, work scope, and technical requirements are provided in Exhibit A of this document.

Funding Availability Disclosure

ARC’s funding agreement with FHWA divides the work scope into two phases. The first phase, officially obligated in the amount of $200,000 (federal), is for work that concludes with selection of charging equipment sites and the clearance of those sites (or, minimally, a substantial number of sites) through the environmental review process as defined under the National Environmental Policy Act (NEPA). Phase 2, to be funded with the remaining $5,920,067 of federal funds, will involve the purchase and installation of equipment at the chosen sites. Obligation of those funds is contingent upon the successful completion of the first phase of work and the availability of federal funding as explained below.

At the time of this RFP’s release, USDOT is conducting internal review of all competitive funding programs (including CFI) to determine alignment with recent shifts in federal policies. All projects awarded since 2021 that have not yet been fully obligated, including this one, are subject to this review process. The outcome of the review may result in significant changes to the project work scope, up to and including cancelation of all remaining unobligated phases.

Accordingly, respondents to this RFP must be aware that the second phase of work is contingent on the outcomes of the USDOT review. No timeline has been provided by USDOT for completion of the review and notification of their findings and recommendations to awardees.

ARC reserves the right to not authorize Phase 2 of this project if federal CFI funding support is withdrawn. Under such a scenario, ARC may consider other funding options to advance the project into Phase 2, but is unable to make such a commitment at this time. By submitting an application, a respondent is acknowledging this possibility and forfeits all rights to claim reimbursement above and beyond the initial obligated amount of $200,000 if the contract is terminated after Phase 1.

Content and Organization of Proposal

Proposals must include the following to be considered responsive:

1. Name of lead EVCP firm and any subcontractors.

2. Point of contact (name, title, phone number, mailing address, and email address) of lead firm.

3. History and experience of the lead EVCP firm and subcontractors in the type of work required, including website links and client references as appropriate.

4. Listing of key project personnel and their qualifications (both EVCP lead firm and subcontractors, as applicable).

5. Geographic location of the EVCP’s office directing the work.

6. Overview of proposed technology.

7. Narrative responses to each item contained in Exhibit A, Sections III.

8. Demonstration of the ability to meet or exceed the timeline outlined in Exhibit A, Section IV.

9. A proposed project budget utilizing the template formats contained in Exhibits B-1 and

B-2.

10. A DBE Utilization Plan in the template format contained in Exhibit C.

11. Completed Contract Forms contained in Exhibit D.

Submittals must be organized in the following manner and not exceed the page limitations defined for each section, as outlined in the table on the following page:

Section Maximum Number of Pages Cover Letter (optional) 1 page

Team Composition and Organization 3 pages Identify key EVCP staff and the role each will perform on the project. If applicable, provide an overview of the roles/responsibilities of subcontractors and how the overall team is structured. Discuss the EVCP’s long-term business plan to remain financially solvent for the duration of this project.

Team Experience 5 pages This limit is inclusive of the EVCP and any subcontractors.

Key Personnel 3 pages Provide brief summaries of key staff familiar with technology development, project management, construction & installation, and other core competencies required for a successful outcome.

Detailed resumes of up to five individuals identified in the summary may also be provided within this section and these are not subject to a page limitation.

Overview of Proposed Technology 5 pages Provide evidence that the proposed technology has been implemented and proven viable in locations comparable to those found within the Atlanta Region. May include photos, renderings, typical site plans, technical specifications, promotional brochure content, or similar information.

Responses to EV Charging Infrastructure Requirements

20 pages Address, in the same order, the topics presented in Exhibit A, Section III.

Schedule 2 pages Respond to proposed schedule for both phases as defined in Exhibit A, Section IV.

Budget N/A Use templates provided in Exhibit B.

Required Forms N/A See Exhibits C and D.

Pages may be printed on one side or both sides at the discretion of the applicant, but a page printed on both sides will count as two pages towards the relevant limitation. Covers and section dividers are will not count against defined page limitations. Font size shall be a minimum of 11 point in all cases, with all narrative and substantive graphic content not to extend beyond standard one-inch margins on all pages (headers, footers, page number and decorative graphics may be within the margin areas). All pages containing narrative and tabular data must be 8.5 x 11 inches in size. If a team organizational chart is provided, it may be presented on an 11 x 17 page.

Evaluation Criteria

The review of written proposals will utilize a scoring system with a scale of 0 to 100 points. The percentage breakdown of available points by each of four primary evaluation criteria will be:

1. Relevant firm experience (20%)

2. Key personnel experience (20%)

3. Narrative responses addressing the ability to meet or exceed each of the defined EV charging infrastructure requirements contained in Exhibit A, Section III (40%).

a. Relevant Federal Standards (maximum of 8 points)

b. Number of Chargers (maximum of 8 points)

c. Location of Chargers (maximum of 8 points)

d. Cost to Consumers (maximum of 8 points)

e. Reporting Requirements (maximum of 4 points)

f. Design Standards and Amenities (maximum of 2 points)

g. Types of Vehicles to be Served (maximum of 2 points)

4. Narrative response addressing the ability to meet or exceed the schedule milestone deadlines contained in Exhibit A, Section IV (20%)

DBE Participation

It is the policy of ARC that Disadvantaged Business Enterprises (DBEs) (49 CFR Part 26) have the maximum opportunity to participate, either as contractors or as subcontractors, in the performance of Commission contracts to the extent practical and consistent with the efficient performance of the contract. ARC’s current DBE goal is 16.7%. Information regarding ARC’s DBE Program can be found at https://atlantaregional.org/about-us/business-opportunities.

Process for Submitting Proposals

An online pre-bid conference will be conducted from 2:00 PM to 3:00 PM ESTon Monday, June 2, 2025 for prospective bidders to learn more about ARC’s expectations for the project and to request basic clarifications related to the proposal submittal and evaluation process (register at https://atlantaregional.org/about-arc/procurements). Note that additional technical https://atlantaregional.org/about-us/business-opportunities https://atlantaregional.org/about-arc/procurements information should not be required to respond to this RFP and attendance at the pre-bid conference is not mandatory. To ensure uniformity in the information made available to prospective applicants, all questions of a more complex or technical nature must be formally submitted in writing to David Haynes (dhaynes@atlantaregional.org) no later than 4:00 PM EST on Wednesday, June 4, 2025. Please use the subject title of “CFI RFP Question”. A summary of all questions received, and official responses to those questions, will be posted on the ARC website on Friday, June 6, 2025. Questions will be presented anonymously.

ARC must receive your proposal in digital format, either in Microsoft Word or PDF format, in this Dropbox folder (https://www.dropbox.com/request/kZdNhQATLDXKhZpEwLqV) no later than 4:00 PM EST on Friday, June 27, 2025. The entire proposal must be contained in a single file.

Timeline for Evaluation and Selection Process

Following evaluation of the proposals, ARC will determine if interviews are necessary to make a final selection. If so, short-listed firms will be notified by Friday, July 11 and invited to participate in an interview process with an evaluation committee, to be scheduled the week of July 21-25, 2025 (tentative; specific dates and times will be confirmed individually with each firm). It is expected that a preferred EVCP will be determined and notified no later than Friday, July 25, 2025.

Information on the format of the interviews will be provided at that time and may be either in-person or virtual, based on the convenience of staff from the review team and applicants. ARC reserves the right to award this contract based on initial proposals received without formal interviews and to award all or part of this project to one or more firms.

Final execution of a contract between ARC and EVCP will constitute the Notice to Proceed (NTP). Note that the project schedule defined in Section IV identifies work initiating on or around September 1, 2025. All parties are expected to collaborate on establishing an aggressive schedule for contract execution so that work may begin as soon as possible.

https://www.dropbox.com/request/kZdNhQATLDXKhZpEwLqV

EXHIBIT A

SCOPE OF SERVICES

I. General:

The work to be accomplished by the Electric Vehicle Charging Partner (EVCP) is in support of the following ARC work program component:

Cost Center 506ECF Charging and Fueling Infrastructure Grant

II. Purpose, Background, and Objectives

II.1 - DEFINITION OF PROJECT AREA

The EVCP shall install and maintain infrastructure under this contract within the Atlanta Metropolitan Transportation Planning Area. This area includes all or parts of the following nineteen counties: Barrow, Cherokee, Carroll, Clayton, Cobb, Coweta, Dawson, DeKalb, Douglas, Fayette, Forsyth, Fulton, Gwinnett, Henry, Newton, Paulding, Rockdale, Spalding, and Walton.

II.2 - INTENT AND PURPOSE OF PROJECT

This project will leverage federal funds with private sector investments to expand the number of EV charging stations at everyday destinations throughout the region. A successful federal funding application was developed on behalf of ARC’s 19 counties and 100+ incorporated municipalities to support the region’s collective efforts to prepare for a future where electric vehicles eventually replace most internal combustion engine (ICE) powered vehicles on the road today.

ARC recognizes that this grant will not address every need presented by the clean energy vehicle market. Over the next several years, an “all of the above” approach will be required to make clean fuel infrastructure as ubiquitous as gas stations are today. The electric vehicle market will reach its full potential only when consumers feel comfortable that charging up their battery is as simple as filling the gas tank of an internal combustion engine (ICE) vehicle and/or offers a significant cost savings. Several local, county and state government agencies are using their own resources and/or pursuing other grants to provide additional EV charging infrastructure around the region that this grant won’t be able to address.

Most of the typical person’s driving mileage is logged within a relatively small geography concentrated around the community where they live, work, shop and recreate. Since there are significant periods of time when the car is idle and not in active use, the CFI project’s goal is to provide additional opportunities to receive incremental amounts of charge throughout the day as people go about their daily activities. When a vehicle is parked for an hour or two at various destinations over the course of a day, Level 2 charging (see Section III.1 for definition) is a sensible and cost-effective option. While an hour is not enough time for a Level 2 station to fully charge a vehicle’s battery, it can provide the “boost” that provides enough range for the driver to delay visiting a fast-charge site or enables them to return home and charge there instead.

The CFI project is part of ARC’s commitment to investing in transportation infrastructure in a way that offers greater economic opportunities and improved access to good jobs and essential services for all of the region’s residents. Owning and operating a vehicle is a major financial burden for many people, with electric vehicles often being out of reach due to higher purchase prices than comparable ICE vehicles. However, more affordable models and a growing used vehicle marketplace are making EVs more cost-competitive every day. The true cost savings, however, continue to be realized with long-term operating expenses since, on a per-mile-traveled basis, electricity is generally less expensive than gasoline (and less routine maintenance is required due to fewer moving parts and associated fluids). By providing free charging for all communities, this project can be an important stepping stone in making the purchase of an EV a financially sensible decision for more people.

II.3 - FUNDING AVAILABILITY

In January 2024, the U.S. Department of Transportation awarded a federal Charging & Fueling Infrastructure (CFI) program grant of $6,120,067 to ARC. By law, access to these federal funds requires that a private sector implementation provide a minimum match of 20% of the overall project cost (meaning the EVCP must incur a minimum of $1,530,017 in incremental non-reimbursed costs to access the full amount of federal funding available).

ARC and FHWA formally executed a funding agreement for the project on January 13, 2025.

Currently, $200,000 of the federal CFI funds are obligated and available for work on Phase 1 of the project as defined in Section III of the RFP, pending issuance of a Notice to Proceed from ARC to the EVCP. The remaining $5,920,067 for Phase 2 is subject to: 1) the successful completion of Phase 1 of the work scope; and 2) the outcomes of an ongoing internal USDOT review of the CFI program and its alignment with evolving federal policies.

In the event that FHWA declines to make CFI funding available for Phase 2, ARC may consider using other funding sources to advance the project into Phase 2. ARC cannot commit to its ability to advance Phase 2 of the project at the present time, either using CFI funds or another source. Firms applying for this contract should do so with the understanding that work may conclude upon the completion of Deployment Plan in Phase 1. Any and all information on the status of funding for Phase 2 will be shared in a timely manner with the EVCP to enable both parties to work together and arrive at proactive and mutually acceptable decisions.

All federal funds used for implementation of EV charging infrastructure under the ARC/FHWA funding must be expended and invoiced no later than September 30, 2029. However, the schedule detailed in Section IV of this document defines March 31, 2029 as the desired target date for completion of work by the EVCP under this scope to ensure adequate time to close out the ARC/FHWA agreement prior to September.

Federal funds will be paid on a reimbursement basis. The EVCP must be sufficiently solvent to carry the full cost of the project and submit monthly invoices to ARC for 80% reimbursement (limited to expenses as described in the following section).

II.4 - LIMITATION ON USE OF FEDERAL FUNDS

Costs associated with activities not directly related to site identification, site preparation, and/or the purchase and installation of EV charging equipment will not be permissible charges against the available CFI funding. Permitting, safety reviews, traffic engineering, community engagement, administrative, compliance and monitoring costs under Phase 2 must be borne entirely by the EVCP. These limitations are not inherent to the CFI program, but are being implemented by ARC for this particular project to focus the federal investment exclusively on EV charging infrastructure and maximizing benefits to the Atlanta region.

III.5 - OWNERSHIP OF CHARGERS AND RISK ASSSUMPTION

The EVCP will own all the fixed assets (charging infrastructure, equipment, property and the like) resulting from this project. ARC will not assume ownership of any fixed assets. Per federal requirements of the CFI program, the EVCP will be required to operate and maintain the equipment for a minimum of five years following project completion. After that period has elapsed, no federal interest in the fixed assets will remain and the equipment owner will be free to transfer ownership and all ongoing responsibilities to another entity at its discretion. If the EVCP ceases operation as a business entity or is acquired/sold to another business entity at any time prior to the conclusion of the five-year period of operations, ARC must be notified at the earlier possible opportunity in advance of such action. The EVCP will be required to abide by any and all transfer of ownership or asset liquidation limitations imposed by FHWA.

At all stages of construction and for the five-year period of operations of all charging stations installed as part of this project, the EVCP will indemnify and hold harmless ARC from all claims resulting in harm to any individual or entity related to the equipment.

II.6 - TECHNICAL ASSISTANCE AND OVERSIGHT

Concurrent with this RFP, ARC may solicit Statements of Qualifications (RFQs) from qualified firm(s) and/or organization(s) to provide general engineering and planning services (GEPS).

These services would support ARC in its drive to expedite, implement, and deliver critical initiatives within the 19-county Metropolitan Planning Area or other defined regional boundaries as appropriate. This CFI project has been identified as one of two projects (the other being the Flint River Gateway Trails) where these services could initially be deployed.

The EVCP is expected to be fully capable of delivering the full scope of designing, permitting, installing, operating, and maintaining all equipment without additional assistance. However, because federal funds will be used to support the project, supplemental technical services will be provided by ARC, possibly with support of a GEPS team, to ensure all federal and state laws, rules, and regulations are followed and properly documented. Specifically related to the CFI project, duties of the GEPS team may include:

• Coordinating with stakeholder agencies, including local governments, utility providers, property owners, and the public to finalize the charging station sites. The EVCP will identify an initial list as part of their proposal, as detailed in Sections III.2 and III.3.

• Reviewing engineering and design plans developed by the EVCP and confirming they meet all federal standards before sites are approved for construction.

• Preparing necessary field work and documentation to receive NEPA clearance on selected sites (preferably through a Categorical Exclusion process that clears all sites through a single action).

• Assisting the EVCP to address any right-of-way acquisition, easement negotiation, and permitting issues that may arise. The EVCP is expected to identify sites where these have already been addressed or will be non-problematic, as described in Section III.3.

• Monitoring construction and installation activities of the EVCP and providing regular reports to ARC.

• Serving as a resource to the EVCP to resolve any construction or installation challenges which may arise.

• Working with ARC to compile, process, validate, and document all project delivery and charging equipment performance data required by FHWA. Raw data used for all required reports will be provided by the EV charging partner, as described in Section

III.5.

If pursued, ARC anticipates having a GEPS team under contract prior to completion of the Phase 1 work activities outlined in this RFP by the EVCP and in advance of any work beginning on Phase 2.

III. EV Charging Infrastructure Requirements

Minimum specifications for the EV charging infrastructure to be provided under this project, contingent upon the availability of federal funding for Phase 2, are identified in the following sections. Respondents may propose solutions which exceed these minimum requirements, with the understanding that the amount of federal funding which may be available for the project is fixed and non-negotiable. Proposals which exceed the minimum requirements may or may not receive higher scores in the evaluation process, as explained in the narrative in certain sections.

III.1 - RELEVANT FEDERAL STANDARDS

The EVCP selected for this project is expected to be familiar with all federal standards for EV charging equipment that are implemented using federal funds. Basic standards are defined in 23 CFR 680 – National Electric Vehicle Infrastructure Standards and Requirements. Key definitions for terminology used in this RFP include, but aren’t limited to, the following:

• Level 2 Charger means a charger that operates on a circuit from 208 volts to 240 volts and transfers alternating-current (AC) electricity to a device in an EV that converts alternating current to direct current to recharge an EV battery. Note that the US Department of Energy’s Alternative Fuels Data Center further defines Level 2 charging as a station (with associated ports and connectors) which can deliver power to an electric vehicle at a rate of 2.9 kW to 19.2 kW (https://afdc.energy.gov/fuels/electricity-stations).

• Charger means a device with one or more charging ports and connectors for charging EVs.

• Charging port means the system within a charger that charges one EV. A charging port may have multiple connectors, but it can provide power to charge only one EV through one connector at a time.

• Charging station means the area in the immediate vicinity of a group of chargers and includes the chargers, supporting equipment, parking areas adjacent to the chargers, and lanes for vehicle ingress and egress. A charging station could comprise only part of the property on which it is located.

ARC expects that the EVCP follows all applicable Level 2 charging requirements as further defined by 23 CFR 680. For purposes of this RFP, key relevant requirements include, but aren’t limited to, the following:

• EV charging stations must have at least four network-connected charging ports and be capable of simultaneously charging at least four EVs.

https://www.ecfr.gov/current/title-23/chapter-I/subchapter-G/part-680 https://afdc.energy.gov/fuels/electricity-stations https://afdc.energy.gov/fuels/electricity-stations

• Each AC Level 2 charging port must have a permanently attached J1772 connector and must charge any J1772-compliant vehicle.

• Each AC Level 2 charging port must have a continuous power delivery rating of at least 6 kW and the charging station must be capable of providing at least 6 kW per port simultaneously across all AC ports. AC Level 2 chargers may conduct power sharing and/or participate in smart charge management programs so long as each charging port continues to meet an EV's demand for power up to 6 kW, unless the EV charging customer consents to accepting a lower power level. Note that the 6 kW requirement is higher than the minimum level defined by the USDOE Alternative Fuels Data Center.

• Each charging port must have an average annual uptime of greater than 97%.

• Customers must have mechanisms to report outages, malfunctions, and other issues with charging infrastructure.

The response must address how your proposed technological solution meets or exceeds the specific federal standards listed above (as well as verify that all requirements of 23 CFR 680 can be met, including those not listed above). In particular, ARC is interested in understanding how your equipment aligns with the federal definition of what power delivery rate constitutes Level 2 EV charging. The ability of the proposed technology to maintain a consistent power delivery rate under various weather conditions, including extreme cold, extreme heat and/or precipitation, should also be described. Applicants who can offer a proven technology which deliver a stronger and more consistent power delivery rate will receive a higher score under this evaluation criterion. If the applicant is unable to guarantee that its technology or implementation approach can currently meet any applicable federal requirement of 23 CFR 680, specify the nature of the challenge and any potential solutions.

III.2 - NUMBER OF CHARGERS AND PORTS

Under the terms of the ARC/FHWA funding agreement, charging stations will be built at a minimum of 75 locations around the region. Consistent with 23 CFR 680, each station must include a minimum of four network-connected charging ports which are capable of simultaneously charging at least four EVs.

ARC is interested in the potential for applicants to scale up the number of stations and/or charging ports beyond these minimums which can be implemented using the available federal CFI funding. Accordingly, the ability of the EVCP to deliver a lower average unit cost per charging port will be an advantageous factor during the proposal review process. However, the ability of ARC to manage a significantly larger project may be limited by various practical considerations. Work scopes deemed to be overly ambitious will not be penalized in the evaluation process, but applicants should be aware the proposals which exceed these minimums may need to be scaled back to a mutually agreed manageable level during the contract negotiation process.

The response must address how many charging stations you anticipate being able to develop (above and beyond the minimum of 75) for the federal funding which is available and whether you anticipate the need/ability to install more than four charging ports at any or all of the stations. If your proposal envisions the possibility of a significantly larger work scope without increasing the federal funding required, also discuss your approach’s cost elasticity and ability to modify the magnitude of the final approved work scope during the contract negotiation process.

III.3 - LOCATION OF CHARGERS

Locations for the EV charging infrastructure have not been defined by ARC. The EVCP will be responsible for defining an initial universe of potential locations and should identify them in their response to this RFP. Ideally, specific locations or addresses will be listed, but a “menu” of prioritized categorical options is acceptable. Selection of proposed sites should be made by data-driven methodologies and consider factors such as site safety, existing electrical infrastructure (including coordination with providers), environmental impact and future expansion possibilities. Sites must have safe ingress and egress connectivity with the adjacent roadway network and be accessible to users of all ages and abilities.

Following issuance of a NTP to the selected EVCP, quickly finalizing the locations will be critical to maintain the overall project schedule. ARC will work with stakeholders to identify potential additional/alternate locations for consideration if any significant gaps in regionwide coverage are identified. The engagement process for finalizing charging station locations has not yet been defined, but will be a joint collaboration of ARC, the EVCP and the GEPS team.

Emphasis will be given to placing chargers in communities which may otherwise be overlooked by the free market and closing gaps in the existing distribution of EV charging infrastructure around the region. Chargers will be located in close proximity to everyday destinations such as shopping centers, grocery stores, pharmacies, and government service centers. The EVCP may propose other categories of destinations at their discretion.

To the extent possible, stations should be sited where the land has been previously disturbed, such as parking lots, the curbside environment, or buildings. The intent will be to streamline the environmental review and permitting processes. An EVCP which already has right of access agreements in place to install and maintain equipment at a range of sites around the region is strongly preferred, but not required. Charging stations can be located on either public or private property, but must be accessible to any member of the general public 24 hours a day, every day of the year. Access to the charging stations must not be blocked by security gates, require any form of pass or permit, or require payment for parking while being used.

The response must address where EV charging stations are proposed and what pre-existing right of access agreements (if any) are in place with the property owners, managers or other parties to install equipment at those locations. If no agreements currently exist, describe the approach to be used to secure those in a timely manner upon initiation of the project. Describe generalized physical characteristics of the proposed sites with respect to the various requirements above, including nearby land uses, level of previous disturbance, accessibility, etc.

The process used to determine how the universe of selected sites will be geographically distributed across the region and accessible to all communities must also be addressed.

III.4 - COST TO CONSUMERS

Charging infrastructure installed under this project will provide electricity at no cost to the consumer. This would include any kilowatt-hour taxes or fees imposed by local, state or federal agencies (note that HB 516 in the State of Georgia anticipates implementation of such a tax on charging sessions effective January 1, 2026). The minimum period for which the electricity must be provided free-of-charge will be five years, but the EVCP may propose a longer timeframe.

It will be up to the private sector implementation partner to define a business model where this outcome is achieved. ARC believes this can be accomplished in a variety of ways, such as generating revenue through advertisements on the charging equipment, partnering in cost-sharing agreements with the business owners/managers of the property, or installing the equipment in conjunction with other revenue generating services. Other creative approaches are encouraged and will be considered as an element of the evaluation process.

The response must describe the EVCP’s business model in sufficient detail to ensure that the firm has a valid long-term approach to making electricity available free to the end user. The applicant should also make clear whether any restrictions will be needed on the length of time which any single vehicle may charge for free in order for the business model to be successful.

Describe how your technology solution will be able to accommodate the requirements of HB 516 (and any future fees or taxes which might be levied on charging sessions). Note any significant risks to maintaining this commitment for five years following the equipment becoming operational, as well as any future opportunities which can be explored in this regard.

III.5 – REPORTING REQUIREMENTS

ARC must report the following data to FHWA for a minimum of five years following installation of all charging stations under this contract:

Quarterly

• Charging station identifier

• Charging port identifier

• Charging session start time, end time, and any error codes associated with an unsuccessful charging session by port

• Energy (kWh) dispensed to EVs per charging session by port

• Peak session power (kW) by port

• Payment method associated with each charging session (not applicable to this project)

• Charging station port uptime

• Duration (minutes) of each outage

Annual

• Maintenance and repair cost per charging station for the previous year

• Identification of and participation in any State or local business opportunity certification programs including but not limited to minority-owned businesses, Veteran-owned businesses, woman-owned businesses, and businesses owned by economically disadvantaged individuals

The EVCP must compile and provide this information to ARC and/or the GEPS team for the duration of the performance monitoring period required by FHWA, which will extend beyond this contract’s completion date. Any data made public will be aggregated and anonymized to protect confidential business information. The EVCP will coordinate with ARC and the GEPS team to provide the necessary raw data on a routine basis and in a format which can be used to prepare reports in the format required by FHWA. The EVCP will not be responsible for preparation of the final reports or their submission.

The response must certify that the EVCP is able and willing to meet these data reporting requirements. If any are not available due to the nature of the technology solution employed, explain why and identify any opportunities to capture and report proxy data instead. Any proprietary methods of collecting these and additional data points relevant to equipment condition and use may be described in a general sense. The ability to provide useful information above and beyond these requirements for use by ARC in related regional planning activities may also be provided in the response.

III.6 - DESIGN STANDARDS AND AMENITIES

One overlooked aspect of the willingness of consumers to embrace the EV market is the inhospitable nature of many charging stations. Charging equipment is frequently located in “out of the way” spots which are poorly lit and lightly trafficked, contributing to a sense of isolation and raising safety concerns. The stations are also generally utilitarian in nature. ARC is interested in developing stations which break the mold on what such infrastructure and the surrounding vicinity are expected to look like.

Examples of how charging stations can be designed to a higher standard include customizing sites to be consistent with community architectural standards, installing low-maintenance native landscaping, and providing opportunities and space for community artists to contribute their own enhancements. The equipment can also be co-located with over transportation services such as air pumps, bicycle repair stations, and for-fee DC fast chargers, all of which can increase overall use of the area. And for visitors, features such as video surveillance, lighting, emergency call boxes, trash cans, water fountains, shaded benches/seats, and charging ports for personal electronic devices can enhance the customer experience.

The response must include a typical site installation plan and/or renderings (this content may be included in the preceding Overview of Proposed Technology section of the proposal and does not need to be repeated here if page limitations are a concern). Describe any opportunities to modify the typical installation for the purpose of better integrating the equipment into the fabric of the adjacent community and how such opportunities might be funded through supplemental private sector resources. If such adjustments would jeopardize the project’s overall financial viability or delay implementation to an unacceptable degree, please explain.

ARC is only interested in pursuing opportunities which are cost effective, efficient, and are not reliant on the use of existing and/or future public sector funding.

III.7 - TYPES OF VEHICLES TO BE SERVED

The market for electric scooter and bicycle charging tends to be overlooked in the national electrification conversation, but many short urban trips that don’t require much carrying capacity are well-served by these modes. Therefore, the ability to receive a quick free charge at a destination may serve as an incentive for individuals to shift additional passenger vehicle trips to these more environmentally friendly modes.

Ideally, it is ARC’s desire that the charging technology solution proposed by the EVCP be designed to accommodate electric bicycles and scooters, in addition to automobiles. Since the power requirements for these modes are relatively small in comparison to charging an auto.

this goal could be easily achieved via standard outlets or dedicated connectors integrated into the charging station site.

The response must indicate whether (and how) the proposed technology solution is currently capable of accommodating other electrically powered transportation devices. Any ability to modify the equipment for use in this particular project in a cost effective and timely manner should be described.

IV. Milestone Phases and Schedule

After the EVCP has been selected and a Notice to Proceed has been issued, a kickoff meeting will be conducted to review the project goals, scope of work, methodology, and schedule/timeline. ARC will lead this meeting and be responsible for the following interim deliverables throughout the project’s duration:

• Regularly scheduled conference calls with the EVCP to discuss project progress (biweekly, monthly, or quarterly frequency depending on project schedule)

• Project schedule with a detailed description of tasks and responsibilities

• Monthly progress reports and billings for submittal to FHWA

• Project management team meeting summaries

The EVCP will provide information as necessary to assist ARC in preparing these materials, and assist in reviewing documents for accuracy and completeness.

Work under this contract will be undertaken using a design/build model through completion of two distinct and separate phases:

Phase 1 – Deployment Plan (Design)

Funding

This phase has already been officially obligated by FHWA in the amount of $200,000 (federal) and will be used for work by the EVCP that concludes with selection of charging equipment sites and the clearance of all sites through the environmental review process as defined under the National Environmental Policy Act (NEPA). The EVCP must bear 20% of the total cost of this phase of the project. Total documented expenditures must equal or exceed $250,000 to access the full $200,000 of federal funding available for reimbursement. Total expenditures in an amount less than $250,000 will only be reimbursed at a rate of 80%.

Deliverable

The end product of this phase will be a Deployment Plan that: 1) provides detailed information and specifications related to the EV charging infrastructure requirements as outlined in Section III of this RFP; 2) identifies a minimum of 75 sites for implementation which have received NEPA clearance, and 3) provides a detailed schedule and defines procedures and responsibilities for permitting, final site design, utility construction, equipment installation and testing/validation at the selected sites.

Additional Scope Details

The EVCP will propose an initial list of potential sites. ARC, in partnership with the EVCP and other stakeholders, will develop a final list of potential sites based on the initial list, a gap analysis of existing infrastructure, and stakeholder engagement. In-person site visits may be necessary to evaluate the most appropriate locations within the area as well as the most appropriate location on a chosen lot.

This final list may include a greater number of sites than ultimately will be implemented to provide flexibility in siting based upon a more detailed assessment to occur under Phase 2. The EVCP will determine the total feasible number of EV chargers and ports that can be funded through the CFI project based on the project budget, number of available sites, and community and project team feedback.

The EVCP will work with ARC, GDOT, EPA, and other relevant agencies to determine the most efficient and effective process to obtain environmental clearance through the NEPA process of all final selected sites. The EVCP will assist ARC in the preparation of required documentation, with the goal of obtaining the necessary clearance through a single Categorical Exclusion determination for all sites by March 31, 2026.

Schedule

Work will begin immediately after issuance of an NTP from ARC to the EVCP and will conclude by March 31, 2026.

The response must address the ability to meet or exceed the proposed delivery schedule.

Particular focus should be given to the applicant’s strategy to streamline and shorten the time required for the following aspects of work:

• Collaborating with ARC and the GEPS to secure NEPA clearance for selected sites by March 31, 2026.

Phase 2 – Purchase, Installation, and Construction (Build)

Funding

This phase will be funded with the remaining $5,920,067 of federal funds and will involve the purchase and installation of equipment at the chosen sites. Availability of those funds from FHWA is not guaranteed at this time. Obligation of this funding is contingent upon the successful completion of the first phase of work, as well as the outcomes of an ongoing internal

USDOT review of the CFI program. The EVCP must bear 20% of the total cost of this phase of the project. Total documented expenditures must equal or exceed $7,400,084 to access the full $5,920,067 of federal funding available for reimbursement. Total expenditures in an amount less than $7,400,084 will only be reimbursed at a rate of 80%.

Deliverable

Minimum of 75 new Level 2 charging stations, each with a minimum of four charging ports, which are fully tested, operational, and available for use by the public.

Additional Scope Details

In the event that the project proceeds to Phase 2, ARC anticipates having a General Engineering and Planning Services (GEPS) consultant team under contract to assist the EVCP with installation activities. Those services will be procured through a separate process and a work scope has already been defined in a funding agreement between ARC and GDOT. Excerpts from that agreement are provided below so potential EVCP applicants can better understand their specific installation and construction responsibilities and what other resources will be available from the GEPS Consultant to assist them.

Site Design

The Consultant will be responsible for providing input to the EVCP on the total feasible number of EV chargers and ports that can be funded through the CFI project based on the project budget, number of available sites, and community and project team feedback. The Consultant will work with the EVCP to finalize recommendations on the power level, number, and location of EV chargers to be placed at a representative variety of typical locations. These recommendations will be presented to ARC, and if agreed upon, will subsequently be used by the EVCP to develop detailed engineering plans for each charging station site. The Consultant will review the plans for each site prior to construction to ensure alignment with all applicable federal design and safety standards.

The Consultant will work with the EVCP to finalize recommendations on the power level, number, and location of EV chargers to be placed at a representative variety of typical locations. These recommendations will subsequently be used by the EVCP to develop detailed engineering plans for each charging station site. The Consultant will review the plans for each site prior to construction to ensure alignment with all applicable federal design and safety standards.

Deliverables:

o Assessments for selected sites, including, but not limited to the following for each site:

▪ Layout, traffic patterns/nature of how prospective drivers use the site, and any available information (e.g. pending permits, developer announcements,) about potential new EV charger sites that may impact the value of the proposed location in terms of filling gaps in charging access

▪ Utility capacity and/or upgrades needed

▪ Inventory and assessment of relevant local government regulations that may support or hinder deployment (e.g. zoning and permitting practices)

▪ Applicable electric utility experience, requirements, and processes that may support or hinder deployment

▪ Potential for co-locating other facilities or services for customers within or adjacent to the charging station site

▪ Degree to which U.S. Access Board Design Recommendations for

Accessible Electric Vehicle Charging Stations can be integrated given the existing site layout and potential location of chargers

▪ Evaluation of appropriate resilience strategies and estimated costs o Strategies for mitigating potential project deployment risks, including but not limited to the following:

▪ Site owner experience/inexperience with EV chargers

▪ Utility coordination

▪ Challenges with local government coordination

▪ Supply chain availability and cost increases

▪ Other site-specific risks, as appropriate o Summary documentation of costs and equipment for each site

Coordination with Vendors, Utilities and Local Governments

The Consultant will be responsible for facilitating a kick-off meeting, and subsequent meetings as necessary, to educate and prepare stakeholders for the implementation process. Educational materials on EV charger deployment and any other necessary meeting materials shall be developed and provided for use at the kickoff meeting.

The Consultant will also be responsible for troubleshooting issues and assisting stakeholders throughout the project implementation process on issues related to operations and maintenance, as well as completing any other tasks necessary to streamline the project and minimize delays. Such issues may include, but are not necessarily limited to: right-of-way acquisition, easement negotiation, and permitting. The Consultant will be familiar with the 23 CFR Part 680 and procedures as well as the Americans with Disabilities Act and be able to assist stakeholders in ensuring adherence to minimum standards where applicable.

o Kickoff meeting with stakeholders providing an overview of roles, responsibilities, and processes related to deploying the EV charging station, including relevant materials from:

▪ ARC

▪ EVCP

▪ Electric service providers

▪ Local governments

▪ Other implementation partners, as necessary

• Subsequent status briefings for stakeholders, as necessary

• Meeting summaries

• Documentation of any issues that arise and how the issues were solved

Construction Oversight

The Consultant will conduct routine visits to each charging station installation site throughout the construction process. To the extent possible, the Consultant will be present for the initiation of construction activities, as well as when the final inspection and approval of the EV charging infrastructure is conducted. The Consultant will coordinate directly with the EVCP on the dates and locations of such visits and communicate that information to ARC. ARC staff will also participate in selected site visits to build additional subject matter expertise. Additional site visits in the intervening period between initiation and completion of construction will be conducted on a cadence to be mutually agreed by the Consultant, ARC and the

EVCP.

Relevant summary information on site visits will be submitted by the Consultant to ARC on a monthly basis. The reports will include the date, time, and location of the visit, the names of each participating Consultant staff member, the name(s) of the EVCP representative(s) present and in charge of work activities on the day of the visit, a general description of the status of implementation at the time of the visit, any issues/concerns identified, and an explanation of how the issues/concerns were addressed. The Consultant will be expected to resolve minor issues/concerns directly with the EVCP and without the involvement of ARC. More serious issues/concerns will be brought to ARC’s attention immediately so that ARC staff are actively engaged in the resolution process.

o Site visit logs (maintained by Consultant and available to ARC as necessary) o Monthly summary site visit and implementation status reports

Operations and Maintenance Documentation

The Consultant will collaborate with ARC to compile, process, validate, and document all project delivery and charging equipment performance data required by FHWA. In accordance with 23 CFR Part 680, funded EV charging stations must remain in compliance with the standards it sets forth for a minimum of five years from the initial date of operation. The Consultant will assist the EVCP in preparing for and managing the operations and maintenance of their EV chargers in accordance with the standards by providing education on contracts, maintenance, and operational practices necessary to keep the charger functioning. Minimum standards require stations to have an average annual uptime of greater than 97%, meaning the hardware and software are both functioning and available for each port at least 97% of the time.