Announcement of Project Selections of Fiscal Year 2009 Recipients of Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER) Grants; Response to Comments, 52527-52538 [E9-24479]
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Federal Register / Vol. 74, No. 196 / Tuesday, October 13, 2009 / Notices
49 U.S.C. 10501(b) would apply and
preempt most State and local laws. By
decision served on June 27, 2007, the
Board found that the proposed
passenger-rail system would be within
the Board’s exclusive jurisdiction,
would require Board authority under 49
U.S.C. 10901, and, if such authority
were granted, Federal preemption
would apply. California-Nevada Super
Speed Train Commission, a bi-state
commission and an agency of the State
of Nevada, and its private-sector
partner, American Magline Group,
jointly petitioned to intervene and
reopen the 2007 declaratory order,
arguing that, because DesertXpress’s rail
system would not transport any freight
or connect to lines on which freight is
transported, the Board erred in
determining that the line would be part
of the interstate rail network and thus
subject to its jurisdiction. The Board
will hear argument on that petition to
intervene and reopen.
The Board will hear argument
regarding the above-mentioned
proceedings on October 27, 2009. The
Board will provide further procedural
guidance, including the time allotted for
each party to present its argument, in a
future decision. The oral argument will
be open for public observation, but only
counsel for the parties will be permitted
to present argument.
The Board will hold another oral
argument on Monday, November 23,
2009 at 9:30 a.m. The cases to be argued
then will be announced by decision at
a later date.
This action will not significantly
affect either the quality of the human
environment or the conservation of
energy resources.
discretionary grant program for public
transportation projects that reduce a
transit system’s greenhouse gas
emissions or results in a decrease in a
transit system’s energy use.
This notice announces the selection of
the grant recipients and responds to the
comments received in response to the
request for comments on the program
structure and requirements in FTA’s
Notice of Funding Availability.
FOR FURTHER INFORMATION CONTACT: For
general program information, contact
Walter Kulyk, Office of Mobility
Innovation, (202) 366–4995, e-mail:
walter.kulyk@dot.gov. Project selectees
should contact the appropriate FTA
Regional Office in Appendix B for
application-specific information and
issues.
Dated: October 7, 2009.
Jeffrey Herzig,
Clearance Clerk.
[FR Doc. E9–24519 Filed 10–9–09; 8:45 am]
Table of Contents
BILLING CODE 4915–01–P
DEPARTMENT OF TRANSPORTATION
SUPPLEMENTARY INFORMATION:
FTA published a Notice of Funding
Availability (NOFA) on March 24, 2009
(74 FR 12447), seeking program
applications for Transit Investments for
Greenhouse Gas and Energy Reduction
(TIGGER) grants and inviting interested
parties to comment on the program
elements as outlined in the NOFA.
FTA received 224 applications
proposing 561 projects, which totaled
over $2 billion. Because of the intense
demand for the $100 million, FTA was
unable to fund all eligible applications,
and as stated in the NOFA, to maximize
the impact of the program, some
applicants were provided with less than
the full amount of funding requested in
their application.
In this notice, FTA is publishing its
list of TIGGER program selectees and
responding to comments received in
response to the NOFA.
I. Background and Funding Opportunity
Description
II. Basis for Allocation
III. General Program and Award Information
IV. Response to Comments
Appendix A—Table of Allocations
Appendix B—Regional Contact Information
I. Background and Funding
Opportunity Description
Announcement of Project Selections of
Fiscal Year 2009 Recipients of Transit
Investments for Greenhouse Gas and
Energy Reduction (TIGGER) Grants;
Response to Comments
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Federal Transit Administration
The American Recovery and
Reinvestment Act (ARRA) (Pub. L. 111–
5) provided $8.4 billion to the Federal
Transit Administration (FTA) for transit
capital improvements and reinvestment.
Of this $8.4 billion, $100 million was
appropriated for a new program to
provide funding to public transit
agencies for capital investments to assist
in reducing the energy consumption or
greenhouse gas emissions of their public
transportation systems. In response,
FTA developed the Transit Investments
AGENCY: Federal Transit Administration
(FTA), DOT.
ACTION: Notice of project selections;
response to comments.
The American Recovery and
Reinvestment Act of 2009 (ARRA)
appropriated $100 million for a new
SUMMARY:
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for Greenhouse Gas and Energy
Reduction (TIGGER) program.
Because of statutory provisions for
this ARRA funding, the NOFA
requested that all proposals be
submitted by May 22, 2009, while at the
same time seeking comments on the
proposed program outline, structure,
and requirements. FTA reviewed the
comments received during the comment
period and determined that no
substantive changes to the program were
required, although FTA is responding to
them in this Notice.
ARRA specified two types of eligible
investments under the TIGGER program:
first, for capital investments that will
assist in reducing the energy
consumption of a transit system; and,
second, for capital investments that will
reduce greenhouse gas emissions of a
public transportation system. Proposals
for projects were accepted under either
or both categories. To ensure that the
purposes of the ARRA are met, FTA
established a range of funding that will
be considered for approval. Each
submitted proposal had to meet a
minimum threshold of $2,000,000. FTA
allowed consolidated proposals from
transit agencies to reach this $2,000,000
threshold; thus, individual projects
within a proposal may receive less than
$2,000,000. Conversely, to ensure a
variety of funded projects, FTA
established a maximum grant amount of
$25,000,000.
II. Basis for Allocation
This notice allocates all ARRA
funding for the TIGGER Program. In
making these allocations, FTA
considered both the specific direction
provided in the legislation as well as
Congress’ and the Administration’s
general objectives for accountability and
transparency in the administration of
ARRA funds. These objectives include
the prompt and fair distribution of
funding, the assurance that funds are
being used for authorized purposes, and
that instances of waste, fraud, and abuse
are avoided.
Energy consumption reduction and
greenhouse gas reduction projects were
evaluated separately. An applicant
could request evaluation under both
criteria if it provided the necessary
project measurement information. Two
criteria were specific to energy
consumption reduction projects and one
criterion was specific to greenhouse gas
reduction projects. The remaining
criteria applied to all projects.
A. Project Evaluation Criteria for Energy
Consumption Reduction Projects
FTA evaluated projects on total
energy consumption savings projected
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to result from the project, and projected
energy savings of the project as a
percentage of the total energy usage of
the public transit agency.
B. Project Evaluation Criterion for
Greenhouse Gas Emission Reduction
Projects FTA
Evaluated projects based on the total
amount of greenhouse gas reductions
projected to result from the project.
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C. Project Evaluation Criteria for All
Projects FTA
Evaluated all projects on the
following criteria:
(1) Return on Investment. This
includes the ratio of energy savings or
greenhouse gas reductions per dollar of
Federal TIGGER funds invested.
(2) Project Readiness. The Project Is
Ready To Implement.
a. Any required environmental work
has been initiated for construction
projects requiring an Environmental
Finding.
b. Implementation plans are ready,
including initial design of facilities
projects.
c. The Transportation Improvement
Plan (TIP) and Statewide Transportation
Improvement Plan (STIP) can be
amended.
d. Project funding can be obligated
and implemented quickly, if selected.
(3) The applicant demonstrates the
capacity to carry out the project.
a. The applicant is in fundable status
for the FTA grant program
b. The applicant demonstrates the
technical capacity to carry out the
project including the project approach
or project management plan.
c. The applicant has systems and
internal controls in place that allow it
to separately track and report ARRA
funds even used to fund an existing
project/activity.
d. The applicant has the ability to
collect information and demonstrate the
results of the project for at least one year
following project implementation. (But
note that useful life criteria apply for
FTA funded assets.)
(4) Project Innovation
The project identifies a unique,
significant, or innovative approach to
reducing energy consumption or
greenhouse gas emissions not currently
in widespread practice within the
transit industry or an approach distinct
from the other proposals received by
FTA.
(5) The national applicability of the
project as an example of energy savings
or greenhouse gas reductions including
whether the project could be replicated
by other transit agencies regionally or
nationally.
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D. Review and Selection Process
After screening projects for eligibility,
projects were evaluated based on the
established technical criteria. Projects
were selected to build a portfolio of a
range of technological solutions and
national applicability that will
maximize the impact of the program.
Funding levels, when less that the
amount requested, were based on a
determination of the amount required
for a viable project.
The allocation of TIGGER Program
funding is presented in the Appendix A
of this notice.
III. General Program and Award
Information
A. Award Notices
As set forth in the NOFA, FTA prescreened all proposals to determine that
all required eligibility elements were
present. Because FTA will manage
TIGGER grants through FTA’s TEAM
grant management system, selectees
must work with the appropriate FTA
Regional Office to ensure that they are
part of the TEAM grants management
system and are in compliance with the
standard Federal requirements
contained in 49 U.S.C. Chapter 53 and
additional requirements specified in
ARRA.
B. Administrative and National Policy
Requirements
Information about the requirements
for FTA grant programs funded by
ARRA can be found in Federal Register
Notice E9–4745 American Recovery and
Reinvestment Act of 2009 Public
Transportation Apportionments,
Allocations and Grant Program
Information, (74 FR 9656, March 5,
2009) and subsequent information
posted on FTA’s Recovery Act webpage
at https://www.fta.dot.gov/recovery.
1. FTA Grant Requirements
Selectees must comply with the usual
and customary FTA grant requirements
of 49 U.S.C. Chapter 53, including those
of the current version of FTA Circular
5010 and the FTA Master Agreement.
Discretionary grants greater than
$1,000,000 will go through the
Congressional notification process.
Technical assistance regarding these
requirements is available from each FTA
regional office.
All recipients and their sub-awardees
are required to have a Dun and
Bradstreet Universal Numbering System
(DUNS) number (https://www.dnb.com)
and direct recipients must have a
current registration in the Central
Contractor Registration database https://
www.ccr.gov.
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Recipients of ARRA funds must have
systems and internal controls that allow
them to separately track and report
ARRA funds even if the funds are being
used to fund an existing project/activity.
The Applicant must submit current
Certifications and Assurances prior to
receiving a grant. The Applicant must
assure that it will comply with all
applicable Federal statutes, regulations,
executive orders, FTA circulars, and
other Federal administrative
requirements in carrying out any project
supported by the FTA grant. The
Applicant must acknowledge that it is
under a continuing obligation to comply
with the terms and conditions of the
grant agreement issued for its project
with FTA. The Applicant must
understand that Federal laws,
regulations, policies, and administrative
practices might be modified from time
to time and that could affect the
implementation of the project. The
Applicant must agree that the most
recent Federal requirements will apply
to the project, unless FTA issues a
written determination otherwise.
2. ARRA Reporting Requirements
As a condition of award, recipients
receiving ARRA funds will be required
to report on grant activities on a routine
basis. FTA recipients will be
responsible for reporting up-to-date and
accurate grant management information
in a milestone status report and
financial status report on a quarterly
basis, as well as additional data in
compliance with Sections 1201 and
1512 of the Act. Additionally, special
certifications and grant conditions also
will be required of ARRA grant
recipients, such as:
a. One-Time Funding. The Recipient
acknowledges that receipt of ARRA
funds is a ‘‘onetime’’ disbursement that
does not create any future obligation by
the FTA to advance similar funding
amounts.
b. Integrity. The Recipient agrees that
all data it submits to FTA in compliance
with ARRA requirements will be
accurate, objective, and of the highest
integrity.
c. Violations of Law. The Recipient
agrees that it and its subrecipients shall
report any credible evidence that a
principal, employee, agent, contractor,
subrecipient, subcontractor, or other
person has submitted a false claim
under the False Claims Act or has
committed a criminal or civil violation
of law pertaining to fraud, conflict of
interest, bribery, gratuity, or similar
misconduct involving ARRA funds.
d. Maintenance of Effort. A Recipient
that is a State agrees to comply with the
maintenance of effort certification it has
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made in compliance with Section 1201
of ARRA.
e. Emblems. The Recipient agrees to
identify projects supported by FTA by
attaching the appropriate emblems as
the Federal Government may require.
f. Reporting Requirements. In addition
to other Federal reporting requirements
applicable to the type of project
undertaken, the Recipient agrees to:
(1) Comply with the periodic
reporting requirements consistent with
section 1201 of ARRA.
(2) Comply with the quarterly
reporting requirements consistent with
section 1512 of ARRA.
The Recipient will report on the use
of the funds and on the status of
compliance with the National
Environmental Policy Act by submitting
the Standard Form-Performance
Progress Report-Recovery form not later
than 10 days after the end of each
calendar quarter to FTA. The Recipient
agree to obtain a DUNS number (https://
www.dnb.com) for any first tier
subrecipient that does not have a DUNS
number, and agrees to maintain active
and current profiles in the Central
Contractor Registration database (https://
www.ccr.gov).
3. Special TIGGER Reporting
Requirements
A recipient of TIGGER funds must
report on an annual basis on all active
TIGGER grants and must submit a final
report at the time of grant close-out:
(1) Actual annual energy consumed
within the project scope attributable to
the investment, for energy consumption
reduction projects;
(2) Actual greenhouse gas emissions
within the project scope attributable to
the investment, for greenhouse gas
reduction projects;
(3) Actual annual reductions or
increases in operating costs attributable
to the investment, for all projects.
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4. Planning Requirements
Applicants must notify the
appropriate State Department of
Transportation and Metropolitan
Planning Organization in areas likely to
be served by the project funds made
available under this program.
Incorporation of funded projects in the
long range plans and transportation
improvement programs of States and
metropolitan areas is required of all
funded projects.
5. Period of Availability
ARRA requires that all program funds
must be obligated by September 30,
2010. However, to ensure full utilization
of program funds, FTA requires that all
TIGGER program funds allocated in this
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notice be obligated by March 31, 2010.
FTA reserves the right to reallocate
unobligated funds to other TIGGER
applications. Under ARRA
requirements, all funds must be
disbursed by September 30, 2015. Any
balances remaining after that date will
revert to the U.S. Treasury.
IV. Response to Comments
Comment: Can a county submit a
grant application that includes a
university as a ’public transit agency’
thereby allowing us to address GHG
emissions in a more comprehensive way
given that we are facing non-attainment
designation in the upcoming year? We
would also like to include them in any
energy efficiency efforts through this
grant, as well.
FTA Response: Proposers may involve
universities as project partners.
However, only public transportation
agencies are eligible recipients.
Comment: Please check the accuracy
of the carbon footprint conversion that
you are referring people to in Appendix
D of the NOFA. The carbon footprint of
fuel combustion is properly determined
stoichiometrically plus a 1% correction
factor for incomplete combustion. For
diesel, EPA’s Web site at: https://
www.epa.gov/OMS/climate/
420f05001.htm shows this calculation in
more detail and results in 22.22 lbs CO2/
gal diesel (10.7 kg/gal) and not 9.17 kg/
gal as stated in Appendix D.
FTA Response: Calculations based on
values given under the EPA Web site are
acceptable.
Comment: Guidance to applicants is
needed from FTA on what equivalent
carbon footprint should be used for
diesel combustion during idle and cold
starts because the average value of 22
tons (sic) CO2/gal is unrealistically low.
FTA Response: Although more CO2
may be emitted during cold engine
starts compared to hot starts, this is
because more fuel may be consumed
during and immediately after a cold
start. The (typical) value of 22 pounds
CO2/gal is a function of the carbon
content of the fuel itself and is not
affected by the amount of fuel used or
changes in operating conditions.
Proposers are allowed to use data from
reliable sources that can be
substantiated.
Comment: While it is good FTA is
supporting green house gas emissions
reductions and energy consumption,
this division between the two areas is
arbitrary. FTA should only have one
area. This could negatively impact
smaller or medium sized grantees.
Under the ‘‘Project Innovation’’ area, the
grantee should also provide for an
evaluation and dissemination plan. The
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results of the effort should be conducted
in a manner others can review the
results. Joint projects with
transportation research centers and
universities should be encouraged.
Under the ‘‘Reporting Requirements’’
the guidance asks for annual reports;
however, the notice does not mention
the numbers of years this data needs to
be reported. It would be logical if the
reporting requirement should conclude
upon final expenditure of the ARRA
funds or two years after start of the
project.
FTA Response: ARRA provides for
grants for capital investments that will
assist in reducing the energy
consumption or greenhouse gas
emissions of their public transportation
systems. It is FTA’s intent to carry out
independent evaluation of select
projects whose results will be widely
disseminated. Reporting requirements
remain until a project is officially
closed.
Comment:
a. When ‘evaluating the Green house
Gas Emissions reductions, are you
requiring they be performed on a tank
to wheel basis or do you want them
performed on a wells to wheels basis?
b. If funds other than these grant
funds are used to buy down some of the
cost of the project, will the ROI
Evaluation be performed only assuming
the costs applied from the grant funds?
c. Can these grant funds be applied to
refueling station infrastructure
construction such as hydrogen (an
enabling element of GHG Reduction)? If
so how should they show the long term
GHG reduction associated with the use
of this fuel?
d. Can a Transit agency apply for its
normal 80% capital bus subsidy at the
cost of a conventional bus and also
apply for these grant funds to
supplement the premium incremental
cost of an advanced technology bus? If
so will the Return on Investment (ROI)
be evaluated only on the grant request
amount?
e. Does the proposal have to identify
specifically the buses that will be taken
out of the fleet if the grant is for new
buses?
f. Can you be more explicit about
what you consider mainstream
technologies and what you consider
unique technologies you would like to
see bid on this grant?
FTA Response:
a. Evaluation of project proposals was
performed on a ‘‘tank to wheels’’ and
not on a ‘‘well to wheels’’ basis.
b. The Return on Investment (ROI)
evaluation criteria only applied to
Federal TIGGER funds invested.
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c. Construction costs associated with
refueling station infrastructure are an
eligible program item if they are part of
a project also involving the operation of
vehicles that need to be refueled
through the use of the station. The
calculation of the GHG reduction
associated with the use of the fuel
dispensed at the station would be based
on the consumption of the fuel by the
vehicle over its useful life.
d. A project proposal can include the
incremental cost of an advanced
propulsion system, and the associated
ROT will be based on requested TIGGER
funding.
e. New buses purchased under the
TIGGER program must replace those
that have achieved their FTA useful life
criteria.
f. Mainstream technologies are
generally those available from multiple
sources and those that have significant
operating experience. Unique
technologies were not defined under the
TIGGER program to avoid bias towards
any specific technology.
Comment: I have one comment and
question. Teaming projects are
encouraged yet it is unclear to me how
entities that team transit agencies, such
as consortia, participate in program. My
question is, can a consortia team a
number of transit agencies together for
a proposed submission, and then
distribute a selected project to the team
of transit agencies? Such teamed
projects can gain knowledge and
experience with a new technology in a
very beneficial way by a highly
communicative teaming strategy. How
do ‘‘teamers’’ charge for administering
teamed-projects?
FTA Response: Under the TIGGER
program, grant recipients are limited to
single public transit agencies who will
be responsible for conducting a project.
However, other transit agencies can
participate in a project as subrecipients,
and their administrative costs are
eligible if they contribute to the project.
Comment: We remain concerned that
in describing eligible expenses in
section 1I.0 of the NOFTA, FTA has
excluded fleet expansion, assuming the
impact on transit agency emissions and
energy consumption would be
increased. We believe FTA should
instead acknowledge that a fleet
expansion, conducted in conjunction
with fleet replacement, could reduce
overall emissions and energy
consumption where, for example, eight
inefficient buses were replaced with
nine highly efficient buses. The nine
new buses in the expanded fleet could
still accomplish the program goals.
FTA Response: The purpose of the
TIGGER program is to encourage
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reduction of energy consumption and
greenhouse gas (GHG) reduction to the
best extent possible without sacrificing
service. Fleet expansions were
discouraged under the program as they
would reduce the competitiveness of the
proposed project since the incremental
energy use and GHG emission over the
life of the expanded fleet would be
higher than a replacement fleet of the
original size.
Comment: I believe our organization’s
experience with advanced vehicle
technology project-management,
performance data collection protocols,
project public relations, education, and
awareness campaigns, and all FTA
recipient requirements would be a
valuable asset to individual or multiple
transit agencies as they develop and
implement Transit Investments for
Greenhouse Gas and Energy Reduction
(TIGGER) projects. In this regard, I
would like to point out a possible
administrative weakness of the program
and suggest a solution.
Typically, transit agencies and the
other eligible recipients listed are not
set up to serve as the prime contractor
for large projects involving other transit
agencies and other states. A project
involving multi-city deployment with
multiple agencies serving as contractors,
for example, would be unwieldy and
very difficult to manage for both the
agencies and the FTA. However, this
challenge can be met by an organization
like ours, which can serve as the prime
contractor for all of the agencies in this
scenario. By providing a centralized,
nonprofit project management team, we
can better help the FTA ensure that
multi-agency TIGGER projects are well
planned, executed, reported, and
evaluated.
We would like to know if the
structure of the program can be changed
to allow us to play this Prime Contractor
role for potential multiple transit agency
demonstration projects.
FTA Response: Under ARRA
requirements for TIGGER, only public
transit agencies could receive grants
directly from FTA.
Comment:
1. Section IV. A. Project Evaluation
Criteria for Energy Consumption
Reduction Projects: FTA will evaluate
projects on total energy consumption
savings projected to result from the
project, and projected energy savings of
the project as a percentage of the total
energy usage of the public transit
agency. Evaluating the project as a
percentage of the total energy usage of
the public—transit agency is
inconsistent with the examples given
under Section III. B.(3). ‘‘For example, a
project could consist of replacing 10
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buses in a 100 vehicle bus fleet with
more energy efficient buses. In this case,
measurement would focus on the 10
vehicles, not the entire fleet’’.
2. Section IV C. (4) Project Innovation.
The project identifies a unique,
significant, or innovative approach to
reducing energy: This criterion is more
consistent with pilot or experimental
grant projects that may not have long
term benefits or sustainability. In
addition, this criterion needs specific
examples in order to clarify the intent.
Examples given under Section III.B.(3)
such as making the buses more energy
efficient are good projects but don’t
appear to be consistent with the
language provided under Section IV
C.(4). We recommend that this section
be reworded to encourage purchasing
more energy efficient buses such as
hybrid.
FTA Response: (1) In order to keep
comparisons among different proposals
to a common norm, project evaluations
were based on total energy consumption
savings from the project and the energy
savings of the project as a percentage of
the total energy usage at the public
transit agency. Actual projections on
what would be achieved in terms of
energy reduction were limited to what
the project introduced and did not
include non-project elements. The
examples given were not inconsistent
with this project evaluation approach.
(2) The criterion addressing project
innovation was deliberately worded
towards non-biasing a particular project
or technology.
Comment: My organization’s 15 years
of experience with advanced vehicle
technology project management,
performance data collection protocols,
project public relations, education, and
awareness campaigns, and all FTA
presentation and reporting requirements
should continue to be a valuable asset
to the FTA and its transit agency
partners as they develop and implement
Transit Investments for Greenhouse Gas
and Energy Reduction (TIGGER)
projects. Organizations like mine are
capable of assuring that TIGGER
projects are well planned, executed, and
reported. With this in mind, we
respectfully submit two questions: (1) Is
our role as a subcontractor to transit
agencies in the development and
execution of TIGGER projects an
acceptable one? And (2) If acceptable,
will the FTA endorse this role with
interested transit agencies?
FTA Response: (I) It is entirely up to
the transit agency seeking TIGGER
funds to form its team and decide what
each member of the team will do. FTA
did not limit or suggest how the transit
agency should form its team or conduct
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its project. 2. FTA does not endorse any
organization for a formal role in the
TIGGER program projects.
Comment: Under the NOFA, can
applicants submit proposals that
include plans to purchase transit buses
that would fit the goals of the program,
but have not yet gone through Altoona
testing, so do not yet meet FMVSS? The
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idea is that the prospective vehicle type
will have gone through this testing and
be put into service within the funding
period.
FTA Response: FTA did not limit the
type of vehicles that can be purchased.
However, the purchase will have to
meet the FTA Capital Program
requirements before any Federal
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funding can be committed. We also note
FTA’s long-standing requirement that
buses must certify compliance with
applicable FMVSS requirements prior to
starting Altoona testing.
Issued on: Oct. 6, 2009.
Peter M. Rogoff,
Administrator.
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52538
Federal Register / Vol. 74, No. 196 / Tuesday, October 13, 2009 / Notices
[FR Doc. E9–24479 Filed 10–9–09; 8:45 am]
BILLING CODE 4910–57–P
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Notice of Request for an Extension of
an Informational Filing
In accordance with Title 49 Code of
Federal Regulations (CFR) 236.913,
notice is hereby given that the Federal
Railroad Administration (FRA) has
received a request for extension of an
informational filing from the Union
Pacific Railroad Company (UP) to
permit continued field testing of the
railroad’s processor-based train control
systems. For informational purposes
only, the original informational filing is
briefly described below, including the
submitting party and the requisite
docket number where the original
informational filing, the informational
filing extension request and any related
information may be found. These
documents are also available for public
inspection; however, FRA is not
accepting public comment on the
documents.
DOT electronic docket site (Docket
Number FRA–2007–27322). All
documents in the public docket that are
associated with the informational filing
are available on the web site for
inspection and copying.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal Holidays.
You may review the DOT’s complete
Privacy Act Statement in the Federal
Register published on April 11, 2000
(Volume 65, Number 70; Pages 19477–
78). The Statement may also be found at
https://www.regulations.gov.
Issued in Washington, DC on October 6,
2009.
Grady C. Cothen, Jr.,
Deputy Associate Administrator for Safety
Standards and Program Development.
[FR Doc. E9–24478 Filed 10–9–09; 8:45 am]
BILLING CODE 4910–06–P
DEPARTMENT OF TRANSPORTATION
Maritime Administration
[Docket No. MARAD–2009 0091]
[Docket Number FRA–2007–27322]
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Union Pacific Railroad Company
Requested Administrative Waiver of
the Coastwise Trade Laws
UP has submitted an informational
filing to FRA to permit field testing of
the railroad’s processor-based train
control systems identified as Vital-Train
Management System (V–TMS). The
informational filing addresses the
requirements under 49 CFR
236.913(j)(1).
Specifically, the informational filing
contains a description of the V–TMS
product and an operational concepts
document, pursuant to 49 CFR
236.913(j)(1). V–TMS is a locomotivecentric, vital train control system
designed to be overlaid on existing
methods of operation and intended to
provide a high level of railroad safety
through enforcement of authority limits,
permanent speed restrictions and
temporary speed restrictions.
UP requests that the formal test and
demonstration period for this
informational filing be extended until
December 31, 2015, or until such time
as this informational filing is
superseded by an FRA approved PTC
Implementation Plan.
Interested parties are invited to
review the informational filing and
associated documents at the following
locations:
• Web site: https://
www.regulations.gov. Follow the
instructions for a simple search on the
VerDate Nov<24>2008
15:29 Oct 09, 2009
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AGENCY: Maritime Administration,
Department of Transportation.
ACTION: Invitation for public comments
on a requested administrative waiver of
the Coastwise Trade Laws for the vessel
MER SEA.
SUMMARY: As authorized by 46 U.S.C.
12121, the Secretary of Transportation,
as represented by the Maritime
Administration (MARAD), is authorized
to grant waivers of the U.S.-build
requirement of the coastwise laws under
certain circumstances. A request for
such a waiver has been received by
MARAD. The vessel, and a brief
description of the proposed service, is
listed below. The complete application
is given in DOT docket MARAD–2009–
0091 at https://www.regulations.gov.
Interested parties may comment on the
effect this action may have on U.S.
vessel builders or businesses in the U.S.
that use U.S.-flag vessels. If MARAD
determines, in accordance with 46
U.S.C. 12121 and MARAD’s regulations
at 46 CFR part 388 (68 FR 23084; April
30, 2003), that the issuance of the
waiver will have an unduly adverse
effect on a U.S.-vessel builder or a
business that uses U.S.-flag vessels in
that business, a waiver will not be
granted. Comments should refer to the
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docket number of this notice and the
vessel name in order for MARAD to
properly consider the comments.
Comments should also state the
commenter’s interest in the waiver
application, and address the waiver
criteria given in § 388.4 of MARAD’s
regulations at 46 CFR part 388.
DATES: Submit comments on or before
November 12, 2009.
ADDRESSES: Comments should refer to
docket number MARAD–2009–XXXX.
Written comments may be submitted by
hand or by mail to the Docket Clerk,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590. You may also
send comments electronically via the
Internet at https://www.regulations.gov.
All comments will become part of this
docket and will be available for
inspection and copying at the above
address between 10 a.m. and 5 p.m.,
E.T., Monday through Friday, except
Federal holidays. An electronic version
of this document and all documents
entered into this docket is available on
the World Wide Web at https://
www.regulations.gov.
FOR FURTHER INFORMATION CONTACT:
Joann Spittle, U.S. Department of
Transportation, Maritime
Administration, 1200 New Jersey
Avenue, SE., Room W21–203,
Washington, DC 20590. Telephone 202–
366–5979.
As
described by the applicant, the intended
service of the vessel MER SEA is:
Intended Commercial Use of Vessel:
‘‘Private charters in Southern
California.’’
Geographic Region: ‘‘California’’.
SUPPLEMENTARY INFORMATION:
Privacy Act
Anyone is able to search the
electronic form of all comments
received into any of our dockets by the
name of the individual submitting the
comment (or signing the comment, if
submitted on behalf of an association,
business, labor union, etc.). You may
review DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (Volume
65, Number 70; Pages 19477–78).
Dated: October 5, 2009.
By Order of the Maritime Administrator.
Christine Gurland,
Secretary, Maritime Administration.
[FR Doc. E9–24476 Filed 10–9–09; 8:45 am]
BILLING CODE 4910–81–P
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]]>Agencies
[Federal Register Volume 74, Number 196 (Tuesday, October 13, 2009)]
[Notices]
[Pages 52527-52538]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-24479]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Transit Administration
Announcement of Project Selections of Fiscal Year 2009 Recipients
of Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER)
Grants; Response to Comments
AGENCY: Federal Transit Administration (FTA), DOT.
ACTION: Notice of project selections; response to comments.
-----------------------------------------------------------------------
SUMMARY: The American Recovery and Reinvestment Act of 2009 (ARRA)
appropriated $100 million for a new discretionary grant program for
public transportation projects that reduce a transit system's
greenhouse gas emissions or results in a decrease in a transit system's
energy use.
This notice announces the selection of the grant recipients and
responds to the comments received in response to the request for
comments on the program structure and requirements in FTA's Notice of
Funding Availability.
FOR FURTHER INFORMATION CONTACT: For general program information,
contact Walter Kulyk, Office of Mobility Innovation, (202) 366-4995, e-
mail: walter.kulyk@dot.gov. Project selectees should contact the
appropriate FTA Regional Office in Appendix B for application-specific
information and issues.
SUPPLEMENTARY INFORMATION:
FTA published a Notice of Funding Availability (NOFA) on March 24,
2009 (74 FR 12447), seeking program applications for Transit
Investments for Greenhouse Gas and Energy Reduction (TIGGER) grants and
inviting interested parties to comment on the program elements as
outlined in the NOFA.
FTA received 224 applications proposing 561 projects, which totaled
over $2 billion. Because of the intense demand for the $100 million,
FTA was unable to fund all eligible applications, and as stated in the
NOFA, to maximize the impact of the program, some applicants were
provided with less than the full amount of funding requested in their
application.
In this notice, FTA is publishing its list of TIGGER program
selectees and responding to comments received in response to the NOFA.
Table of Contents
I. Background and Funding Opportunity Description
II. Basis for Allocation
III. General Program and Award Information
IV. Response to Comments
Appendix A--Table of Allocations
Appendix B--Regional Contact Information
I. Background and Funding Opportunity Description
The American Recovery and Reinvestment Act (ARRA) (Pub. L. 111-5)
provided $8.4 billion to the Federal Transit Administration (FTA) for
transit capital improvements and reinvestment. Of this $8.4 billion,
$100 million was appropriated for a new program to provide funding to
public transit agencies for capital investments to assist in reducing
the energy consumption or greenhouse gas emissions of their public
transportation systems. In response, FTA developed the Transit
Investments for Greenhouse Gas and Energy Reduction (TIGGER) program.
Because of statutory provisions for this ARRA funding, the NOFA
requested that all proposals be submitted by May 22, 2009, while at the
same time seeking comments on the proposed program outline, structure,
and requirements. FTA reviewed the comments received during the comment
period and determined that no substantive changes to the program were
required, although FTA is responding to them in this Notice.
ARRA specified two types of eligible investments under the TIGGER
program: first, for capital investments that will assist in reducing
the energy consumption of a transit system; and, second, for capital
investments that will reduce greenhouse gas emissions of a public
transportation system. Proposals for projects were accepted under
either or both categories. To ensure that the purposes of the ARRA are
met, FTA established a range of funding that will be considered for
approval. Each submitted proposal had to meet a minimum threshold of
$2,000,000. FTA allowed consolidated proposals from transit agencies to
reach this $2,000,000 threshold; thus, individual projects within a
proposal may receive less than $2,000,000. Conversely, to ensure a
variety of funded projects, FTA established a maximum grant amount of
$25,000,000.
II. Basis for Allocation
This notice allocates all ARRA funding for the TIGGER Program. In
making these allocations, FTA considered both the specific direction
provided in the legislation as well as Congress' and the
Administration's general objectives for accountability and transparency
in the administration of ARRA funds. These objectives include the
prompt and fair distribution of funding, the assurance that funds are
being used for authorized purposes, and that instances of waste, fraud,
and abuse are avoided.
Energy consumption reduction and greenhouse gas reduction projects
were evaluated separately. An applicant could request evaluation under
both criteria if it provided the necessary project measurement
information. Two criteria were specific to energy consumption reduction
projects and one criterion was specific to greenhouse gas reduction
projects. The remaining criteria applied to all projects.
A. Project Evaluation Criteria for Energy Consumption Reduction
Projects
FTA evaluated projects on total energy consumption savings
projected
[[Page 52528]]
to result from the project, and projected energy savings of the project
as a percentage of the total energy usage of the public transit agency.
B. Project Evaluation Criterion for Greenhouse Gas Emission Reduction
Projects FTA
Evaluated projects based on the total amount of greenhouse gas
reductions projected to result from the project.
C. Project Evaluation Criteria for All Projects FTA
Evaluated all projects on the following criteria:
(1) Return on Investment. This includes the ratio of energy savings
or greenhouse gas reductions per dollar of Federal TIGGER funds
invested.
(2) Project Readiness. The Project Is Ready To Implement.
a. Any required environmental work has been initiated for
construction projects requiring an Environmental Finding.
b. Implementation plans are ready, including initial design of
facilities projects.
c. The Transportation Improvement Plan (TIP) and Statewide
Transportation Improvement Plan (STIP) can be amended.
d. Project funding can be obligated and implemented quickly, if
selected.
(3) The applicant demonstrates the capacity to carry out the
project.
a. The applicant is in fundable status for the FTA grant program
b. The applicant demonstrates the technical capacity to carry out
the project including the project approach or project management plan.
c. The applicant has systems and internal controls in place that
allow it to separately track and report ARRA funds even used to fund an
existing project/activity.
d. The applicant has the ability to collect information and
demonstrate the results of the project for at least one year following
project implementation. (But note that useful life criteria apply for
FTA funded assets.)
(4) Project Innovation
The project identifies a unique, significant, or innovative
approach to reducing energy consumption or greenhouse gas emissions not
currently in widespread practice within the transit industry or an
approach distinct from the other proposals received by FTA.
(5) The national applicability of the project as an example of
energy savings or greenhouse gas reductions including whether the
project could be replicated by other transit agencies regionally or
nationally.
D. Review and Selection Process
After screening projects for eligibility, projects were evaluated
based on the established technical criteria. Projects were selected to
build a portfolio of a range of technological solutions and national
applicability that will maximize the impact of the program. Funding
levels, when less that the amount requested, were based on a
determination of the amount required for a viable project.
The allocation of TIGGER Program funding is presented in the
Appendix A of this notice.
III. General Program and Award Information
A. Award Notices
As set forth in the NOFA, FTA pre-screened all proposals to
determine that all required eligibility elements were present. Because
FTA will manage TIGGER grants through FTA's TEAM grant management
system, selectees must work with the appropriate FTA Regional Office to
ensure that they are part of the TEAM grants management system and are
in compliance with the standard Federal requirements contained in 49
U.S.C. Chapter 53 and additional requirements specified in ARRA.
B. Administrative and National Policy Requirements
Information about the requirements for FTA grant programs funded by
ARRA can be found in Federal Register Notice E9-4745 American Recovery
and Reinvestment Act of 2009 Public Transportation Apportionments,
Allocations and Grant Program Information, (74 FR 9656, March 5, 2009)
and subsequent information posted on FTA's Recovery Act webpage at
https://www.fta.dot.gov/recovery.
1. FTA Grant Requirements
Selectees must comply with the usual and customary FTA grant
requirements of 49 U.S.C. Chapter 53, including those of the current
version of FTA Circular 5010 and the FTA Master Agreement.
Discretionary grants greater than $1,000,000 will go through the
Congressional notification process. Technical assistance regarding
these requirements is available from each FTA regional office.
All recipients and their sub-awardees are required to have a Dun
and Bradstreet Universal Numbering System (DUNS) number (https://www.dnb.com) and direct recipients must have a current registration in
the Central Contractor Registration database https://www.ccr.gov.
Recipients of ARRA funds must have systems and internal controls
that allow them to separately track and report ARRA funds even if the
funds are being used to fund an existing project/activity.
The Applicant must submit current Certifications and Assurances
prior to receiving a grant. The Applicant must assure that it will
comply with all applicable Federal statutes, regulations, executive
orders, FTA circulars, and other Federal administrative requirements in
carrying out any project supported by the FTA grant. The Applicant must
acknowledge that it is under a continuing obligation to comply with the
terms and conditions of the grant agreement issued for its project with
FTA. The Applicant must understand that Federal laws, regulations,
policies, and administrative practices might be modified from time to
time and that could affect the implementation of the project. The
Applicant must agree that the most recent Federal requirements will
apply to the project, unless FTA issues a written determination
otherwise.
2. ARRA Reporting Requirements
As a condition of award, recipients receiving ARRA funds will be
required to report on grant activities on a routine basis. FTA
recipients will be responsible for reporting up-to-date and accurate
grant management information in a milestone status report and financial
status report on a quarterly basis, as well as additional data in
compliance with Sections 1201 and 1512 of the Act. Additionally,
special certifications and grant conditions also will be required of
ARRA grant recipients, such as:
a. One-Time Funding. The Recipient acknowledges that receipt of
ARRA funds is a ``onetime'' disbursement that does not create any
future obligation by the FTA to advance similar funding amounts.
b. Integrity. The Recipient agrees that all data it submits to FTA
in compliance with ARRA requirements will be accurate, objective, and
of the highest integrity.
c. Violations of Law. The Recipient agrees that it and its
subrecipients shall report any credible evidence that a principal,
employee, agent, contractor, subrecipient, subcontractor, or other
person has submitted a false claim under the False Claims Act or has
committed a criminal or civil violation of law pertaining to fraud,
conflict of interest, bribery, gratuity, or similar misconduct
involving ARRA funds.
d. Maintenance of Effort. A Recipient that is a State agrees to
comply with the maintenance of effort certification it has
[[Page 52529]]
made in compliance with Section 1201 of ARRA.
e. Emblems. The Recipient agrees to identify projects supported by
FTA by attaching the appropriate emblems as the Federal Government may
require.
f. Reporting Requirements. In addition to other Federal reporting
requirements applicable to the type of project undertaken, the
Recipient agrees to:
(1) Comply with the periodic reporting requirements consistent with
section 1201 of ARRA.
(2) Comply with the quarterly reporting requirements consistent
with section 1512 of ARRA.
The Recipient will report on the use of the funds and on the status
of compliance with the National Environmental Policy Act by submitting
the Standard Form-Performance Progress Report-Recovery form not later
than 10 days after the end of each calendar quarter to FTA. The
Recipient agree to obtain a DUNS number (http:[sol][sol]www.dnb.com)
for any first tier subrecipient that does not have a DUNS number, and
agrees to maintain active and current profiles in the Central
Contractor Registration database (https://www.ccr.gov).
3. Special TIGGER Reporting Requirements
A recipient of TIGGER funds must report on an annual basis on all
active TIGGER grants and must submit a final report at the time of
grant close-out:
(1) Actual annual energy consumed within the project scope
attributable to the investment, for energy consumption reduction
projects;
(2) Actual greenhouse gas emissions within the project scope
attributable to the investment, for greenhouse gas reduction projects;
(3) Actual annual reductions or increases in operating costs
attributable to the investment, for all projects.
4. Planning Requirements
Applicants must notify the appropriate State Department of
Transportation and Metropolitan Planning Organization in areas likely
to be served by the project funds made available under this program.
Incorporation of funded projects in the long range plans and
transportation improvement programs of States and metropolitan areas is
required of all funded projects.
5. Period of Availability
ARRA requires that all program funds must be obligated by September
30, 2010. However, to ensure full utilization of program funds, FTA
requires that all TIGGER program funds allocated in this notice be
obligated by March 31, 2010. FTA reserves the right to reallocate
unobligated funds to other TIGGER applications. Under ARRA
requirements, all funds must be disbursed by September 30, 2015. Any
balances remaining after that date will revert to the U.S. Treasury.
IV. Response to Comments
Comment: Can a county submit a grant application that includes a
university as a 'public transit agency' thereby allowing us to address
GHG emissions in a more comprehensive way given that we are facing non-
attainment designation in the upcoming year? We would also like to
include them in any energy efficiency efforts through this grant, as
well.
FTA Response: Proposers may involve universities as project
partners. However, only public transportation agencies are eligible
recipients.
Comment: Please check the accuracy of the carbon footprint
conversion that you are referring people to in Appendix D of the NOFA.
The carbon footprint of fuel combustion is properly determined
stoichiometrically plus a 1% correction factor for incomplete
combustion. For diesel, EPA's Web site at: https://www.epa.gov/OMS/climate/420f05001.htm shows this calculation in more detail and results
in 22.22 lbs CO2/gal diesel (10.7 kg/gal) and not 9.17 kg/
gal as stated in Appendix D.
FTA Response: Calculations based on values given under the EPA Web
site are acceptable.
Comment: Guidance to applicants is needed from FTA on what
equivalent carbon footprint should be used for diesel combustion during
idle and cold starts because the average value of 22 tons (sic)
CO2/gal is unrealistically low.
FTA Response: Although more CO2 may be emitted during
cold engine starts compared to hot starts, this is because more fuel
may be consumed during and immediately after a cold start. The
(typical) value of 22 pounds CO2/gal is a function of the
carbon content of the fuel itself and is not affected by the amount of
fuel used or changes in operating conditions. Proposers are allowed to
use data from reliable sources that can be substantiated.
Comment: While it is good FTA is supporting green house gas
emissions reductions and energy consumption, this division between the
two areas is arbitrary. FTA should only have one area. This could
negatively impact smaller or medium sized grantees. Under the ``Project
Innovation'' area, the grantee should also provide for an evaluation
and dissemination plan. The results of the effort should be conducted
in a manner others can review the results. Joint projects with
transportation research centers and universities should be encouraged.
Under the ``Reporting Requirements'' the guidance asks for annual
reports; however, the notice does not mention the numbers of years this
data needs to be reported. It would be logical if the reporting
requirement should conclude upon final expenditure of the ARRA funds or
two years after start of the project.
FTA Response: ARRA provides for grants for capital investments that
will assist in reducing the energy consumption or greenhouse gas
emissions of their public transportation systems. It is FTA's intent to
carry out independent evaluation of select projects whose results will
be widely disseminated. Reporting requirements remain until a project
is officially closed.
Comment:
a. When `evaluating the Green house Gas Emissions reductions, are
you requiring they be performed on a tank to wheel basis or do you want
them performed on a wells to wheels basis?
b. If funds other than these grant funds are used to buy down some
of the cost of the project, will the ROI Evaluation be performed only
assuming the costs applied from the grant funds?
c. Can these grant funds be applied to refueling station
infrastructure construction such as hydrogen (an enabling element of
GHG Reduction)? If so how should they show the long term GHG reduction
associated with the use of this fuel?
d. Can a Transit agency apply for its normal 80% capital bus
subsidy at the cost of a conventional bus and also apply for these
grant funds to supplement the premium incremental cost of an advanced
technology bus? If so will the Return on Investment (ROI) be evaluated
only on the grant request amount?
e. Does the proposal have to identify specifically the buses that
will be taken out of the fleet if the grant is for new buses?
f. Can you be more explicit about what you consider mainstream
technologies and what you consider unique technologies you would like
to see bid on this grant?
FTA Response:
a. Evaluation of project proposals was performed on a ``tank to
wheels'' and not on a ``well to wheels'' basis.
b. The Return on Investment (ROI) evaluation criteria only applied
to Federal TIGGER funds invested.
[[Page 52530]]
c. Construction costs associated with refueling station
infrastructure are an eligible program item if they are part of a
project also involving the operation of vehicles that need to be
refueled through the use of the station. The calculation of the GHG
reduction associated with the use of the fuel dispensed at the station
would be based on the consumption of the fuel by the vehicle over its
useful life.
d. A project proposal can include the incremental cost of an
advanced propulsion system, and the associated ROT will be based on
requested TIGGER funding.
e. New buses purchased under the TIGGER program must replace those
that have achieved their FTA useful life criteria.
f. Mainstream technologies are generally those available from
multiple sources and those that have significant operating experience.
Unique technologies were not defined under the TIGGER program to avoid
bias towards any specific technology.
Comment: I have one comment and question. Teaming projects are
encouraged yet it is unclear to me how entities that team transit
agencies, such as consortia, participate in program. My question is,
can a consortia team a number of transit agencies together for a
proposed submission, and then distribute a selected project to the team
of transit agencies? Such teamed projects can gain knowledge and
experience with a new technology in a very beneficial way by a highly
communicative teaming strategy. How do ``teamers'' charge for
administering teamed-projects?
FTA Response: Under the TIGGER program, grant recipients are
limited to single public transit agencies who will be responsible for
conducting a project. However, other transit agencies can participate
in a project as subrecipients, and their administrative costs are
eligible if they contribute to the project.
Comment: We remain concerned that in describing eligible expenses
in section 1I.0 of the NOFTA, FTA has excluded fleet expansion,
assuming the impact on transit agency emissions and energy consumption
would be increased. We believe FTA should instead acknowledge that a
fleet expansion, conducted in conjunction with fleet replacement, could
reduce overall emissions and energy consumption where, for example,
eight inefficient buses were replaced with nine highly efficient buses.
The nine new buses in the expanded fleet could still accomplish the
program goals.
FTA Response: The purpose of the TIGGER program is to encourage
reduction of energy consumption and greenhouse gas (GHG) reduction to
the best extent possible without sacrificing service. Fleet expansions
were discouraged under the program as they would reduce the
competitiveness of the proposed project since the incremental energy
use and GHG emission over the life of the expanded fleet would be
higher than a replacement fleet of the original size.
Comment: I believe our organization's experience with advanced
vehicle technology project-management, performance data collection
protocols, project public relations, education, and awareness
campaigns, and all FTA recipient requirements would be a valuable asset
to individual or multiple transit agencies as they develop and
implement Transit Investments for Greenhouse Gas and Energy Reduction
(TIGGER) projects. In this regard, I would like to point out a possible
administrative weakness of the program and suggest a solution.
Typically, transit agencies and the other eligible recipients
listed are not set up to serve as the prime contractor for large
projects involving other transit agencies and other states. A project
involving multi-city deployment with multiple agencies serving as
contractors, for example, would be unwieldy and very difficult to
manage for both the agencies and the FTA. However, this challenge can
be met by an organization like ours, which can serve as the prime
contractor for all of the agencies in this scenario. By providing a
centralized, nonprofit project management team, we can better help the
FTA ensure that multi-agency TIGGER projects are well planned,
executed, reported, and evaluated.
We would like to know if the structure of the program can be
changed to allow us to play this Prime Contractor role for potential
multiple transit agency demonstration projects.
FTA Response: Under ARRA requirements for TIGGER, only public
transit agencies could receive grants directly from FTA.
Comment:
1. Section IV. A. Project Evaluation Criteria for Energy
Consumption Reduction Projects: FTA will evaluate projects on total
energy consumption savings projected to result from the project, and
projected energy savings of the project as a percentage of the total
energy usage of the public transit agency. Evaluating the project as a
percentage of the total energy usage of the public--transit agency is
inconsistent with the examples given under Section III. B.(3). ``For
example, a project could consist of replacing 10 buses in a 100 vehicle
bus fleet with more energy efficient buses. In this case, measurement
would focus on the 10 vehicles, not the entire fleet''.
2. Section IV C. (4) Project Innovation. The project identifies a
unique, significant, or innovative approach to reducing energy: This
criterion is more consistent with pilot or experimental grant projects
that may not have long term benefits or sustainability. In addition,
this criterion needs specific examples in order to clarify the intent.
Examples given under Section III.B.(3) such as making the buses more
energy efficient are good projects but don't appear to be consistent
with the language provided under Section IV C.(4). We recommend that
this section be reworded to encourage purchasing more energy efficient
buses such as hybrid.
FTA Response: (1) In order to keep comparisons among different
proposals to a common norm, project evaluations were based on total
energy consumption savings from the project and the energy savings of
the project as a percentage of the total energy usage at the public
transit agency. Actual projections on what would be achieved in terms
of energy reduction were limited to what the project introduced and did
not include non-project elements. The examples given were not
inconsistent with this project evaluation approach.
(2) The criterion addressing project innovation was deliberately
worded towards non-biasing a particular project or technology.
Comment: My organization's 15 years of experience with advanced
vehicle technology project management, performance data collection
protocols, project public relations, education, and awareness
campaigns, and all FTA presentation and reporting requirements should
continue to be a valuable asset to the FTA and its transit agency
partners as they develop and implement Transit Investments for
Greenhouse Gas and Energy Reduction (TIGGER) projects. Organizations
like mine are capable of assuring that TIGGER projects are well
planned, executed, and reported. With this in mind, we respectfully
submit two questions: (1) Is our role as a subcontractor to transit
agencies in the development and execution of TIGGER projects an
acceptable one? And (2) If acceptable, will the FTA endorse this role
with interested transit agencies?
FTA Response: (I) It is entirely up to the transit agency seeking
TIGGER funds to form its team and decide what each member of the team
will do. FTA did not limit or suggest how the transit agency should
form its team or conduct
[[Page 52531]]
its project. 2. FTA does not endorse any organization for a formal role
in the TIGGER program projects.
Comment: Under the NOFA, can applicants submit proposals that
include plans to purchase transit buses that would fit the goals of the
program, but have not yet gone through Altoona testing, so do not yet
meet FMVSS? The idea is that the prospective vehicle type will have
gone through this testing and be put into service within the funding
period.
FTA Response: FTA did not limit the type of vehicles that can be
purchased. However, the purchase will have to meet the FTA Capital
Program requirements before any Federal funding can be committed. We
also note FTA's long-standing requirement that buses must certify
compliance with applicable FMVSS requirements prior to starting Altoona
testing.
Issued on: Oct. 6, 2009.
Peter M. Rogoff,
Administrator.
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[FR Doc. E9-24479 Filed 10-9-09; 8:45 am]
BILLING CODE 4910-57-P
