GFO€¦ · Web view2020. 12. 17. · The purpose of this solicitation is to create a California...

GFO

GRANT FUNDING OPPORTUNITY

Research Hub for Electric Technologies in Truck Applications (RHETTA)

EPIC Program

GFO-20-306

http://www.energy.ca.gov/contracts/index.html

State of California

California Energy Commission

December 2020

December 2020

Table of Contents

I.Introduction2

A.Purpose of Solicitation2

B.Key Words/Terms4

C.Project Focus7

D.Funding16

E.Key Activities Schedule17

F.Notice of Pre-Application Workshop18

G.Questions19

II.Eligibility Requirements30

A.Applicant Requirements30

B.Project Requirements31

III.Application Organization and Submission Instructions34

A.Application Format, Page Limits, and Number of Copies34

B.Preferred Method For Delivery35

C.Hard Copy Delivery35

D.Application Organization and Content36

IV.Evaluation and Award Process42

A.Application Evaluation42

B.Ranking, Notice of Proposed Award, and Agreement Development42

C.Grounds to Reject an Application or Cancel an Award43

D.Miscellaneous44

E.Stage One: Application Screening45

F.Stage Two: Application Scoring46

December 2020Page 1GFO-20-306

Research Hub for Electric

Technologies in Truck Applications

(RHETTA)

Attachments

Attachment Number

Title of Section

1

Application Form (requires signature)

2

Executive Summary

3

Project Narrative

4

Project Team

5

Scope of Work

6

Project Schedule

7

Budget

8

CEQA Compliance Form

9

References and Work Product

10

Commitment and Support Letters (require signature)

11

Project Performance Metrics

12

Applicant Declaration (require signature)

I.Introduction

NOTE ABOUT SIGNATURES

The CEC may have waived the requirement for a signature on application materials for this solicitation for submissions. If a notice, regarding CEC’s waiver of the signature requirement appears here: https://www.energy.ca.gov/funding-opportunities/solicitations, the waiver applies to this solicitation. In the event of a conflict between the notice and any language in this solicitation regarding signatures, the notice will govern.

Even if the requirement for signatures has been waived, applicants are still expected to adhere to the requirements of this solicitation as if they had signed.

The waiver applies to Attachment 1 (Application form, Attachment 10 (Commitment and Support Letters), and Attachment 12 (Applicant Declaration). All these attachments must be completed, where indicated, and included with your application. If you are an awardee, the CEC will require wet or certified electronic signatures for these attachments within 30 days after posting of the Notice of Proposed Award.

Acceptable certified electronic signatures:

· Electronic signatures that lock the file from further editing after signing are required).

· Certified electronic signatures created using Adobe Acrobat or DocuSign, with the feature selected to lock the file after signing and saving, are acceptable.

· Certified electronic signature programs, other than Adobe Acrobat and DocuSign, must be approved by the CEC prior to use. Please work with your assigned Commission Agreement Manager to determine if the certified electronic signature program is acceptable.

A. Purpose of Solicitation

The purpose of this solicitation is to fund applied research and development (AR&D) and technology demonstration and deployment (TD&D) activities through the creation of a Research Hub for Electric Technologies in Truck Applications. The research hub will engage stakeholders to advance high power charging systems and to plan, design, and deploy innovative corridor charging strategies that extend the range and increase the operational flexibility of battery electric trucks. This solicitation supports the following 2018-2020 EPIC Triennial Investment Plan initiatives: 2.3.1 (TD&D) “Development of Customer’s Business Proposition to Accelerate Integrated Distributed Storage Market”; and 3.2.1 (AR&D) “Grid-Friendly PEV Mobility”.

California has set ambitious targets for reducing greenhouse gas (GHG) emissions, improving air quality, and protecting the health of all Californians. The transportation sector is the largest source of GHG emissions in California and a major contributor to criteria pollutant emissions. Heavy-duty (HD) vehicles account for nearly 10 percent of the state’s GHG emissions and 26 percent of nitrogen oxides (NOx).[footnoteRef:2],[footnoteRef:3] To address these impacts, the California Sustainable Freight Action Plan established targets to improve freight efficiency, transition to zero-emission (ZE) technologies, and increase the competitiveness of California's freight system.[footnoteRef:4] Recently the California Air Resources Board’s (CARB) Advanced Clean Trucks regulation established requirements for truck manufacturers to sell an increasing number of ZE trucks in California, potentially ramping-up to deploy over 300,000 ZE trucks between 2024 and 2035.[footnoteRef:5] [2: CARB greenhouse gas inventory. https://ww2.arb.ca.gov/our-work/programs/ghg-inventory-program] [3: CARB 2020 Mobile Source Strategy: A Vision for Clean Air. https://ww3.arb.ca.gov/board/books/2020/042320/20-4-3pres.pdf] [4: https://ww2.arb.ca.gov/our-work/programs/california-sustainable-freight-action-plan] [5: CARB Advanced Clean Trucks. https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks]

The San Pedro Bay Ports, which include the Port of Los Angeles and the Port of Long Beach, are the single largest fixed source of air pollution in southern California.[footnoteRef:6] HD on-road trucks serving ports, referred to as drayage trucks, are the primary contributor of port-related emissions, representing 40 percent of total port-related GHG emissions and more than 20 percent of NOx emissions in the South Coast Air Basin (SCAB).[footnoteRef:7] In large part because of drayage truck emissions, the SCAB is in non-attainment of federal air quality standards for ozone and particulate matter. To reduce GHG and NOx emissions, the San Pedro Bay Ports have set a goal to transition the current drayage truck fleet to ZE technologies by 2035. [6: South Coast Air Quality Management District. Air Quality Management Plan 2012: Appendix IV-A.www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-management-plans/2012-air-quality-management-plan/final-2012-aqmp-(february-2013)/appendix-iv-(a)-final-2012.pdf ] [7: Port of Los Angeles and Port of Long Beach. 2017 Final Clean Air Action Plan Update. www.cleanairactionplan.org/documents/final-2017-clean-air-action-plan-update.pdf/]

Replacing combustion-powered drayage trucks with ZE alternatives can greatly improve regional air quality, reduce health impacts on nearby communities, and reduce GHG emissions. However, drayage fleets beginning to adopt battery-electric vehicles (BEVs) face challenges related to understanding the performance and flexibility of BEV drayage trucks to meet their operational needs, and to installing necessary charging infrastructure in locations with limited physical space and electrical capacity. Although near-commercial BEV drayage trucks have sufficient range for many short haul operations with predictable return-to-base configurations, fleets may be reluctant to purchase BEVs that cannot flexibly cover all their routes. Variability in payload weight, driver behavior and conditions, and route characteristics create additional uncertainty in how fleet operators can incorporate BEV drayage trucks in real-world operations.

Battery-electric drayage trucks are only beginning to be evaluated through large-scale demonstrations and deployments. CARB and the California Energy Commission (CEC) are partnering to fund deployment of a fleet of 50 or more electric drayage trucks and installation of centralized depot charging infrastructure.[footnoteRef:8] Truck original equipment manufacturers (OEMs) are investing heavily in commercialization of Class 8 battery electric trucks, with approximately six near-commercial products being tested today.[footnoteRef:9] The CARB-CEC demonstration will evaluate OEMs’ ability to produce BEV drayage trucks at high volumes and the ability of local distribution infrastructure to provide sufficient power to charge a large fleet. [8: CARB/CEC Pre-Solicitation Workshop for Zero-Emission Drayage Truck and Infrastructure Pilot Projecthttps://www.energy.ca.gov/event/workshop/2020-06/carbcec-pre-solicitation-workshop-zero-emission-drayage-truck-and] [9: UCLA Luskin Center for Innovation. Zero-Emission Drayage Trucks Challenges and Opportunities for the San Pedro Bay Portshttps://innovation.luskin.ucla.edu/wp-content/uploads/2019/10/Zero_Emission_Drayage_Trucks.pdf]

HD BEV trucks have large batteries, demanding usage cycles, and high-power charging requirements that make deployment and scale-up of sufficient charging infrastructure difficult. High-power fast-charging hardware is costly and ports and other centralized depots where fleets return may have limited physical space or electric capacity to accommodate adequate charging. Access to public charging infrastructure can help alleviate these concerns. Pairing public charging installations with distributed energy resources (DERs) such as onsite renewable generation and stationary energy storage can help limit impacts to distribution infrastructure, increase the amount of renewable energy used to power vehicles, and provide financial benefits to site hosts. Combining DERs with vehicle grid integration (VGI) strategies such as managing charger power level to reduce peak demand may further increase these benefits. However, implementing VGI strategies may be challenging in the context of corridor charging of BEV drayage trucks that need to minimize vehicle down time (i.e., compared to overnight charging at a centralized depot).

Efficient and coordinated deployment of both public corridor and private depot charging infrastructure will be critical to support a rapid transition from polluting drayage trucks to ZE BEV alternatives. There is a need to complement vehicle incentive programs and pilot deployment efforts with a coordinated, stakeholder-driven effort to plan and deploy public high-power charging infrastructure along a highly trafficked freight corridor to support a rapid transition to ZE BEV drayage trucks.

See Part II of this solicitation for project eligibility requirements. Applications will be evaluated as follows: Stage One proposal screening and Stage Two proposal scoring. Applicants may submit multiple applications, though each application must address only one of the project groups identified above. If an applicant submits multiple applications that address the same project group, each application must be for a distinct project (i.e., no overlap with respect to the tasks described in the Scope of Work).

Prospective applicants looking for partnering opportunities for this funding opportunity should register on the California Energy Commission’s Empower Innovation website at www.empowerinnovation.net

B. Key Words/Terms

Word/Term

Definition

AB

Assembly Bill

Applicant

The entity that submits an application to this solicitation.

Application

An applicant’s written response to this solicitation.

AHJ

Authority having jurisdiction

AR&D

Applied Research and Development

Authorized Representative

Authorized Representative, the person signing the application form who has authority to enter into an agreement with the CEC.

BEV

Battery Electric Vehicle

CAM

Commission Agreement Manager, the person designated by the CEC to oversee the performance of an agreement resulting from this solicitation and to serve as the main point of contact for the Recipient.

CARB

California Air Resources Board

CAO

Commission Agreement Officer

CBO

Community Based Organization. A public or private nonprofit organization of demonstrated effectiveness that:

a) Has an office in the region (e.g., air basin or county) and meets the demographic profile of the communities they serve.

b) Has deployed projects and/or outreach efforts within the region (e.g., air basin or county) of the proposed disadvantaged or low-income community.

c) Has an official mission and vision statements that expressly identifies serving disadvantaged and/or low-income communities.

d) Currently employs staff member(s) who specialized in and are dedicated to – diversity, or equity, or inclusion, or is a 501(c)(3) non-profit.

CEC

State Energy Resources Conservation and Development Commission or, the California Energy Commission.

CEQA

California Environmental Quality Act, California Public Resources Code Section 21000 et seq.

Days

Days refers to calendar days.

DER

Distributed Energy Resource

Disadvantaged Community

These are communities in the top 25% scoring areas census tracts from CalEnviroScreen 3.0 along with other areas with high amounts of pollution and low populations.

(https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-30)

Drayage Trucks

On-road heavy-duty class 7 or class 8 vehicles (GVWR greater than 26,000 lbs) that transport cargo going to or coming from California’s ports or intermodal rail yards.

Energy Equity

The fair distribution of benefits and burdens from energy production and consumption.

EPIC

Electric Program Investment Charge, the source of funding for the projects awarded under this solicitation.

GHG

Greenhouse Gas

GVWR

Gross Vehicle Weight Rating

IOU

Investor-owned utility, an electrical corporation as defined in in California Public Utilities Code section 218. For purposes of this EPIC solicitation, it includes Pacific Gas and Electric Co., San Diego Gas and Electric Co., and Southern California Edison Co.

Low Income Community

Low-income Communities are defined as communities within census tracts with median household incomes at or below 80 percent of the statewide median income or the applicable low-income threshold listed in the state income limits updated by the Department of Housing and Community Development. (https://www.hcd.ca.gov/grants-funding/income-limits/state-and-federal-income-limits.shtml)

NOPA

Notice of Proposed Award, a public notice by the CEC that identifies award recipients.

NOx

Oxides of nitrogen, a component of air pollution produced by combustion that contributes to the formation of fine particulates and tropospheric ozone

OEM

Original Equipment Manufacturer, defined in the automotive industry as the automotive manufacturers

Pre-Commercial Technology

Pre-commercial Technology means a technology that has not reached commercial maturity or been deployed at scales sufficiently large and in conditions sufficiently reflective of anticipated actual operating environments to enable the appraisal of operational and performance characteristics, or of financial risks.

Pilot Test

Pilot test means small scale testing in the laboratory or testing on a small portion of the production line of the affected industry. Pilot tests help to verify the design and validity of an approach, and adjustments can be made at this stage before full-scale demonstrations

Principal Investigator

The technical lead for the applicant’s project, who is responsible for overseeing the project; in some instances, the Principal Investigator and Project Manager may be the same person.

Project Manager

The person designated by the applicant to oversee the project and to serve as the main point of contact for the CEC.

Project Partner

An entity or individual that contributes financially or otherwise to the project (e.g., match funding, provision of a test, demonstration or deployment site), and does not receive CEC funds.

Recipient

An entity receiving an award under this solicitation.

SB

Senate Bill

SCAB

South Coast Air Basin

Solicitation

This entire document, including all attachments, exhibits, any addendum and written notices, and questions and answers (“solicitation” may be used interchangeably with “Grant Funding Opportunity”).

State

State of California

TCO

Total Cost of Ownership defined as a single value representing the sum of all relevant capital and operating costs of using a piece of equipment over its useful life.

TD&D

Technology Demonstration and Deployment

TRL

Technology readiness levels, are a method for estimating the maturity of technologies during the acquisition phase of a program.

Source: U.S. Department of Energy, “Technology Readiness Assessment Guide”. https://www2.lbl.gov/dir/assets/docs/TRL%20guide.pdf

VGI

Vehicle Grid Integration

ZE

Zero-Emission

ZEV

Zero-Emission Vehicle

C. Project Focus

The purpose of this solicitation is to create a California research hub to facilitate and accelerate the transformative electrification of California’s heavy-duty vehicle market in a targeted geographic area. The project will be completed in two phases, with Phase 2 funding contingent upon project performance in Phase 1, California Public Utilities Commission (CPUC) approval of future EPIC investment plans and Legislative budget authorization, further environmental review, and approval of Phase 2 by the Energy Commission at a Business Meeting.

The maximum funding amounts and timeline organized by AR&D and TD&D (see Section II.B for definitions of AR&D and TD&D) project activities under Phase 1 and Phase 2 are listed in the Table 1 below:

Table 1: Project Activities Summary

Phase

Project Activities

AR&D Funds

TD&D Funds

Total Funds

1

1. Fleet Needs and Technology Maturity Assessment

2. Advanced High-Power Charging System Development

$5.0M (max)

$5.0M (max)

1

3. Phase 1 Pilot Deployment, Evaluation, and Data Reporting

4. Plan for Phase 2 for Advanced Technology Deployment to Create a Public Corridor Charging Network in a Targeted Freight Corridor

5. Knowledge Transfer and Guidebook Development

6. Critical Project Review Towards Phase 2

$8.0M (max)

$8.0M (max)

2

7. Phase 2 Plan Implementation to Deploy a Public Corridor Charging Network

$10.0M (max)

$10.0M (max)

Agreement Max Total

$5.0M

$18.0M

$23.0M

The research hub will engage port authorities, fleet operators, truck OEMs, electric utilities, equipment manufacturers, community-based organizations, and other stakeholders to accomplish the following goals:

· Assess freight routes and operational conditions for which commercial or near-commercial BEV trucks need access to public charging infrastructure to increase range or operational flexibility by conducting a fleet needs, vehicle, and high-power charging technology maturity assessment.

· Develop new high-power charger prototypes that reduce heavy-duty vehicle charging time, increase charging system efficiency, reduce hardware costs, enable interoperability, and support grid-beneficial corridor charging.

· Accelerate electrification of drayage trucks by conducting an initial pilot deployment of public charging infrastructure and DERs that increases the operational flexibility of BEV drayage trucks, tests and helps harmonize emerging HD charging standards, and evaluates the costs and benefits of DERs and VGI strategies.

· Guide efficient, strategic charging infrastructure deployment that supports near-term fleet needs while positioning the state for long-term transformative electrification by developing a stakeholder-driven “Phase 2 Plan” for sequential deployment of public charging infrastructure to support BEV trucks in a heavily trafficked freight corridor(s).

· Disseminate project learnings and best practices for deployment of public corridor charging infrastructure by creating a guidebook that provides detailed instructions that will guide stakeholders through the planning, design, and deployment process and includes companion materials, checklists, process diagrams, and timelines to inform and streamline future deployments.

· Leverage learnings from the initial pilot deployment, Phase 2 Plan, and guidebook to deploy additional corridor charging sites and further enable electrification of the targeted freight corridor.

Additional details on project requirements supporting these goals are provided below. The research and demonstration can be conducted by the prime recipient and/or subcontractors that can include public or private entities and community-based organizations. The demonstration sites must be located in the service territory of a California investor owned utility (IOU).

1. Fleet Needs and Technology Maturity Assessment (AR&D)

Applicants must describe how they will engage stakeholders and access data to collect detailed information on fleet operational needs and assess the market status of BEV drayage trucks, high-power charging equipment, and supporting infrastructure. This assessment will inform the development of advanced charging systems and a stakeholder-driven Phase 2 Plan to evaluate and sequentially deploy high-power charging infrastructure in a heavily traveled freight corridor(s) with broader applicability across the state. Applicants should target a freight corridor based on truck routes that contribute significantly to poor air quality and resultant health impacts to surrounding communities (e.g., I-710 corridor in the SCAB region).

The project must include, but is not limited to, the following activities during the agreement period, which must be described in the Project Narrative (Attachment 3) and Scope of Work (Attachment 5).

a) Collect data on drayage truck operational needs and range requirements, truck traffic levels, freight facilities, and fleet characteristics in a heavily trafficked freight corridor(s) to understand current truck travel, refueling patterns, dwell time, and routes for which available or near-commercial BEV drayage trucks may not meet fleet operational needs. Describe the extent to which the data collected is representative of other drayage operations across the state and efforts to ensure the data is generalizable. Examples of data to collect include, but are not limited to, the statistical distribution of drayage route lengths, geographic and traffic information about extended routes, and refueling frequencies and sites.

b) Leverage and extend understanding beyond existing studies and tools to inform data collection and development of the fleet needs and technology maturity assessment. See the Reference Documents in Section J.I for examples of relevant existing studies and tools.

c) Conduct a technology maturity assessment of available and near-commercial Class 7 and Class 8 BEV truck models suitable for drayage operations to define current and near-term specifications including, but not limited to, vehicle range, payload capacity, battery capacity, system voltage, charging standard, maximum charging power, charging time, and estimated total cost of ownership.

d) Assess the status of existing and emerging charging hardware, software, and supporting infrastructure, as well as the technology readiness of high-power (i.e., >400 kW) charging standards and equipment. Examples of data to collect include, but are not limited to, market coverage and interoperability, cost projections, equipment footprint, and efficiency. Characterize performance gaps and identify research needs to improve charging system capabilities and enable grid benefits.

e) Consider the potential for DERs or other distribution system technologies to be integrated with corridor charging infrastructure to limit impacts on electric infrastructure and evaluate the potential for VGI strategies to realize benefits from managed and flexible charging load.

2. Advanced High-Power Charger System Research and Development (ARD)

Applicants must describe how they will build from technology gaps identified in the fleet needs and technology maturity assessment to develop new high-power charging systems with lower costs and improved functionality. Applicants must propose activities in projects to demonstrate the improved high-power charger system in real world operation as part of the Phase 1 or Phase 2 pilot deployment of public corridor charging infrastructure.


a) Building from the technology maturity assessment, evaluate how alternative charging technologies (e.g., inductive, robotic/hands-free, mobile) can be utilized in corridor charging strategies to improve the operational efficiency of fast charging heavy-duty BEVs.

b) Partner with electronic equipment manufacturers to develop a prototype(s) of a high-power charging system that can meet the following performance targets:

· Capable of providing 100 miles of range for a HD BEV drayage truck in less than 10 minutes;

· Uses only open standards for connectors and communications to increase interoperability across different vehicles and control systems;

· Securely controllable from a cloud-based network and can be integrated with a local energy management system;

· High efficiency from input to delivery to vehicle (≥97% at full load);

· Modular design that can be scaled up with future BEV truck deployment;

· Delivered at a total cost below 500 $/kW.

c) Validate the prototype charging system’s ability to reliably and safely meet performance targets in laboratory and/or real-world conditions.

d) Describe pathways for acquiring relevant certifications (e.g., UL 2202; UL 2231 as applicable) and product listings in support of future commercialization.

e) Identify the current technology readiness level (TRL) for the charging system and what TRL the system will reach by the end of the project.

3. Phase 1 Pilot Deployment, Evaluation, and Data Reporting (TD&D)

Applicants must describe how they will conduct an initial pilot deployment of public charging infrastructure to support BEV drayage trucks along a targeted heavily trafficked freight corridor. The pilot deployment must inform quantification of corridor charging infrastructure costs and benefits, optimization and scale-up planning, and guidebook development. Projects are recommended, but not required, to consider supporting medium-duty and other non-drayage HD BEVs with the pilot deployment to increase utilization and accelerate electrification of multiple vehicle types.

Applications must identify at least two initial pilot deployment sites in a targeted heavily trafficked freight corridor, explain why the sites are advantageous for pilot deployment, provide an estimate or estimated range of peak electrical capacity (kW or MW) needed at each proposed pilot deployment site along with additional information, discuss the interconnection approval timeframe required, and provide documentation of site owner commitment. Deployment sites must be located in a California IOU service territory.


a) Deploy public corridor charging infrastructure at a minimum of two pilot deployment sites to meet drayage truck operational needs, maximize utilization with consideration of early BEV drayage truck deployments, and provide a foundation for broader electrification of the targeted freight corridor.

b) Obtain the necessary permits, waivers, approvals, and utility interconnection agreements to deploy the corridor charging infrastructure.

c) Utilize open standards-based charging technologies (i.e., both physical connectors and communications protocols) to increase interoperability between installed chargers and different vehicle makes, fleet management systems, and load management systems.

d) Develop and implement network wide-monitoring of installed chargers that can easily scale-up to meet future deployments.

e) Implement VGI strategies to reduce peak demand and electricity costs corridor charging of BEV trucks without sacrificing fleet operational requirements. Quantify the costs and savings of any potential VGI strategies and compare the cost of charging (e.g., $/kwh, $/mi, $/trip) with VGI strategies to the cost of unmanaged charging.

f) Integrate and optimize DERs, or other distribution optimization technologies, at the pilot public corridor charging station(s) and evaluate their potential to limit impacts to distribution systems, reduce energy costs for ratepayers, increase renewable energy utilization, and reduce charging costs for fleets. Compare the costs (e.g., $/kwh, $/mi, $/trip) and greenhouse gas emissions (e.g., kg CO2eq/mi, kg CO2eq/trip) of charging with DERs to charging entirely from the grid.

g) Validate the performance of the installed charging infrastructure and evaluate how it impacts the flexibility and performance of BEV drayage trucks (e.g., increased average or maximum BEV truck route length, increased BEV truck payload throughput, adequate uptime/downtime to meet operational needs). Compare the performance of BEV drayage trucks with access to public corridor charging to conventional fossil fueled alternatives (e.g., $/trip, time/trip).

h) Over a minimum of 12 months, collect and regularly report data from the pilot deployment, including but not limited to:

· Number, owner/operator, and types (model, make) of BEV trucks charged per-day and other metrics to quantify utilization.

· BEV truck charging profiles including power level, time of day, time connected, total energy transferred, charging duration, power factor, and electricity cost.

· EV battery state-of-charge and estimated vehicle range at beginning and end of charging events.

· Frequency of corridor charging usage compared to depot charging usage (e.g., as fraction of charging events, as fraction of energy delivered to vehicle).

· Capital and O&M costs associated with the site, including but not limited to: hardware and equipment, site preparation and installation, engineering services, networking costs, electricity costs and rate structures.

· Potential monetary savings or other benefits from reduced requirements for centralized depot charging infrastructure.

· Impacts, if any, of high-power charging on BEV battery degradation.

· Qualitative data from fleets on ease of use, customer feedback, market pull in support of further HD ZEV deployment.

· Data describing any cost reductions, greenhouse gas emissions reductions, reliability, and/or resiliency improvements enabled by the DERs or VGI strategies.

4. Plan for Phase 2 for Advanced Technology Deployment to Create a Public Corridor Charging Network in a Targeted Freight Corridor (TD&D)

Applicants must describe how they will use the fleet needs and technology maturity assessment and learnings from the initial pilot deployment to produce a stakeholder-driven, sequential plan for the deployment and scale-up of advanced technology for a public corridor charging network in the targeted freight corridor. The plan must guide Phase 2 deployment activities and should serve as a template for future public corridor charging infrastructure investments necessary to accelerate deployment of BEV trucks in California.


a) Engage diverse stakeholders to identify heavily trafficked freight routes that would benefit from access to public charging infrastructure for HD BEVs and develop a sequential plan for placement and installation of the infrastructure based on fleet operational needs, truck traffic data, technology capabilities, available grid capacity, air quality and public health benefits, and community feedback.

b) Evaluate how site charging loads may change with increasing utilization using findings from the initial pilot deployment.

c) Leverage any publicly available data sources (e.g., interconnection capacity analysis maps, distribution resource plans, grid needs assessments) to preliminarily identify available circuit hosting capacity and coordinate with utilities in evaluating the current and forecasted local distribution infrastructure load hosting capacity in the targeted freight corridor.

d) Assign priority to public charging infrastructure deployment sites to guide Phase 2 investments toward areas with the greatest need while laying a foundation to accelerate HD BEV deployment. Describe a sequence of design, planning, and deployment activities for implementing the plan using Phase 2 funds.

e) Describe available and near-commercial high-power charging systems and performance specifications for charging equipment and components, including but not limited to hardware, software, and networking equipment.

f) Evaluate emerging high-power charging standards and describe how the plan can help harmonize hardware and communications standards to increase interoperability across vehicles in large weight classes and support grid-beneficial charging.

g) Develop corridor charging site design templates that meet relevant safety standards and provide sufficient space for vehicle maneuverability and queueing, as well as flexibility for potential future expansions.

h) Estimate infrastructure, equipment, and construction costs and installation timeframes, as well as achievable targets through future research. Include details on additional financial support available through various utility programs, incentives, local, state, and federal grants and rebates.

i) Engage the CEQA Lead Agency (or Lead Agencies if more than one site in different jurisdictions) to conduct any necessary environmental impact analysis;

j) Describe anticipated permitting and construction processes for Phase 2 deployment sites including tentative schedule for exchanges between site hosts, utilities, and local authority having jurisdictions (AHJs).

k) Describe how public charging will be integrated with fleet operations, including details on any fleet management systems and communications between charging sites, vehicles, and fleet managers.

l) Consider the potential for charger utilization by medium-duty and other HD trucks, in addition to drayage trucks, to evaluate opportunities to support a larger variety of vehicle types.

m) Assess the extent to which VGI strategies can be used to optimize charging time, power level, and location to reduce the total cost of ownership (i.e., charging during low cost times on utility time-of-use rates, reducing peak demand to avoid charges or limit facility upgrades) without impacting fleet operational requirements. Ensure compatibility with available and future electricity rates and tariffs for HD truck charging from California IOUs.

n) Use existing DER optimization/modeling tool(s) (e.g. National Renewable Energy Laboratory’s REOpt, Electric Power Research Institute’s DER-VET, and Energy and Environmental Economics’ Solar+Storage Tool) to evaluate the potential for deploying DERs such as onsite renewable generation and stationary energy storage at public charging locations to limit impacts to distribution systems, to consider load management options such as load shifting, to evaluate power flow constraints, to identify the most-cost-effective mix of energy supply technologies, and to dispatch to reduce the cost of electricity to both fleets and California IOU ratepayers. These strategies must reflect the physical system, for example load shifting would be specific to customers on the circuits with PEV chargers.

o) Identify opportunities for innovations that can further improve functionality, improve charging rates, reduce grid impacts, or improve cost-effectiveness of corridor charging for HD BEVs.

5. Knowledge Transfer and Guidebook Development (TD&D)

Applicants must describe how they will leverage project findings and the stakeholder team to disseminate lessons learned to the appropriate stakeholders, evaluate best practices, identify opportunities for streamlining, and facilitate the design and implementation of future corridor charging infrastructure deployment. Knowledge transfer activities and guidebook development must target stakeholders such as other fleets adopting HD BEVs, charging station developers, AHJs, and utilities that each play a key role in future deployment.


a) Identify technical, market, and policy barriers to deployment and advancement of public corridor charging infrastructure for BEV trucks and describe options for addressing these barriers, including future R&D needs for further scale-up of heavy-duty charging infrastructure.

b) Develop strategies, tools, and self-service resources that can be used at other sites, which may include frequently asked questions, checklists, fact sheets, timelines, design templates, process flow diagrams, cost estimation tools, and other software design tools.

c) Consolidate lessons learned and best practices from the research hub to develop a guidebook that includes guidance for site selection and planning, design considerations with example site templates, equipment procurement, interconnection and permitting steps, and implementation strategies to facilitate future deployments of corridor charging infrastructure across the state.

d) Coordinate and host public workshop(s), webinars, and other knowledge transfer activities to share project results, benefits, limitations, lessons learned, and best practices described in the guidebook.

6. Critical Project Review Towards Phase 2

Applicants shall commit to participating in a Critical Project Review (CPR) Towards Phase 2 meeting in which Phase 1 project progress and plans for continued Phase 2 work will be evaluated by the Commission Agreement Manager (CAM) and other individuals selected by the CAM to provide support to the CEC. The CPR Towards Phase 2 will be a mandatory task specified in the Scope of Work (Attachment 5) and shall be conducted after the project has met the following Phase 1 milestones:

a) The prototype advanced high-power charging system must be developed, built, and operational. Performance metrics validated under relevant laboratory or real-world conditions must be collected and reported to the CAM.

b) The Phase 1 initial corridor charging site(s) must be deployed and operational. At the minimum, 6 months of performance data from the initial corridor charging sites must be collected and reported to the CAM.

c) A draft of the Plan for Phase 2 must be submitted to the CAM that details the Phase 2 site selection and design, including anticipated utilization, site layouts, and equipment specifications for chargers and DERs.

d) The CEQA Compliance Form (Attachment 8) must be submitted to the CAM for each of the Phase 2 site(s) selected.

e) Site commitment letters signed by authorized representatives of the proposed Phase 2 deployment sites must be provided to the CAM.

f) Match funding commitment letters signed by authorized representatives of each entity or individual that is committing to providing match funding must be provided to the CAM pursuant of meeting the minimum 50% match funding requirement for Phase 2.

The CEC will not disburse Phase 2 funding unless the Recipient meets these milestones and participates in the CPR Towards Phase 2 meeting. Should the Recipient fail to meet the Phase 1 milestones, exhibit severe performance issues, or fail to adequately address comments received from the CPR Towards Phase 2 meeting, the CEC reserves the right to withhold approval of Phase 2 funds.

7. Phase 2 Plan Implementation to Deploy a Public Corridor Charging Network (TD&D)

Applicants must describe a vision for implementing a public corridor charging network in the targeted freight corridor that will accelerate electrification of large weight class vehicles by deploying additional charging sites using Phase 2 funds. The Phase 2 corridor charging sites must build on learnings from Phase 1 and incorporate innovations reflective of vehicle and charging system technology advancement since Phase 1.


a) Deploy additional corridor charging sites in the targeted freight corridor to create a public corridor charging network. Site selection and design should be informed by the initial Phase 1 deployment, Phase 2 Plan, and guidebook.

b) Consider opportunities to demonstrate the advanced high-power charger system developed in Phase 1 as part of the Phase 2 deployment.

c) Implement innovations and demonstrate pre-commercial technologies that can further improve functionality, improve charging rates, reduce grid impacts, or improve cost-effectiveness of corridor charging for HD BEVs.

d) Over a minimum of 12 months, collect and regularly report data from the Phase 2 deployment, including but not limited to:

· Number, owner/operator, and types (model, make) of BEV trucks charged per-day and other metrics to quantify utilization.

· BEV truck charging profiles including power level, time of day, time connected, total energy transferred, charging duration, power factor, and electricity cost.

· EV battery state-of-charge and estimated vehicle range at beginning and end of charging events.

· Frequency of corridor charging usage compared to depot charging usage (e.g., as fraction of charging events, as fraction of energy delivered to vehicle).

· Capital and O&M costs associated with the site, including but not limited to: hardware and equipment, site preparation and installation, engineering services, networking costs, electricity costs and rate structures.

· Potential monetary savings or other benefits from reduced requirements for centralized depot charging infrastructure.

· Impacts, if any, of high-power charging on BEV battery degradation.

· Qualitative data from fleets on ease of use, customer feedback, market pull in support of further HD ZEV deployment.

· Data describing any cost reductions, greenhouse gas emissions reductions, reliability, and/or resiliency improvements enabled by the DERs or VGI strategies.

· Documentation of compliance with environmental and health and safety requirements imposed by agencies with jurisdiction.

e) Consolidate learnings from the Phase 1 and Phase 2 deployments to inform further technology advancement and HD BEV charging infrastructure build-out across California.

As per AB 841 (Ting, 2020), which added Public Utilities Code section 740.20, all electrical vehicle charging infrastructure funded or authorized, in whole or in part, by the CEC must be installed by someone with an Electric Vehicle Infrastructure Training Program (EVITP) certification. While this requirement is not legislatively mandated for work performed before January 1, 2022, the CEC is applying this requirement to all project work resulting from this GFO, regardless of when it is installed. Therefore, all electric vehicle charging infrastructure and equipment located on the customer side of the electrical meter shall be installed by a contractor with the appropriate license classification, as determined by the Contractors’ State License Board, and at least one electrician on each crew, at any given time, who holds an EVITP certification. Projects that include installation of a charging port supplying 25 kilowatts or more to a vehicle must have at least 25 percent of the total electricians working on the crew for the project, at any given time, who hold EVITP certification. One member of each crew may be both the contractor and an EVITP certified electrician. The requirements stated above do not apply to any of the following:

(1) Electric vehicle charging infrastructure installed by employees of an electrical corporation or local publicly owned electric utility.

(2) Electric vehicle charging infrastructure funded by moneys derived from credits generated from the Low Carbon Fuel Standard Program (Subarticle 7 (commencing with Section 95480) of Article 4 of Subchapter 10 of Chapter 1 of Division 3 of Title 17 of the California Code of Regulations).

(3) Single-family home residential electric vehicle chargers that can use an existing 208/240-volt outlet.

D. Funding

1. Amount Available and Minimum/ Maximum Funding Amounts

There is up to $23,000,000 available for grants awarded under this solicitation. The minimum funding amount for the selected project in Phase 1 is $8,000,000 with the maximum funding amount of $13,000,000. The minimum funding amount for Phase 2 is $8,000,000 with the maximum funding amount of $10,000,000. Only one grant will be awarded through this solicitation.

Project

Available funding

Minimum award amount

Maximum award amount

Minimum match funding

(% of EPIC Funds Requested)

Research Hub for Electric Technologies in Truck Applications: Phase 1

$13,000,000 ($5M AR&D and $8M TD&D)

$8,000,000

$13,000,000

25%, commitment letter(s) due with application

Research Hub for Electric Technologies in Truck Applications: Phase 2

$10,000,000 (TD&D)

$8,000,000

$10,000,000

50%, commitment letter(s) due with CPR Towards Phase 2

2. Match Funding Requirement

Match funding is required in the amount of at least 25% and 50% in Phase 1 and 2, respectively, of the requested project funds. Match funding commitment letter(s) for match funding for Phase 1 are due with the application. Match funding commitment letter(s) for Phase 2 are due prior to the CPR Towards Phase 2.

For the definition of match funding see Section I K.

3. Change in Funding Amount

Along with any other rights and remedies available to it, the California Energy Commission (CEC) reserves the right to:

· Increase or decrease the available funding and the minimum/maximum award amounts described in this section.

· Allocate any additional or unawarded funds to passing applications, in rank order.

· Reduce funding to an amount deemed appropriate if the budgeted funds do not provide full funding for agreements. In this event, the Recipient and Commission Agreement Manager will reach agreement on a reduced Scope of Work commensurate with available funding.

E. Key Activities Schedule

Key activities, dates, and times for this solicitation and for agreements resulting from this solicitation are presented below. An addendum will be released if the dates change for activities that appear in bold.

ACTIVITY

DATE

TIME[footnoteRef:10] [10: Pacific Standard Time or Pacific Daylight Time, whichever is being observed.]

Pre-Application Workshop

1/14/2021

10:00 a.m.

Deadline for Written Questions[footnoteRef:11] [11: This deadline does not apply to non-technical questions (e.g., questions concerning application format requirements or attachment instructions) or to questions that address an ambiguity, conflict, discrepancy, omission, or other error in the solicitation. Such questions may be submitted to the Commission Agreement Officer listed in Section G at any time prior to the application deadline. Please see Section G for additional information.]

1/19/2021

5:00 p.m.

Anticipated Distribution of Questions and Answers

Week of 1/29/2021

Deadline to Submit Applications

3/29/2021

5:00 p.m.

Anticipated Notice of Proposed Award Posting Date

5/11/2021

Anticipated Energy Commission Business Meeting Date

September 2021

Anticipated Agreement Start Date

October 2021

Anticipated Critical Project Review Towards Phase 2

July 2024

Anticipated Approval of Phase 2 Business Meeting Date

August 2024

Anticipated Phase 2 Start Date

September 2024

Anticipated Phase 1 End Date

3/31/2025

Anticipated Phase 2 Agreement End Date

3/31/2028

F. Notice of Pre-Application Workshop

CEC staff will hold one Pre-Application Workshop to discuss the solicitation with potential applicants. Participation is optional but encouraged. The Pre-Application Workshop will be held remotely, consistent with Executive Orders N-25-20 and N-29-20 and the recommendations from the California Department of Public Health to encourage physical distancing to slow the spread of COVID-19. Applicants may attend the workshop via the internet (Zoom, see instructions below), or via conference call on the date and at the time and location listed below. Please call (916) 654-4381 or refer to the CEC's website at www.energy.ca.gov/contracts/index.html to confirm the date and time.

Date and time: January 14, 2021 10:00 A.M.

Zoom Instructions:

To join the Zoom meeting, go to https://zoom.us/join and enter the Meeting ID below and select “join from your browser.” Participants will then enter the meeting password listed below and their name. Participants will select the “Join” button.:

Meeting Number: 920 6420 2591

Meeting Password: rhetta

Topic: Pre-Bid Workshop for GFO-20-306: Research Hub for Electric Technologies in Truck Applications (RHETTA)

Telephone Access Only:

Call 1-888 475 4499 (Toll Free) or 1-877 853 5257 (Toll Free). When prompted, enter the meeting number above. International callers may select a number from the Zoom International Dial-in Number List at: https://energy.zoom.us/u/adjzKUXvoy. To comment, dial *9 to “raise your hand” and *6 to mute/unmute your phone line.

Access by Mobile Device:

Download the application from the Zoom Download Center, https://energy.zoom.us/download.

Technical Support:

· For assistance with problems or questions about joining or attending the meeting,

please call Zoom Technical Support at 1-888-799-9666 ext. 2. You may also contact the CEC’s Public Advisor’s Office at [email protected], or 800-822-6228.

· System Requirements: To determine whether your computer is compatible, visit:

https://support.zoom.us/hc/en-us/articles/201362023-System-requirements-for-Windows-macOS-and-Linux.

· If you have a disability and require assistance to participate, please Erica Rodriguez by e-mail at [email protected] or (916) 654-4314 at least five days in advance.

G. Questions

During the solicitation process, direct questions to the Commission Agreement Officer listed below:

Douglas Harvey, Commission Agreement Officer

California Energy Commission

1516 Ninth Street, MS-18

Sacramento, California, 95814

Telephone: (916) 827-8326

FAX: (916) 654-4423

E-mail: [email protected]

Applicants may ask questions at the Pre-Application Workshop, and may submit written questions via mail, electronic mail, and by FAX. However, all technical questions must be received by the deadline listed in the “Key Activities Schedule” above. Questions received after the deadline may be answered at the CEC's discretion. Non-technical questions (e.g., questions concerning application format requirements or attachment instructions) may be submitted to the Commission Agreement Officer (CAO) at any time prior the application deadline.

The questions and answers will also be posted on the Commission’s website at: https://www.energy.ca.gov/funding-opportunities/solicitations

If an applicant discovers a conflict, discrepancy, omission, or other error in the solicitation at any time prior to the application deadline, the applicant may notify the CEC in writing and request modification or clarification of the solicitation. The CEC, at its discretion will provide modifications or clarifications by either an addendum to the solicitation or by written notice to all entities that requested the solicitation. At its discretion, the CEC may, in addition to any other actions it may choose, re-open the question/answer period to provide all applicants the opportunity to seek any further clarification required.

Any verbal communication with a Commission employee concerning this solicitation is not binding on the State and will in no way alter a specification, term, or condition of the solicitation. Therefore, all communication should be directed in writing to the assigned CAO.

H. Applicants’ Admonishment

This solicitation contains application requirements and instructions. Applicants are responsible for carefully reading the solicitation, asking appropriate questions in a timely manner, ensuring that all solicitation requirements are met, submitting all required responses in a complete manner by the required date and time, and carefully rereading the solicitation before submitting an application. In particular, please carefully read the Screening/Scoring Criteria and Grounds for Rejection in Part IV, and the relevant EPIC Grant terms and conditions located at: http://www.energy.ca.gov/research/contractors.html.

Applicants are solely responsible for the cost of developing applications. This cost cannot be charged to the State. All submitted documents will become publicly available records upon the posting of the Notice of Proposed Award.

I. Additional Requirements

1. Time is of the essence. Funds available under this solicitation have encumbrance deadlines as early as June 30, 2022. This means that the CEC must approve proposed awards at a business meeting (usually held monthly) prior to June 30, 2022 in order to avoid expiration of the funds. Prior to approval and encumbrance, the CEC must comply with the California Environmental Quality Act (CEQA). To comply with CEQA, the Commission must have CEQA-related information from applicants and sometimes other entities, such as local governments, in a timely manner. Unfortunately, even with this information, the Commission may not be able to complete its CEQA review prior to the encumbrance deadline for every project. For example, if a project requires an Environmental Impact Report, the process to complete it can take many months. For these reasons, it is critical that applicants organize project proposals in a manner that minimizes the time required for the Commission to comply with CEQA and provide all CEQA-related information to the Commission in a timely manner such that the Commission is able to complete its review in time for it to meet its encumbrance deadline.

1. Reservation of right to cancel proposed award. In addition to any other right reserved to it under this solicitation or that it otherwise has, if the CEC determines, in its sole and absolute discretion, that the CEQA review associated with a proposed project would not likely be completed prior to the encumbrance deadline referenced above, and that the Commission’s ability to meet its encumbrance deadline may thereby be jeopardized, the CEC may cancel a proposed award and award funds to the next highest scoring applicant, regardless of the originally proposed applicant’s diligence in submitting information and materials for CEQA review. Examples of situations that may arise related to CEQA review include but are not limited to:

· Example 1: If another state agency or local jurisdiction, such as a city or county, has taken the role of lead agency under CEQA, the CEC’s review may be delayed while waiting for a determination from the lead agency.

· Example 2: If the proposed work is part of a larger project for which a detailed environmental analysis has been or will be prepared by another state agency or local jurisdiction, the CEC’s review may be delayed as a result of waiting for a supplemental or initial analysis, respectively, from the other agency.

· Example 3: If the nature of the proposed work is such that a project is not categorically or otherwise exempt from the requirements of CEQA, and an initial study or other detailed environmental analysis appears to be necessary, the CEC’s review, or the lead agency’s review, may take longer than the time available to encumber the funds. If an initial study or environmental impact report has already been completed by another state agency or a local jurisdiction, serving as the lead agency, the applicant must ensure that such an analysis covers the work in the proposed project, or must obtain a revised analysis and determination from the lead agency reviewing the proposed project.

· Example 4: If the proposed project clearly falls under a statutory or categorical exemption, or is project for which another state agency or local jurisdiction has already adopted a CEQA finding that the project will cause no significant effect on the environment, the project will likely have greater success in attaining rapid completion of CEQA requirements.

The above examples are not exhaustive of instances in which the CEC may or may not be able to comply with CEQA within the encumbrance deadline and are only provided as further clarification for potential applicants. Please plan project proposals accordingly.

J. Background

1. Electric Program Investment Charge (EPIC) Program

This solicitation will award projects funded by the EPIC, an electricity ratepayer surcharge established by the California Public Utilities Commission (CPUC) in December 2011.[footnoteRef:12] The purpose of the EPIC program is to benefit the ratepayers of three investor-owned utilities (IOUs), including Pacific Gas and Electric Co., San Diego Gas and Electric Co., and Southern California Edison Co. The EPIC funds clean energy technology projects that promote greater electricity reliability, lower costs, and increased safety.[footnoteRef:13] In addition to providing IOU ratepayer benefits, funded projects must lead to technological advancement and breakthroughs to overcome the barriers that prevent the achievement of the state’s statutory energy goals.[footnoteRef:14] The EPIC program is administered by the CEC and the IOUs. [12: See CPUC “Phase 1” Decision 11-12-035, December 15, 2011, http://docs.cpuc.ca.gov/PublishedDocs/WORD_PDF/FINAL_DECISION/156050.PDF.] [13: See CPUC “Phase 2” Decision 12-05-037, May 24, 2012, http://docs.cpuc.ca.gov/PublishedDocs/WORD_PDF/FINAL_DECISION/167664.PDF.] [14: California Public Resources Code, Section 25711.5(a), http://www.leginfo.ca.gov/cgi-bin/displaycode?section=prc&group=25001-26000&file=25710-25712.]

1. Program Areas, Strategic Objectives, and Funding Initiatives

EPIC projects must fall within the following program areas identified by the CPUC:

· Applied research and development;

· Technology demonstration and deployment; and

· Market facilitation.

In addition, projects must fall within one of the general focus areas (“strategic objectives”) identified in the CEC’s EPIC Investment Plans[footnoteRef:15] [footnoteRef:16] and within one or more specific focus areas (“funding initiatives”) identified in the plan. This solicitation targets the following program areas, strategic objectives, and funding initiatives: [15: 2012-14 EPIC Triennial Investment Plan, http://www.energy.ca.gov/research/epic/documents/final_documents_submitted_to_CPUC/2012-11-01_EPIC_Application_to_CPUC.pdf (Attachment 1), as modified and approved by CPUC Decision 13-11-025, http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M081/K773/81773445.PDF. ] [16: 2015-17 EPIC Triennial Investment Plan, http://www.energy.ca.gov/2014publications/CEC-500-2014-038/CEC-500-2014-038-CMF.pdf, as modified and approved by CPUC Decision 15-04-020, http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M151/K183/151183650.PDF. ]

2018 – 2020 EPIC Investment Plan

· Program Area: Applied Research and Development

· Strategic Objective 3.2: Enable Electric Vehicle-Based Grid Services

· Funding Initiative 3.2.1: Grid-Friendly PEV Mobility

· Program Area: Technology Demonstration and Deployment

· Strategic Objective 2.3: Define and Improve the Customer’s Business Proposition of Integrated Distributed Storage

· Funding Initiative 2.3.1: Development of Customer’s Business Proposition to Accelerate Integrated Distributed Storage Market

1. Applicable Laws, Policies, and Background Documents

This solicitation addresses the energy goals described in the following laws, policies, and background documents.

Laws/Regulations

· Assembly Bill (AB) 32[footnoteRef:17] - Global Warming Solutions Act of 2006 [17: AB 32 (Statutes of 2006, chapter 488)]

AB 32 created a comprehensive program to reduce greenhouse gas (GHG) emissions in California. GHG reduction strategies include a reduction mandate of 1990 levels by 2020 and a cap-and-trade program. AB 32 also required the California Air Resources Board (ARB) to develop a Scoping Plan that describes the approach California will take to reduce GHGs. ARB must update the plan every five years.

Additional information: http://www.leginfo.ca.gov/pub/15-16/bill/sen/sb_0001-0050/sb_32_bill_20160908_chaptered.htm

Applicable Law: California Health and Safety Code §§ 38500 et. seq.

· Senate Bill (SB) 32 - California Global Warming Solutions Act of 2006: emissions limit

AB 32 designates the State Air Resources Board as the state agency charged with monitoring and regulating sources of greenhouse gas (GHG) emissions. The state board is required to approve a statewide GHG emissions limit equivalent to the statewide GHG emissions level in 1990 to be achieved by 2020 and to adopt rules and regulations in an open public process to achieve the maximum, technologically feasible, and cost-effective GHG emissions reductions. This requires the state board to ensure that statewide GHG emissions are reduced to 40% below the 1990 level by 2030.

Additional information: https://ww3.arb.ca.gov/cc/scopingplan/scopingplan.htm

· AB 118 – Alternative Fuels and Vehicle Technologies: Funding Programs,

In 2007, AB 118 (Núñez, Chapter 750, Statutes of 2007), the California Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act of 2007, was signed into law. This created the CEC’s Clean Transportation Program. This statute authorizes the CEC to develop and deploy alternative and renewable fuels and advanced transportation technologies to help attain the state’s climate change policies.

Additional information:

https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=200720080AB118

· AB 2514[footnoteRef:18] - Energy Storage Systems, [18: AB 2514 (Statutes of 2010, chapter 469)]

AB 2514 required the CPUC to determine targets for the procurement of viable, cost-effective energy storage systems by load-serving entities. The CPUC adopted the procurement targets in Decision 13-10-040, issued on October 17, 2013 (see the summary of Decision 13-10-040 in the “Policies/Plans” section below).

Additional information: http://www.cpuc.ca.gov/general.aspx?id=3462

Applicable Law: California Public Utilities Code §§ 2835 et. seq., and § 9620 (http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=200920100AB2514)

· SB 350[footnoteRef:19] Clean Energy and Pollution Reduction Act of 2015, [19: SB 350 (Statutes of 2015, chapter 547]

SB 350 does the following: 1) expands California’s RPS goals and requires retail sellers of electricity and local publicly owned electricity to increase their procurement of eligible renewable energy resources; 2) requires the Energy Commission to establish annual targets for statewide energy efficiency savings in electricity and natural gas final end uses of retail customers by January 1, 2030; and 3) provide for transformation of the Independent System Operator into a regional organization.

Additional information: http://www.leginfo.ca.gov/pub/15-16/bill/sen/sb_0301-0350/sb_350_bill_20151007_chaptered.htm

· Senate Bill (SB) 100 - The 100 Percent Clean Energy Act of 2018

SB 100 requires that 100 % of retail sales of electricity to California end-use customers and 100 % of electricity procured to serve all state agencies come from eligible renewable energy resources and zero-carbon resources by December 31, 2045. The bill requires the CPUC and the Energy Commission, in consultation with the California Air Resources Board to ensure that California’s transition to a zero-carbon electric system does not cause or contribute to greenhouse gas emissions (GHG) increases elsewhere in the western grid.

Additional information: https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB100

· Advanced Clean Trucks Regulation (2020)

The Advanced Clean Truck Regulation is a requirement for truck manufacturers to sell zero-emission trucks in California and a one-time requirement for large entities to report about their facilities, types of truck services used, and fleet of vehicles.

Additional information: https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks

Policies/Plans

· Integrated Energy Policy Report (Biennial)

California Public Resources Code Section 25302 requires the Energy Commission to release a biennial report that provides an overview of major energy trends and issues facing the state. The IEPR assesses and forecasts all aspects of energy industry supply, production, transportation, delivery, distribution, demand, and pricing. The Energy Commission uses these assessments and forecasts to develop energy policies and provide recommendations for future research and analysis areas.

Additional information: http://www.energy.ca.gov/energypolicy

Applicable Law: California Public Resources Code § 25300 et seq.

· CPUC Decision 13-10-040, “Decision Adopting Energy Storage Procurement Framework and Design Program” (2013)

The Decision establishes policies and mechanisms for energy storage procurement, as required by AB 2514 (described above). The IOU procurement target is 1,325 megawatts of energy storage by 2020, with installations required no later than the end of 2024.

Additional information: http://www.cpuc.ca.gov/uploadedfiles/cpuc_public_website/content/about_us/organization/former_commissioners/peevey(1)/news_and_announcements/ferron_peevey_concurrence_storaged1310040.pdf

· California Sustainable Freight Action Plan (2016)

The California Sustainable Freight Action Plan, in response to Executive Order B-32-15, established goals to improved freight system efficiency by 25 percent by 2030 and deploy over 100,000 ZE freight equipment and vehicles by 2030.


https://ww2.arb.ca.gov/our-work/programs/california-sustainable-freight-action-plan

· Executive Order B-29-15

Governor Brown’s Executive Order B-29-15 proclaims the severity of the drought conditions in California and directs the Energy Commission to invest in new technologies that will achieve water and energy savings and greenhouse gas reductions.


Governor Brown’s Executive Order B-32-15 provides a vision for California’s transition to a more efficient, more economically competitive, and less polluting freight transport system. This transition of California’s freight transport system is essential to supporting the State’s economic development in coming decades while reducing harmful pollution affecting many California communities. It directed state agencies to develop a plan to improve freight efficiency, transition to ZE technologies, and increase competitiveness of California's freight system.

Additional information: https://www.ca.gov/archive/gov39/2015/07/17/news19046/index.html


Governor Brown’s Executive Order B-55-18 established a new statewide goal to achieve carbon neutrality as soon as possible, and no later than 2045 and achieve and maintain net negative emissions thereafter.


https://www.ca.gov/archive/gov39/wp-content/uploads/2018/09/9.10.18-Executive-Order.pdf

Reference Documents

Refer to the link below for information about past CEC research projects and activities:

· http://www.energy.ca.gov/research/

The documents and resources below are referred to in this solicitation manual:

· 2019-2020 Investment Plan Update for the Clean Transportation Program (CEC-600-2018-005-CMF)

https://www.energy.ca.gov/proceedings/energy-commission-proceedings/2019-2020-investment-plan-18-alt-01

· 2018-2019 Investment Plan Update for the Alternative and Renewable Fuel and Vehicle Technology Program (CEC-600-2017-010-CMF) https://www.energy.ca.gov/proceedings/energy-commission-proceedings/inactive-proceedings/2018-2019-investment-plan-proceeding

· California Sustainable Freight Action Plan

https://dot.ca.gov/programs/transportation-planning/freight-planning/california-sustainable-freight-action-plan

· Wang, B. Lawrence Berkeley National Laboratory. Presentation - Medium- and Heavy-Duty Electric Vehicle Infrastructure Projections (HEVI-Pro). August 2020. https://www.energy.ca.gov/event/workshop/2020-08/session3-modeling-and-projecting-charging-infrastructure-commissioner

· Mihelic, R., Kotz, A., North American Council for Freight Efficiency and National Renewable Energy Laboratory. Battery Electric Powertrains for Class 8 Regional Haul Freight Based on NACFE Run-On-Less. June 2020. https://nacfe.org/wp-content/uploads/2020/06/EVS33_Mihelic_ID257_NACFE_NREL_PrePub_Download.pdf

· West Coast Clean Transit Corridor Initiative: Interstate 5 Corridor California, Oregon, Washington. June 2020. https://www.westcoastcleantransit.com/

· Port of Oakland. Zero-Emissions Drayage Truck Feasibility Study. November 2019. https://www.portofoakland.com/files/PDF/Zero%20Emissions%20Truck%20Feasibility%20Study%20Final.pdf

· Di Filippo, J., Callahan, C., Golestani, N., UCLA Luskin Center for Innovation. Zero-Emission Drayage Trucks: Challenges and Opportunities for the San Pedro Bay Ports. October 2019. https://innovation.luskin.ucla.edu/wp-content/uploads/2019/10/Zero_Emission_Drayage_Trucks.pdf

· Ventura County Regional Energy Alliance, Community Environmental Council, and EV Alliance. Electric Vehicle Accelerator Plan for the Port of Hueneme. July 2019. http://vcportal.ventura.org/CEO/energy/ev/Port_of_Hueneme_Plan_EV_Accelorator_Plan_VC_EV_Ready_Blueprint.pdf

· Bradley, L., Golestani, N., Izumi, K., Tanaka, K., Yamakawa, T., UCLA Luskin Center for Innovation. Charging Infrastructure Strategies: Maximizing the Deployment of Electric Drayage Trucks in Southern California. June 2019. https://innovation.luskin.ucla.edu/wp-content/uploads/2019/06/Charging_Infrastructure_Strategies.pdf

· San Pedro Bay Ports Clean Air Action Plan: 2018 Feasibility Assessment for Drayage Trucks. March 2019. https://cleanairactionplan.org/documents/final-drayage-truck-feasibility-assessment.pdf/

K. Match Funding

· “Match funds” includes cash or in-kind (non-cash) contributions provided by the applicant, subcontractors, or other parties including pilot testing, demonstration, and/or deployment sites (e.g., test site staff services) that will be used in performance of the proposed project.

“Match funds” do not include: CEC awards, EPIC funds received from other sources, future/contingent awards from other entities (public or private), the cost or value of the project work site, or the cost or value of structures or other improvements affixed to the project work site permanently or for an indefinite period of time (e.g., photovoltaic systems).

Definitions of “match funding” categories are listed below:

· “Cash” match means funds that are in the recipient’s possession or proposed by match partner and clearly identified in a support letter, and are reserved for the proposed project, meaning that they have not been committed for use or pledged as match for any other project. Cash match can include funding awards earned or received from other agencies for the proposed technologies or study (but not for the identical work). Proof that the funds exist as cash is required. Cash match will be considered more favorably than in-kind contributions during the scoring phase.

· “In-Kind” match is typically in the form of the value of personnel, goods, and services, including direct and indirect costs. This can include equipment, facilities, and other property as long as the value of the contribution is based on documented market values or book values, prorated for its use in the project, and depreciated or amortized over the term of the project using generally accepted accounting principles (GAAP).

· Match funds must be spent only during the agreement term, either before or concurrently with EPIC funds. Match funds also must be reported in invoices submitted to the CEC.

· All applicants providing match funds must submit commitment letters, including prime and subcontractors, that: (1) identify the source(s) of the funds; (2) justify the dollar value claimed; (3) provide an unqualified (i.e., without reservation or limitation) commitment that guarantees the availability of the funds for the project; and (4) provide a strategy for replacing the funds if they are significantly reduced or lost. Please see Attachment 11, Commitment and Support Letter Form. Commitment and support letters must be submitted with the application to be considered.

· Any match pledged in Attachment 1 must be consistent with the amount or dollar value described in the commitment letter(s) (e.g., if $5,000 “cash in hand” funds are pledged in a commitment letter, Attachment 1 must match this amount). Only the total amount pledged in the commitment letter(s) will be considered for match funding points.

Examples of preferred match share:

· “Travel” refers to all travel required to complete the tasks identified in the Scope of Work. Travel includes in-state and out-of-state, and travel to conferences. EPIC funds are limited to lodging and any form of transportation (e.g., airfare, rental car, public transit, parking, mileage). Use of match funds for out-of-state travel is encouraged, as the CEC discourages and may not approve the use of its funds for such travel. If an applicant plans to travel to conferences, including registration fees, they must use match funds. Applicants shall adhere to travel restrictions of using state funds to travel to certain other states pursuant to AB 1887 (2016) and codified at California Government Code Section 11139.8. All applicants are encouraged to consider the Attorney General’s website https://oag.ca.gov/ab1887 for a current list of states subject to travel restrictions. Awarded Grants under this solicitation shall not contain travel paid for with Commission funds (applicants can instead use match funds) to the listed states unless the Commission approves in writing that the trip falls within one of the exceptions under the law.

· “Equipment” is an item with a unit cost of at least $5,000 and a useful life of at least one year. Purchasing equipment with match funding is encouraged as there are no disposition requirements at the end of the agreement for such equipment. Typically, grant recipients may continue to use equipment purchased with CEC funds if the use is consistent with the intent of the original agreement.

· “Materials” under Materials and Miscellaneous are items under the agreement that do not meet the definition of Equipment (unit cost of at least $5,000 and a useful life of at least one year). Using match funds for purchasing items such as laptops, notebooks and/or personal tablets is encouraged, as Energy Commission funds for these purchases is not allowed.

L. Funds Spent in California

· Only CEC reimbursable funds counts towards funds spent in California total.

· "Spent in California" means that:

· (1) Funds in the "Direct Labor category and all categories calculated based on direct labor (e.g., fringe benefits, indirect costs and profit) are paid to individuals that pay California state income taxes on wages received for work performed under the agreement. Payments made to out-of-state workers do not count as “funds spent in California.” However, funds spent by out-of-state workers in California (e.g., hotel and food) can count as “funds spent in California.”; AND

· (2) Business transactions (e.g., material and equipment purchases, leases, and rentals) are entered into with a business located in California.

· (3) Total should include any applicable subcontractors.

· Airline ticket purchases for out-of-state travel and payments made to out-of-state workers are not considered funds “spent in California.” However, funds spent by out-of-state workers in California (e.g. lodging) and airline travel originating and ending in California are considered funds “spent in California.” A business located in California means: 1) businesses registered with Secretary of State AND 2) transaction is with a location in California that is directly related to the grant project (e.g., direct purchase of material and equipment to be used in the grant) and results in the support of California business and jobs.

· Example 1: Grant funds will be spent on temperature sensors. The temperature sensors are manufactured in Texas. The recipient orders the temperature sensors directly from a CA based supply house. The invoice shows that the transaction occurred with the CA based supply house. This transaction is eligible and can be counted as funds spent in CA.

· Example 2: Grant funds will be spent on temperature sensors. The temperature sensors are manufactured in Texas. The recipient orders the temperature sensors directly from Texas. The manufacturer has training centers in CA that instructs purchasers on how to use the sensors. The invoice shows that the transaction occurred in Texas. This transaction is not eligible and cannot be counted as funds spent in CA.

II.Eligibility RequirementsA. Applicant Requirements

1. Eligibility

This solicitation is open to all public and private entities with the exception of local publicly owned electric utilities.[footnoteRef:20] In accordance with CPUC Decision 12-05-037, funds administered by the CEC may not be used for any purposes associated with local publicly owned electric utility activities. [20: A local publicly owned electric utility is an entity as defined in California Public Utilities Code section 224.3.]

2. Terms and Conditions

Each grant agreement resulting from this solicitation will include terms and conditions that set forth the recipient’s rights and responsibilities. By signing the Application Form (Attachment 1), each applicant agrees to enter into an agreement with the CEC to conduct the proposed project according to the terms and conditions that correspond to its organization, without negotiation: (1) University of California and California State University terms and conditions; (2) U.S. Department of Energy terms and conditions; or (3) standard terms and conditions. All terms and conditions are located at http://www.energy.ca.gov/research/contractors.html. Please refer to the applicable EPIC Grant terms and conditions. Failure to agree to the terms and conditions by taking actions such as failing to sign the Application Form or indicating that acceptance is based on modification of the terms will result in rejection of the application. Applicants must read the terms and conditions carefully. The CEC reserves the right to modify the terms and conditions prior to executing grant agreements.

3. California Secretary of State Registration

All corporations, limited liability companies (LLCs), limited partnerships (LPs) and limited liability partnerships (LLPs) that conduct intrastate business in California are required to be registered and in good standing with the California Secretary of State prior to its project being recommended for approval at an CEC Business Meeting. If not currently registered with the California Secretary of State, applicants are encouraged to contact the Secretary of State’s Office as soon as possible to avoid potential delays in beginning the proposed project(s) (should the application be successful). For more information, contact the Secretary of State’s Office via its website at www.sos.ca.gov. Sole proprietors using a fictitious business name must be registered with the appropriate county and provide evidence of registration to the CEC prior to their project being recommended for approval at an CEC Business Meeting.

4. Disadvantaged & Low-income Communities

At least 25% of available Electric Program Investment Charge (EPIC) technology demonstration and deployment funding must be allocated to project sites located in, and benefiting, disadvantaged communities; and an additional minimum 10% of funds must be allocated to projects sites located in and benefiting low-income communities.[footnoteRef:21] The Energy Commission in administering EPIC must also take into account adverse localized health impacts of proposed projects to the greatest extent possible,[footnoteRef:22] and give preference for funding to clean energy projects that benefit residents of low-income or disadvantaged communities.[footnoteRef:23] [21: Public Resources Code § 25711.6. ] [22: Public Resources Code § 25711.5. ] [23: Public Resources Code § 25711.6. ]

The California Energy Commission is committed to ensuring all Californians have an opportunity to participate in and benefit from programs and services. While it is not required to complete the project within a disadvantaged community, demonstration projects located and benefiting disadvantaged and/or low-income communities will be considered under the scoring criteria for this GFO.

“Disadvantaged communities” are defined as the top 25% scoring areas from census tracts from CalEnviroScreen 3.0 along with other areas with high amounts of pollution and low populations.

“Low-income communities” are defined as communities within census tracts with median household incomes at or below either of the following levels:

1. Eighty percent of the statewide median income.

1. The applicable low-income threshold listed in the state income limits updated by the Department of Housing and Community Development and filed with the Office of Administrative Law pursuant to subdivision (c) of Section 50093 of the Health and Safety Code.

Visit the California Department of Housing & Community Development site for the current HCD State Income Limits: http://www.hcd.ca.gov/grants-funding/income-limits/index.shtml. Disadvantaged communities are defined as areas representing census tracts scoring in the top 25% in CalEnviroScreen 3.0. For more information on disadvantaged communities and to determine if your project is in a disadvantaged community, use the California Communities Environmental Health Screening tool (CalEnviroScreen 3.0):

https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-30

Another resource is the Healthy Places Index Tool for California, located at: https://healthyplacesindex.org/

B. Project Requirements

1. Applied Research and Development and Technology Demonstration and Deployment Stage

Projects must fall within the “applied research and development” stage, which includes activities that support pre-commercial technologies and approaches that are designed to solve specific problems in the electricity sector. Applied research and development activities include early, pilot-scale testing activities that are necessary to demonstrate the feasibility of pre-commercial technologies. By contrast, the “technology demonstration and deployment” stage involves the installation and operation of pre-commercial technologies or strategies at a scale sufficiently large and in conditions sufficiently reflective of anticipated actual operating environments to enable appraisal of the operational and performance characteristics and the financial risks.[footnoteRef:24] [24: See CPUC “Phase 2” Decision 12-05-037 at pp. 90, http://docs.cpuc.ca.gov/PublishedDocs/WORD_PDF/FINAL_DECISION/167664.PDF.]

Projects must fall within the “technology demonstration and deployment” stage, which involves the installation and operation of pre-commercial technologies or strategies at a scale sufficiently large and in conditions sufficiently reflective of anticipated actual operating environments to enable appraisal of operational and performance characteristics, and of financial risks.[footnoteRef:25] [25: See CPUC “Phase 2” Decision 12-05-037 at pp. 39-40 and 90, http://docs.cpuc.ca.gov/PublishedDocs/WORD_PDF/FINAL_DECISION/167664.PDF.]

All demonstration or deployment sites must be located in an IOU service territory.

2. Ratepayer Benefits, Technological Advancements, and Breakthroughs

California Public Resources Code Section 25711.5(a) requires EPIC-funded projects to:

· Benefit electricity ratepayers; and

· Lead to technological advancement and breakthroughs to overcome the barriers that prevent the achievement of the state’s statutory energy goals.

The CPUC defines “ratepayer benefits” as greater reliability, lower costs, and increased safety.[footnoteRef:26] The CPUC has also adopted the following guiding principles as complements to the key principle of electricity ratepayer benefits: societal benefits; GHG emissions mitigation and adaptation in the electricity sector at the lowest possible cost; the loading order; low-emission vehicles/transportation; economic development; and efficient use of ratepayer monies.[footnoteRef:27] [26: Id. at p. 19.] [27: Id. at pp. 19-20.]

Accordingly, the Project Narrative Form (Attachment and the “Goals and Objectives” section of the Scope of Work Template (Attachment) must describe how the project will: (1) benefit California IOU ratepayers by increasing reliability, lowering costs, and/or increasing safety; and (2) lead to technological advancement and breakthroughs to overcome barriers to achieving the state’s statutory energy goals. Any estimates of energy and water savings or GHG impacts must be calculated using the References for Calculating Electricity End-Use, Electricity Demand, and GHG Emissions (Attachment.

3. Technology/Knowledge Transfer Expenditures

To maximize the impact of EPIC projects and to promote the further development and deployment of EPIC-funded technologies, a minimum of 5 percent of CEC funds requested should go towards technology/knowledge transfer activities. Appropriate technology/knowledge transfer activities for this solicitation are listed in the Scope of Work Template (Attachment). The Budget Forms (Attachment) should clearly distinguish funds dedicated for technology/knowledge transfer.

Measurement and Verification Plan

The Project Narrative (Attachment) must include a Measurement and Verification Plan that describes how actual project benefits will be measured and quantified, such as by identifying pre and post-project energy use (kilowatt hours, kilowatts), and cost savings for energy, and other benefits.

The activities proposed in the Measurement and Verification Plan must be included in the “Technical Tasks” section of the Scope of Work T

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