Congestion Mitigation & Air Quality

These efforts are defined as vehicle replacement, repowering (replacing an engine with a cleaner diesel engine, alternative fuels, etc.), rebuilding an engine, or other technologies determined by the EPA as appropriate for reducing emissions from diesel engines. Diesel engine retrofits are noted in the guidance as typically being cost-effective.

Idle reduction projects must primarily benefit the SJTPO area, and both on-board (i.e. auxiliary power units, direct fired heaters, etc.) and off-board projects may be considered.

Three subcategories are identified in the guidance:

1. Traditional Improvements – Traditional traffic flow improvements, such as the construction of roundabouts, HOV lanes, left-turn or other managed lanes, are eligible for CMAQ funding provided they demonstrate net emissions benefits through congestion relief.
2. Intelligent Transportation Systems (ITS) – Regional multimodal traveler information systems, traffic signal control systems, freeway management systems, electronic toll-collection systems, transit management systems, incident management programs, and other ITS projects are eligible.
3. Value/Congestion Pricing – Congestion pricing is a market-based mechanism that allows tolls or parking pricing to rise and fall depending on available capacity and demand.

Freight projects that reduce emissions fall generally into two categories: primary efforts that target emissions directly or secondary projects that reduce net emissions. Successful primary projects could include new diesel engine technology or retrofits of vehicles or engines. Secondary projects reduce emissions through modifications or additions to infrastructure and the ensuing modal shift.

TCMs are strategies that will reduce transportation-related emissions by reducing vehicle use or improving traffic flow. Examples include improved public transit, traffic flow improvements and high-occupancy vehicle lanes, shared ride services, pedestrian/bicycle facilities, and flexible work schedules.

Projects that would increase transit capacity and ridership are eligible, including new transit facilities, new vehicles, diesel engine retrofits, operating assistance for new or expanded transit service, and other transit projects.

Including the construction of bicycle and pedestrian facilities that are not exclusively recreational (as they must reduce vehicle trips and therefore vehicle emissions), outreach promoting safe bicycle use, and other bicycle and pedestrian programs.

TDM includes activities that focus on physical assets and services that provide real-time information on network performance and support better decision-making for travelers choosing modes, times, routes, and locations. Eligible activities must be aimed at reducing single-occupancy vehicle travel, and include fringe parking, traveler information services, shuttle services, guaranteed ride home programs, carpools and vanpools, traffic calming measures, parking pricing, variable road pricing, telecommuting and teleworking, employer-based commuter choice programs, and other TDM projects.

Outreach to educate the public, community leaders, and potential project sponsors about connections among trip making and transportation mode choices, traffic congestion, and air quality. Public education and outreach can help communities reduce emissions and congestion by inducing drivers to change their transportation choices.;

TMAs are organizations that promote rideshare programs, transit, shuttles, or other measures. Eligible expenses include TMA start-up costs and up to 5 years of operating assistance.

Includes activities related to marketing existing, expanded, or new carpools and vanpools, as well as capital costs including purchasing or leasing vans for use in vanpools and eligible operating expenses.

These efforts involve the pooling of efficient, low-emission vehicles, provided to travelers who have occasional need for a vehicle but not the constant, daily necessity that demands ownership.

Such projects include retrofitting vehicles and fleets with water and oil heaters and installing electrical outlets and equipment in publicly owned garages or fleet storage facilities.

Such projects include training and educational development for the transportation workforce that will results in emissions reductions.

Projects must establish either publicly or privately owned I&M facilities. Eligible activities include construction of facilities, purchase of equipment, I&M program development, and one-time start-up activities, such as updating quality assurance software or developing a mechanic training curriculum.

Projects that are intended to reduce emissions but do not yet have supporting data may be eligible. FHWA has supported and funded some of these projects as demonstrations to determine their benefits and costs. Such innovative strategies are not intended to bypass the definition of basic project eligibility, but seek to better define the projects’ future role in strategies to reduce emissions.

Program funds may be used to support projects involving the alternative or renewable fuels. Typically, stand-alone purchase of any fuel – alternative or otherwise – is not an eligible CMAQ cost. Generally, CMAQ support for alternative fuel vehicle projects can be broken into the following areas:

1. Infrastructure – Except as noted below, establishing publicly owned fueling facilities and other infrastructure needed to fuel alternative-fuel vehicles is an eligible expense, unless privately-owned fueling stations are in place and reasonably accessible. Fueling facilities can dispense one or more of the alternative fuels identified in section 301 of the 1992 Energy Policy Act or biodiesel, or provide recharging for electric vehicles. Additionally, CMAQ funds may support converting a private fueling facility to support alternative fuels through a public-private partnership agreement.
2. Non-transit vehicles – The CMAQ funds may be used to purchase publicly-owned alternative fuel vehicles, including passenger vehicles, service trucks, street cleaners, and others. However, only publicly owned vehicles providing a dominant transportation function can be fully funded, such as paratransit vans, incident management support vehicles, refuse haulers, and others. Costs associated with converting fleets to run on alternative fuels are also eligible. When non-transit vehicles are purchased through PPPs, only the cost difference between the alternative fuel vehicles and comparable conventional fuel vehicles is eligible. Such vehicles should be fueled by one of the alternative fuels identified in section 301 of the 1992 Energy Policy Act or biodiesel. Eligible projects also include alternatives to diesel engines and vehicles. Alternative fuel vehicle projects that are implemented as diesel retrofits and involve the replacement of an operable engine – not a standard fleet turnover – are eligible.
3. Hybrid vehicles – Certain hybrid vehicles that have lower emissions rates than their non-hybrid counterparts may be eligible for CMAQ investment. Projects involving heavier vehicles, including refuse haulers and delivery trucks, also may be appropriate for program support. Eligibility should be based on a comparison of the emissions projections of these larger candidate vehicles and other comparable models.