Opportunity Information: Apply for EPA ARRA OAR OTAQ 09 04
Apply for EPA ARRA OAR OTAQ 09 04
- The Environmental Protection Agency in the recovery act sector is offering a public funding opportunity titled "American Recovery and Reinvestment Act Funding for SmartWay Clean Diesel Finance Program" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 66.039 National Clean Diesel Emissions Reduction Program.
- This funding opportunity was created on Apr 15, 2009 and posted on Mar 6, 2009.
- Applicants must submit their applications by Apr 28, 2009 Please refer to the full announcement, including Section IV, for additional information on submission methods and due dates.. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- The funding agency has allocated a total of $30,000,000.00 to eligible and selected applicants.
- Each selected applicant is eligible to receive up to $30,000,000.00 in funding.
- The number of recipients for this funding is limited to 10 candidate(s).
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- See Section III of the announcement for additional eligibility information.
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Opportunity Summary:
The American Recovery and Reinvestment Act Funding for the SmartWay Clean Diesel Finance Program was a U.S. Environmental Protection Agency (EPA) grant opportunity that aimed to quickly push diesel emission reductions while supporting job creation and job preservation during the 2009 economic recovery period. Managed under EPA's National Clean Diesel Campaign and the SmartWay Transport Partnership, the program combined funding authority from the American Recovery and Reinvestment Act of 2009 (ARRA) and the Energy Policy Act of 2005 (EPAct 2005). The central idea was to fund projects that could start fast and deliver measurable diesel pollution cuts by building or expanding innovative financing programs at the national, state, or local level, rather than only paying directly for equipment on a one-off basis.
A key feature of this opportunity was its focus on "innovative financing" as the engine for environmental outcomes. Instead of standard grants that simply reimburse purchases, applicants were expected to set up financing structures (for example, loan programs or other credit mechanisms) that make it easier and cheaper for fleets and equipment owners to adopt cleaner diesel technologies. The synopsis highlighted that these projects could include arrangements where the ultimate borrower receives a financial benefit that is better than typical market terms, such as reduced interest rates, improved repayment terms, or other favorable conditions tied to purchasing newer vehicles, retrofitting existing engines, or upgrading diesel equipment. In practical terms, EPA was looking for financing tools that could stretch federal dollars further, accelerate adoption, and keep money circulating through local economies by supporting manufacturers, installers, and service providers.
The funding was explicitly tied to three outcome priorities. First, projects needed to deliver significant reductions in diesel emissions measured in tons of pollution. Second, EPA emphasized reducing diesel exposure in communities, with particular attention to fleets operating in areas the Administrator designated as poor air quality areas; this points to a strong environmental justice and public health dimension, since diesel exhaust burdens often concentrate near major roadways, ports, freight hubs, and industrial corridors. Third, applicants had to show how their approach would maximize job preservation and creation, consistent with ARRA's recovery goals. In other words, the program was not just about cleaner air; it was also about getting projects moving quickly and supporting employment through vehicle upgrades, retrofits, financing administration, and related supply chains.
Administratively, the opportunity used a cooperative agreement as the funding instrument, meaning EPA anticipated substantial involvement with recipients during implementation compared to a more hands-off grant. The total estimated funding amount was $30,000,000, with an expected 10 awards. Individual awards were projected to range from a floor of $3,000,000 up to a ceiling of $30,000,000, indicating that EPA was open to funding either several mid-sized programs or one very large effort, depending on the applications received and how well they met program goals. The opportunity fell under CFDA 66.039, the National Clean Diesel Emissions Reduction Program. Importantly, there was no cost-sharing or matching requirement listed, which would have lowered the barrier to participation for eligible entities that might not have had readily available non-federal funds.
The timeline shows how closely this solicitation was tied to recovery spending schedules. The posting date was March 6, 2009, with references to a full announcement expected by March 17, 2009. The original closing date was April 27, 2009, later reflected as April 28, 2009, and the archive date was May 28, 2009. The synopsis repeatedly noted that the full announcement would provide the definitive submission instructions and due dates, particularly in Section IV, and that eligibility details would be clarified in Section III. The eligible applicant category was listed broadly as "Others," signaling that eligibility may have included nontraditional applicants beyond standard governmental entities, but the exact list was deferred to the full announcement.
For applicants or stakeholders needing help accessing the full announcement, the contact listed was Annie Kee at the EPA, reachable by phone at (202) 343-9218. Overall, the opportunity can be understood as a recovery-era EPA investment designed to rapidly cut diesel pollution and exposure while leveraging financing strategies to multiply the impact of federal dollars and support employment through the deployment of cleaner diesel technologies.
FAQs: American Recovery and Reinvestment Act Funding for the SmartWay Clean Diesel Finance Program (EPA)
What was the American Recovery and Reinvestment Act Funding for the SmartWay Clean Diesel Finance Program?
It was a U.S. Environmental Protection Agency (EPA) grant opportunity from 2009 designed to rapidly reduce diesel emissions while also supporting job creation and job preservation during the economic recovery period. The program was managed under EPA's National Clean Diesel Campaign and the SmartWay Transport Partnership.
What was the main goal of this funding opportunity?
The main goal was to quickly achieve measurable diesel pollution reductions by funding projects that could start fast and deliver results. Rather than focusing only on one-time equipment reimbursements, the program emphasized building or expanding financing programs that could drive broader and faster adoption of clean diesel technologies.
How did this program differ from a typical equipment rebate or reimbursement grant?
Instead of simply paying directly for equipment purchases on a one-off basis, applicants were expected to create or expand "innovative financing" mechanisms (such as loan programs or other credit tools). The intent was to stretch federal dollars further by enabling fleets and equipment owners to access better-than-market financing terms tied to cleaner diesel upgrades.
What does "innovative financing" mean in the context of this program?
In this solicitation, "innovative financing" referred to financing structures (for example, loan programs or other credit mechanisms) that reduce barriers to adopting cleaner diesel technology. The synopsis described structures where the ultimate borrower receives a financial benefit more favorable than typical market terms, such as reduced interest rates, improved repayment terms, or other favorable conditions.
What kinds of clean diesel actions or upgrades were the financing expected to support?
The synopsis described financing tied to purchasing newer vehicles, retrofitting existing engines, or upgrading diesel equipment. The central requirement was that the financing approach should accelerate adoption of cleaner diesel technologies and lead to measurable diesel emission reductions.
What outcome priorities did EPA emphasize for proposed projects?
The funding was explicitly tied to three priorities: (1) significant reductions in diesel emissions measured in tons of pollution, (2) reducing diesel exposure in communities, especially in areas designated by the Administrator as poor air quality areas, and (3) maximizing job preservation and creation consistent with ARRA recovery goals.
How were diesel emission reductions expected to be measured?
The synopsis stated that projects needed to deliver significant reductions in diesel emissions measured in tons of pollution. Specific calculation methods or reporting procedures were not provided in the synopsis and were expected to be detailed in the full announcement.
What did the program say about focusing on community exposure and poor air quality areas?
EPA emphasized reducing diesel exposure in communities, with particular attention to fleets operating in areas the Administrator designated as poor air quality areas. The synopsis framed this as a public health and environmental justice-related consideration, since diesel impacts often concentrate near freight corridors, ports, roadways, and industrial hubs.
How did job creation and job preservation factor into the program?
Applicants were expected to show how their approach would maximize job preservation and creation, aligning with ARRA's recovery goals. The synopsis linked employment impacts to activities such as vehicle upgrades, retrofits, financing program administration, and associated supply chains like manufacturing, installation, and service providers.
What was the funding instrument used for this opportunity?
The opportunity used a cooperative agreement. This indicated EPA anticipated substantial involvement with recipients during implementation compared to a more hands-off grant.
How much total funding was estimated to be available?
The total estimated funding amount was $30,000,000.
How many awards were expected?
The synopsis projected approximately 10 awards.
What was the expected award size range?
Individual awards were projected to range from a minimum of $3,000,000 up to a maximum of $30,000,000.
Was cost-sharing or matching required?
No cost-sharing or matching requirement was listed in the synopsis.
What federal program identifier was associated with this opportunity?
The opportunity fell under CFDA 66.039, the National Clean Diesel Emissions Reduction Program.
What laws or authorities were referenced as the funding basis?
The program combined funding authority from the American Recovery and Reinvestment Act of 2009 (ARRA) and the Energy Policy Act of 2005 (EPAct 2005).
Who was eligible to apply?
The eligible applicant category was listed broadly as "Others." The synopsis noted that exact eligibility details would be clarified in the full announcement (expected in Section III).
Where were the official application instructions and definitive due dates supposed to be found?
The synopsis stated that the full announcement would provide definitive submission instructions and due dates, particularly in Section IV. The synopsis also referenced that the full announcement was expected by March 17, 2009.
What were the key dates for this solicitation?
The posting date was March 6, 2009. The original closing date was April 27, 2009, later reflected as April 28, 2009. The archive date was May 28, 2009.
Why are there two different closing dates mentioned (April 27 and April 28, 2009)?
The synopsis included both dates, suggesting the closing date information was updated or reflected differently in listings. The synopsis emphasized that the full announcement would contain the definitive due date.
What did EPA mean by wanting projects that could "start fast"?
The synopsis described a recovery-era goal of moving quickly to achieve measurable diesel emission reductions and support jobs. While the synopsis did not define a specific start-by date or readiness threshold, it emphasized rapid deployment consistent with ARRA timelines.
Was the program focused on national, state, or local efforts?
It supported building or expanding innovative financing programs at the national, state, or local level.
What is the SmartWay Transport Partnership's role in this opportunity?
The program was managed under EPA's National Clean Diesel Campaign and the SmartWay Transport Partnership, indicating alignment with those EPA initiatives. The synopsis did not provide additional operational details beyond that management context.
Who was the listed contact for questions or for accessing the full announcement?
The contact listed was Annie Kee at the EPA. Phone: (202) 343-9218.
Is this opportunity still open?
No. The synopsis shows a 2009 solicitation with an archive date of May 28, 2009.
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