Opportunity Information: Apply for FTA 2011 026 TRI
Apply for FTA 2011 026 TRI
- The DOT/Federal Transit Administration in the transportation sector is offering a public funding opportunity titled "Hybrid Fuel California Transit Bus Technology Research" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.514 Public Transportation Research, Technical Assistance, and Training.
- This funding opportunity was created on Sep 22, 2011 and posted on Sep 22, 2011.
- Applicants must submit their applications by Oct 16, 2011. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- The funding agency has allocated a total of $241,065.00 to eligible and selected applicants.
- Each selected applicant is eligible to receive up to $241,065.00 in funding.
- The number of recipients for this funding is limited to 1 candidate(s).
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- City or township governments, County governments, Nonprofits having a 501(c)(3) status with the IRS, other than institutions of higher education, State governments
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Opportunity Summary:
The Hybrid Fuel California Transit Bus Technology Research opportunity (Funding Opportunity Number FTA 2011 026 TRI) was a discretionary Federal Transit Administration (FTA) research funding announcement under the U.S. Department of Transportation. Its purpose was to fund a real-world demonstration of small transit vehicles (defined specifically as less than 30 feet long) that use a hybrid propulsion system. The core idea was not just to test a concept in a lab, but to put these vehicles into revenue service, meaning they would operate in normal day-to-day transit operations where performance, reliability, maintenance needs, and operational impacts can be measured under realistic conditions.
The project was framed as both a technology development and an applied analysis effort. Proposals were expected to show how the demonstration would advance propulsion technology for small buses and produce usable findings for the transit industry. Because the funding was tied to legislative constraints, the project also had a geographic requirement: beyond serving national transit and environmental objectives, the work had to provide a clear benefit to the state of California specifically. In practice, that meant the demonstration, the impacts, and the lessons learned needed to be directly relevant to California transit agencies, California operating conditions, or California policy and deployment needs.
From a program goals standpoint, the opportunity aligned with one of FTA's strategic research goals: protecting the environment and promoting energy independence. Applicants were expected to address two connected objectives under that goal. First, proposals needed to support the development of technologies that improve energy efficiency and reduce emissions from transit vehicles. Second, proposals needed to identify and help overcome barriers that keep clean technologies from being adopted more widely. That could include operational barriers (like route suitability or charging/fueling logistics), maintenance and workforce issues, cost and procurement challenges, reliability concerns, or any other factor that slows adoption in real transit fleets. The expectation was that the project would not only demonstrate a hybrid small bus, but also generate evidence and practical guidance that makes it easier for agencies to adopt similar clean technologies in the future.
This was structured as a cooperative agreement rather than a simple grant, which typically indicates more active federal involvement in shaping deliverables, reporting, and project oversight. The announcement anticipated a single award, with an estimated total funding amount and maximum award ceiling of $241,065 (with no stated minimum award floor). Cost sharing or matching was required, so recipients were expected to contribute non-federal funds or eligible in-kind resources as part of the overall project budget.
Eligibility was limited to public entities, with the listing indicating eligible applicants such as state governments, county governments, city or township governments, and nonprofit organizations with 501(c)(3) status (excluding institutions of higher education). The funding was associated with CFDA 20.514, which covers public transportation research, technical assistance, and training. The opportunity was posted on September 22, 2011, and closed on October 16, 2011, with an archive date of November 15, 2011.
For applicants needing help accessing the full announcement, the contact identified was Gregory Rymarz, Program Manager in the Office of Mobility Innovation at the Federal Transit Administration.
Frequently Asked Questions (FAQs)
1. What is the Hybrid Fuel California Transit Bus Technology Research opportunity?
This opportunity was a discretionary Federal Transit Administration (FTA) research funding announcement under the U.S. Department of Transportation. It focused on funding a real-world demonstration of small transit buses using a hybrid propulsion system.
2. What is the Funding Opportunity Number (FON) for this announcement?
The Funding Opportunity Number was FTA 2011 026 TRI.
3. What type of project was this funding meant to support?
The funding was intended to support a real-world demonstration project, where small hybrid transit vehicles would be deployed and evaluated in normal transit operations rather than tested only in a lab or controlled setting.
4. What counts as a "small transit vehicle" under this opportunity?
For this announcement, small transit vehicles were defined specifically as vehicles less than 30 feet long.
5. What propulsion technology was the project focused on?
The project focus was on hybrid propulsion systems used in small transit buses.
6. What does it mean that vehicles must be placed into "revenue service"?
Revenue service means the vehicles would operate in normal, day-to-day transit service (regular routes and operations). This allows performance, reliability, maintenance needs, and operational impacts to be measured under realistic conditions.
7. What were the main goals of the demonstration?
The demonstration was intended to (1) advance propulsion technology for small buses and (2) produce usable findings for the transit industry based on real operational experience.
8. How did this opportunity align with FTA research priorities?
It aligned with an FTA strategic research goal focused on protecting the environment and promoting energy independence.
9. What specific objectives were applicants expected to address?
Applicants were expected to address two connected objectives: improving energy efficiency and reducing emissions from transit vehicles, and identifying plus helping overcome barriers that prevent clean technologies from wider adoption.
10. What kinds of adoption barriers was the project expected to examine?
The announcement contemplated barriers such as operational challenges (route suitability, fueling/charging logistics), maintenance and workforce issues, cost and procurement challenges, reliability concerns, and other factors that slow adoption in real transit fleets.
11. Why did the opportunity require a California-specific benefit?
Because the funding was tied to legislative constraints, the project needed to provide a clear benefit to the state of California. That meant the demonstration, impacts, and lessons learned had to be directly relevant to California transit agencies, operating conditions, or policy and deployment needs.
12. Was this a standard grant or a different funding instrument?
This was structured as a cooperative agreement, which typically indicates more active federal involvement in deliverables, reporting requirements, and project oversight than a simple grant.
13. How many awards were anticipated?
The announcement anticipated a single award.
14. What was the estimated total funding and the maximum award amount?
The estimated total funding amount and maximum award ceiling were $241,065.
15. Was there a minimum award amount stated?
No minimum award floor was stated.
16. Was cost sharing or matching required?
Yes. Cost sharing or matching was required, meaning the recipient was expected to contribute non-federal funds or eligible in-kind resources toward the overall project budget.
17. Who was eligible to apply?
Eligibility was limited to public entities. The listing indicated eligible applicants such as state governments, county governments, city or township governments, and nonprofit organizations with 501(c)(3) status (excluding institutions of higher education).
18. Were institutions of higher education eligible as applicants?
No. The eligibility description excluded institutions of higher education.
19. What CFDA program number was associated with this opportunity?
The opportunity was associated with CFDA 20.514, which covers public transportation research, technical assistance, and training.
20. When was the opportunity posted and when did it close?
The opportunity was posted on September 22, 2011, and closed on October 16, 2011.
21. When was the opportunity archived?
The archive date was November 15, 2011.
22. Who was the contact for questions or for accessing the full announcement?
The contact identified was Gregory Rymarz, Program Manager, Office of Mobility Innovation, Federal Transit Administration.
23. What kinds of results or outputs was the project expected to produce?
Based on the description, the project was expected to generate measurable real-world findings related to performance, reliability, maintenance needs, and operational impacts, along with practical insights that could help transit agencies adopt similar clean technologies more widely.
24. What was the larger policy or outcome focus beyond technology testing?
The project was positioned not only to demonstrate hybrid technology, but also to build evidence and practical guidance that reduces obstacles to broader deployment, supporting environmental protection and energy independence goals.
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