Opportunity Information: Apply for EPA OAR OTAQ 14 07
Apply for EPA OAR OTAQ 14 07
- The Environmental Protection Agency in the environment sector is offering a public funding opportunity titled "Projects to Improve Air Quality at Ports 2014 Diesel Emissions Reduction Act (DERA) Funding Opportunity" 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 Nov 19, 2014 and posted on Sep 18, 2014.
- Applicants must submit their applications by Dec 11, 2014 Please refer to the 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 $5,000,000.00 to eligible and selected applicants.
- Each selected applicant is eligible to receive up to $2,000,000.00 in funding.
- The number of recipients for this funding is limited to 5 candidate(s).
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Public port authorities or state and local government agencies with jurisdiction over transportation and air quality are eligible to apply for funding. See Section III of the announcement for additional eligibility information.
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Opportunity Summary:
The Environmental Protection Agency (EPA), through its Office of Transportation and Air Quality (OTAQ), offered this 2014 Diesel Emissions Reduction Act (DERA) funding opportunity to support projects that cut diesel pollution from port-related fleets and equipment. The focus is specifically on marine and inland water ports located in areas with poor air quality, where diesel exhaust from freight movement and cargo handling can create concentrated health and environmental impacts. Proposals were expected to show meaningful results in two main ways: measurable reductions in the total tons of diesel pollution emitted (such as particulate matter and nitrogen oxides) and reductions in human exposure to diesel emissions in and around port communities.
Funding was provided through a discretionary cooperative agreement, meaning EPA anticipated working closely with awardees on implementation and oversight rather than simply issuing a pass-through grant. The program fell under CFDA 66.039, the National Clean Diesel Emissions Reduction Program. EPA expected to make about five awards, with an estimated total funding amount of $5,000,000. Individual awards could be as large as $2,000,000, and the announcement indicated cost-sharing or matching was required, so applicants needed to contribute a portion of project costs from non-federal sources. The award floor was listed as $0, which typically signals that EPA did not guarantee a minimum size and that awards could vary depending on project scope, competitiveness, and available funds.
Eligible projects centered on proven diesel emission reduction strategies, generally limited to technologies and approaches that have been verified or certified under EPA or California programs. The announcement highlighted several allowable solution types: verified emission control technologies (for example, exhaust aftertreatment controls and engine upgrades), verified idle reduction technologies, certified engine repowers (replacing an older engine with a newer certified engine), and certified vehicle or equipment replacements. The notice also pointed applicants to a summary of important funding limits tied to each solution category (referenced as being on page 2 of the full announcement), which is common in DERA competitions where EPA sets maximum federal cost-share percentages and other constraints depending on whether the project is a retrofit, repower, or full replacement.
The equipment and vehicles targeted by this opportunity were the kinds most closely associated with port operations and goods movement. Examples included drayage trucks that shuttle containers to and from ports, marine engines, locomotives serving port rail connections, and a broad range of nonroad diesel cargo-handling equipment operating on terminals and near docks. The intent was to address the major diesel sources that often operate intensively in compact areas, contributing to localized air quality problems and disproportionate exposure for nearby workers and residents.
Eligibility to apply was limited to public port authorities and state or local government agencies that have jurisdiction over transportation or air quality. While private companies and nongovernmental organizations could not apply as the primary applicant, the EPA strongly encouraged partnerships. Community groups, terminal operators, shipping carriers, nonprofit organizations, and other businesses involved in port operations were explicitly invited to participate through collaboration with an eligible public-sector applicant. This structure was meant to ensure public accountability for federal funds while still enabling projects to be implemented on privately operated equipment and in complex multi-operator port environments.
Key administrative details included a posted date of September 18, 2014, with an application deadline of December 11, 2014, and an archive date of January 10, 2015. The funding opportunity number was EPA-OAR-OTAQ-14-07. Applicants were directed to the full announcement, particularly Section III for eligibility details and Section IV for submission requirements, methods, and due dates. For access issues or questions about the announcement, the listed contact was Tyler Cooley at (415) 972-3937.
Frequently Asked Questions (FAQs)
What is the purpose of this EPA funding opportunity?
This opportunity was offered by the U.S. Environmental Protection Agency (EPA) through its Office of Transportation and Air Quality (OTAQ) under the 2014 Diesel Emissions Reduction Act (DERA) program. It was intended to fund projects that reduce diesel pollution from port-related fleets and equipment, with an emphasis on achieving measurable emissions reductions (such as particulate matter and nitrogen oxides) and reducing human exposure to diesel exhaust in and around port communities.
Which ports were the focus of the program?
The competition focused on marine and inland water ports located in areas with poor air quality, where diesel emissions from freight movement and cargo handling can produce concentrated health and environmental impacts.
What results were proposals expected to demonstrate?
Proposals were expected to show meaningful results in two ways: (1) measurable reductions in the total tons of diesel pollution emitted (including pollutants like particulate matter and nitrogen oxides), and (2) reductions in human exposure to diesel emissions in and around port communities.
What kind of award instrument was used (grant vs. cooperative agreement)?
Funding was provided through a discretionary cooperative agreement. This means EPA anticipated substantial involvement with awardees on implementation and oversight, rather than issuing a pass-through grant with limited federal engagement.
What program and CFDA number does this opportunity fall under?
This opportunity fell under CFDA 66.039, the National Clean Diesel Emissions Reduction Program.
How much total funding did EPA expect to award, and how many awards were anticipated?
EPA expected to make about five awards, with an estimated total funding amount of $5,000,000.
What was the maximum award size?
Individual awards could be as large as $2,000,000.
Was there a minimum award amount?
The award floor was listed as $0. This typically indicates there was no guaranteed minimum award size and that award amounts could vary based on project scope, competitiveness, and available funds.
Was cost-sharing or matching required?
Yes. The announcement indicated that cost-sharing or matching was required, meaning applicants needed to contribute a portion of total project costs from non-federal sources.
What types of diesel emission reduction strategies were eligible?
Eligible projects centered on proven diesel emission reduction strategies, generally limited to technologies and approaches verified or certified under EPA or California programs. The announcement highlighted these allowable solution types: verified emission control technologies (such as exhaust aftertreatment controls and engine upgrades), verified idle reduction technologies, certified engine repowers (replacing an older engine with a newer certified engine), and certified vehicle or equipment replacements.
Are there limits on how much federal funding can be used for different solution types?
Yes. The announcement referenced a summary of important funding limits by solution category (noted as being on page 2 of the full announcement). This is consistent with DERA competitions where EPA may set maximum federal cost-share percentages and related constraints depending on whether a project is a retrofit, repower, or replacement.
What types of vehicles and equipment were targeted?
The opportunity targeted equipment and vehicles closely associated with port operations and goods movement. Examples included drayage trucks, marine engines, locomotives serving port rail connections, and nonroad diesel cargo-handling equipment operating on terminals and near docks.
Why is the program focused on port-related diesel sources?
Port-related diesel sources often operate intensively in compact areas, which can worsen localized air quality and increase exposure for nearby workers and residents. The program aimed to address major diesel sources in these environments to reduce both emissions and community exposure.
Who was eligible to apply as the primary applicant?
Eligibility to apply was limited to public port authorities and state or local government agencies with jurisdiction over transportation or air quality.
Can private companies or nonprofit organizations apply directly?
No. Private companies and nongovernmental organizations could not apply as the primary applicant under this opportunity. However, EPA strongly encouraged partnerships, and these entities could participate through collaboration with an eligible public-sector applicant.
What types of partners were encouraged to participate?
The opportunity explicitly encouraged participation from community groups, terminal operators, shipping carriers, nonprofit organizations, and other businesses involved in port operations, as long as the project was led by an eligible public-sector applicant.
What was the funding opportunity number?
The funding opportunity number was EPA-OAR-OTAQ-14-07.
What were the key dates for this opportunity?
The posted date was September 18, 2014. The application deadline was December 11, 2014. The archive date was January 10, 2015.
Where in the full announcement should applicants look for eligibility and submission details?
Applicants were directed to the full announcement, particularly Section III for eligibility information and Section IV for submission requirements, methods, and due dates.
Who was the contact person for questions or access issues?
The listed contact was Tyler Cooley at (415) 972-3937.
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