Technical Assistance & Standards Development - 5314(a)

Provides funding for technical assistance programs and activities that improve the management and delivery of public transportation and development of the transit industry workforce.

Rural Transportation Assistance Program - 5311(b)(3)

Program Overview

The Rural Transit Assistance Program (49 U.S.C. 5311(b)(3)) provides a source of funding to assist in the design and implementation of training and technical assistance projects and other support services tailored to meet the needs of transit operators in nonurbanized areas.

Eligible Recipients

States, local governments, and providers of rural transit services.

Eligible Activities

States may use RTAP funds to support nonurbanized transit activities in four categories:  training, technical assistance, research, and related support services.

The State should develop State RTAP activities through a process that provides maximum opportunity for the participation of rural transit operators, both public and private, in identifying and establishing priority areas of need for transportation research, technical assistance, training, and related support services in other than urbanized areas.

Statutory Reference

49 U.S.C. 5311(b)(3)

Funding Availability

Funds are available the year appropriated plus two years (total of three years).

Allocation of Funding

The State RTAP program is allocated  to the states based on an administrative formula. The RTAP formula first allocates $65,000 to each of the states and Puerto Rico, and $10,000 to the Insular Areas of Guam, American Samoa, and Northern Marianas, and then distributes the balance according to nonurbanized population of the states. The national component is competitively selected every five years and is  funded under a competitive cooperative agreement.

Match

There is no Federal requirement for a local match.

Grants for Buses and Bus Facilities Formula Program - 5339(a)

What's New

• FTA is seeking input on proposed updates to the Rural Areas Formula Grant Programs Guidance (9040.1) Circular, which updates FTA guidance regarding grants under the Formula Grants for Rural Areas (Section 5311), the Grants for Buses and Bus Facilities (Section 5339(a)), and the Tribal Transit programs.
  • FTA published a notice summarizing the proposed circular updates in the Federal Register, with comments due by June 3, 2024.

Provides funding to states and transit agencies through a statutory formula to replace, rehabilitate and purchase buses and related equipment and to construct bus-related facilities. In addition to the formula allocation, the Grants for Buses and Bus Facilities program (49 U.S.C. 5339) includes two competitive components: the Bus and Bus Facilities Competitive Program and the Low or No Emissions Bus Vehicle Program. Please see the program fact sheet for additional information.

Eligible Recipients

Eligible Recipients include designated recipients that operate fixed route bus service or that allocate funding to fixed route bus operators; and State or local governmental entities that operate fixed route bus service that are eligible to receive direct grants under 5307 and 5311.

Subrecipients: An eligible recipient that receives a grant under the formula or competitive programs may allocate amounts from the grant to subrecipients that are public agencies or private nonprofit organizations engaged in public transportation.

Eligible Activities

Capital projects to replace, rehabilitate and purchase buses, vans, and related equipment, and to construct bus-related facilities, including technological changes or innovations to modify low or no emission vehicles or facilities.

Statutory References

49 U.S.C. Section 5339 / FAST Act Section 3017

Capital Investment Grants - 5309

This FTA discretionary grant program funds transit capital investments, including heavy rail, commuter rail, light rail, streetcars and bus rapid transit. Federal transit law requires transit agencies seeking CIG funding to complete a series of steps over several years.  

For New Starts and Core Capacity projects, the law requires completion of two phases in advance of receipt of a construction grant agreement – Project Development and Engineering. For Small Starts projects, the law requires completion of one phase in advance of receipt of a construction grant agreement – Project Development.  The law also requires projects to be rated by FTA at various points in the process according to statutory criteria evaluating project justification and local financial commitment. 

To learn more, see our Capital Investment Grants (CIG) landing page. For more information about the CIG process and the evaluation criteria, see FTA’s Policy Guidance.

Low and No-Emission Component Assessment Program (LoNo-CAP)

FY2016 Selections

In January 2017, FTA announced the selection of The Ohio State University and Auburn University to receive research funds under the Fiscal Year 2016 LoNo-CAP funding opportunity.

FY2016 Program Background

On September 29, 2016, FTA announced the opportunity for eligible institutions of higher education to apply for funding to conduct testing, evaluation, and analysis of low or no emission (LoNo) components intended for use in LoNo transit buses used to provide public transportation. The deadline for applications was November 28, 2016.

• The supplemental form was updated to allow printing 
• See the LoNo-CAP application FAQs

Overview

Since 2014, FTA has provided over $100 million in competitive funds to support the introduction of low- and no-emission (LoNo) transit buses into transit system fleets. LoNo-CAP will directly support the mission of FTA’s ongoing Low-No programs by providing unbiased assessments of LoNo components used in transit buses, publishing the assessments online, and summarizing them in an annual report to Congress. LoNo component assessments will document -- at a minimum -- the maintainability, reliability, performance, structural integrity, efficiency, and noise of the tested components.

LoNo-CAP differs from the Bus Testing Program (Section 5318) in that LoNo-CAP testing is voluntary; it will only test components, and it will not assign passing or failing scores.  The LoNo component testing performed under LoNo-CAP complements the Section 5318 Bus Testing Program, under which FTA will continue to test complete buses as a condition of eligibility for FTA grant funding.

For the purpose of LoNo-CAP, the term “low or no emission component” means an item that is separately installed in and removable from a low or no emission transit bus.  The components to be tested under LoNo-CAP should enable or significantly support low or zero emissions transit bus operation.

Objectives

FTA’s goals for LoNo-CAP are to:

• Provide unbiased assessments of low- or no-emission vehicle components, documenting (at a minimum) the maintainability, reliability, performance, structural integrity, efficiency, and noise of the tested components
• Increase the quality and lower the overall cost of low- or no-emission vehicle components
• Expand the supply chain for low or no emission vehicle components
• Increase the deployment of the cleanest and most energy-efficient transit buses into transit agency fleets
• Advance the development of materials, technologies, and safer designs
• Support the development of applicable standards, protocols, and best practices
• Reduce the risk to Transit Vehicle Manufacturers of using low- or no-emission vehicle components from unfamiliar manufacturers
• Complement, not replace, the testing of complete transit buses performed under FTA's Bus Testing Program (Section 5318)
• Complement, not replace, existing federal government testing (e.g., Environmental Protection Agency testing of engine emissions, National Highway Traffic Safety Administration testing of crash safety, etc.)
• Continue FTA’s legacy of supporting the transit industry in the introduction of advanced technologies to reduce the energy consumption and emissions of transit buses

Eligible Activities

Eligible activities under LoNo-CAP include testing and assessing voluntarily submitted Low-No components for transit buses, publishing the results of these LoNo component assessments, and preparing an annual report to Congress summarizing the results of the component assessments.

Eligible Recipients

As specified in Section 5312(h), FTA will consider proposals only from “institutions of higher education” as defined in section 102 of the Higher Education Act of 1965 (20 U.S.C. 1002).  Eligible institution(s) of higher education must have capacity to carry out transportation-related advanced component testing and evaluation, with laboratories capable of testing and evaluation, and direct access to or a partnership with a testing facility capable of emulating real-world circumstances in order to test low or no emission components. The facility operated and maintained under FTA's Bus Testing Program (Section 5318) is specifically excluded from eligibility for LoNo-CAP.

Once competitively selected, the selected institution(s) will not need to re-compete for the duration of the FAST Act authorization – through Fiscal Year 2020 (FY20).

Statutory References

49 U.S.C. 5312(h)

Allocation of Funding

$3 million in FY16. $3 million per year in FY17-FY20, subject to future appropriations, up to $15 million total.

Match

Traditional cost-sharing or matching is not required for awards resulting from this funding opportunity. Pursuant to Section 5312(h), FTA will pay 50 percent of the established testing fee of low- or no-emission transit bus components, up to a maximum of $3 million per year for each of FY2016 through FY2020.  The remainder of the testing cost will be recovered from fees collected from the entities having the tests performed.

For questions or comments, please contact:

Samuel Yimer
Samuel.Yimer@dot.gov
202-366-1321

Transit Cooperative Research Program - 5312(i)

Program Overview

The Transit Cooperative Research Program (49 U.S.C. 5313; TCRP) is an applied, contract research program that develops near-term, practical solutions to problems facing transit agencies. TCRP, promotes operating effectiveness and efficiency in the public transportation industry by conducting research designed to solve operational problems, adopt useful technologies from related industries and introduce innovation that provides better customer service. The industry-driven program serves as one of the principal means by which the transit industry can develop innovative short-term solutions to meet demands placed on it.

TCRP products, such as transit security guidelines, new transit paradigms, transit industry best practices, exploratory idea transit practice and testing prototypes, and new planning and management tools, as well as, rail and bus certification programs, all help develop and equip a quality transit workforce to meet new challenges and opportunities.

• The Transportation Research Board (TRB), which administers the TCRP, maintains an electronic database of all TCRP publications and project descriptions. 
• TCRP reports are available online at the TCRP Dissemination website maintained by the American Public Transportation Association.

TCRP is sponsored by FTA and carried out under a three-way agreement among the National Academy of Sciences, acting through the Transportation Research Board; the Transit Development Corporation, Inc., the educational and research component of the American Public Transportation Association; and FTA. Funds for projects are allocated by transit industry consensus through TRB.

Research problem statements are solicited annually from the transit community. TRB publishes competitive contracts for research and synthesis studies of current best practices. The TCRP Oversight and Project Selection (TOPS) Committee selects the highest priority problems to be addressed and designates funds for conducting the research.

The TCRP focuses on research that is consistent with, and supportive of, FTA’s strategic research goals and policy initiatives.  The research fields for TCRP consist of planning, service configuration, equipment, facilities, operations, human resources, maintenance, policy, and administrative practices.

Statutory References

49 U.S.C. Section 5312(i)

Funding Availability

Funds are allocated on an annual basis.

Allocation of Funding

Funds for this program are congressionally mandated.

Match

There is no matching requirement.

Other Program Highlights

Each project selected by the TOPS Committee for funding is assigned to a technical panel that provides technical guidance and counsel throughout the life of the project. Panels include experienced practitioners and research specialists, with emphasis placed on including members representing the intended consumers of the research product. The panels prepare project statements and select contractors based on evaluation of the proposals received.

The program, Ideas Deserving Exploratory Analysis (IDEA), is steered by the TCRP J-4 panel of transit industry professionals that support FTA strategic priorities and initiatives. Proposals are selected competitively. The IDEA proposals differ from other project proposals because these projects can be funded to develop and test the feasibility of new and innovative concepts and methods for advancing transit.  

There program entitled "Legal Studies" is conducted by the J-5 panel comprised of professional transit attorneys.  Proposals are selected competitively. Ideas for study topics can be submitted by anyone.  The Legal Studies Program is focused on legal issues relevant to the transit industry and intended to provide transit attorneys with authoritative, well-research, specific information. The TCRP Legal Research Digest series reports produced from this program focuses on legal issues and problems having national significance to the transit industry. 

State of Good Repair Grants - 5337

Program Overview

The formula component of the State of Good Repair Grants Program (49 U.S.C. 5337) provides capital assistance for maintenance, replacement, and rehabilitation projects of high-intensity fixed guideway and motorbus systems to help transit agencies maintain assets in a state of good repair in urbanized areas. Additionally, State of Good Repair formula grants are eligible for developing and implementing Transit Asset Management plans. An urbanized area is one that has been defined and designated by the U.S. Department of Commerce, Bureau of the Census, as an 'Urban Area' with a population of 50,000 or more.

In addition to the formula allocation, the State of Good Repair program (49 U.S.C. 5337) includes the competitive Rail Vehicle Replacement Grant Program. Please see the competitive program website for more information.

Apportionments

• FY 2023: $4,183,665,069 
• FY 2022: $4,111,504,865 
• FY 2021: $2,709,868,484 
• FY 2020: $2,656,960,385 
• FY 2019: $2,872,353,190 
• FY 2018: $2,963,766,522 
• FY 2017: $2,524,173,300 
• FY 2016: $2,481,930,000 
• FY 2015: $2,150,118,711 

Eligible Recipients

Funding for urbanized areas with a population of 200,000 or more is made available to designated recipients that are public bodies with the legal authority to receive and dispense federal funds. For urbanized areas with a population of 200,000 or more, governors, responsible local officials, and providers of publicly owned public transportation service select a designated recipient to receive and apportion funds to eligible projects and recipients within the urbanized area.

Funding for urbanized areas with a population of between 50,000 and 199,999 is made available to a State's or territory's governor or governor's designee. For urbanized areas with a population of less than 200,000, the governor or governor's designee is responsible for receiving and apportioning funds to eligible projects and recipients.

Eligible recipients are states, local government authorities, or other public entities in urbanized areas with fixed guideway and/or high-intensity motorbus systems in revenue service for at least seven full federal fiscal years prior to the beginning of the federal fiscal year of the apportionment.

Eligible Activities

State of Good Repair Grants funds are available for capital projects that maintain a fixed guideway or a high-intensity motorbus system in a state of good repair, including projects to replace, rebuild, maintain, and rehabilitate:

• rolling stock
• track
• line equipment and structures
• signals and communications
• power equipment and substations
• passenger stations and terminals
• security equipment and systems
• maintenance facilities and equipment; and
• operational support equipment, including computer hardware and software.

Funds may also be used to develop and implement transit asset management plans.

Statutory References

49 U.S.C. 5337

Funding Availability

Funds are available for obligation for four fiscal years. This includes the fiscal year in which the amount is made available or appropriated plus three additional years.

Allocation of Funding

Funding is apportioned based on statutory formulas. The funds allocated to the UZAs for high-intensity fixed-guideway systems are based on fixed-guideway vehicle revenue miles and directional route miles reported to the National Transit Database (NTD) and what the UZA would have received in the FY 2011 fixed-guideway modernization formula using the current definition of fixed guideway. High-intensity motorbus funds are allocated to UZAs based on high-intensity vehicle revenue miles and directional route miles reported to the NTD.

Match

The federal share for eligible capital expenses is not to exceed 80 percent of the net project cost.

Better Utilizing Investments to Leverage Development (BUILD) Transportation Grants Program (formerly TIGER)

U.S. DOT’s Better Utilizing Investments to Leverage Development (BUILD) Transportation Discretionary Grants program funds investments in transportation infrastructure, including transit. BUILD Transportation grants replace the Transportation Investment Generating Economic Recovery (TIGER) grant program. Learn more about FY 2018 BUILD Transportation grants.

FTA acts as the administering modal agency for BUILD projects that directly impact public transportation. FTA helps to ensure that recipients have the technical assistance and support necessary to successfully complete their projects throughout the development and implementation process.

Previously,  the TIGER program funded eight rounds of transportation-focused, economic-generating projects in communities across the country. Between 2009 and 2017, the TIGER grant program provided $5.1 billion to 421 projects in all 50 states, the District of Columbia, Puerto Rico, Guam, the Virgin Islands, and tribal communities. See grant agreement information, including required exhibits.

Zero Emission Research Opportunity (ZERO)

On November 22, 2016, FTA announced the opportunity for nonprofit organizations to apply for funding to conduct research, demonstrations, testing, and evaluation of zero emission and related technology for public transportation applications. The deadline for applications is February 21, 2017. Questions? See our ZERO Program FAQs.

Overview

Since 2008, FTA has provided more than $150 million to support the research, development and deployment of cleaner, more efficient public transit vehicles. FTA's Low and No Emission (Low-No) Vehicle Deployment Program has proven the interest of transit agencies to procure and operate innovative and efficient models, including battery electric and hydrogen fuel cell buses. The purpose of ZERO is to support the industry as it examines the potential of larger fleets and improved vehicles.  

In implementing ZERO, FTA will use a cooperative research model similar to FTA’s successful National Fuel Cell Bus Program. Under this model, research and demonstration projects are defined and conducted by pre-selected non-profit consortia that, under FTA direction, assemble and manage project teams. Teams, comprised of transit agencies, vendors, suppliers, and others, will introduce an enhanced level of research management, program continuity, and flexibility to federally funded transit research. Through ZERO, FTA seeks to create a research environment that results in greater industry involvement and more innovative and successful projects.

FTA intends to enter into cooperative agreements with up to three nonprofit consortia. Eligibility for future ZERO funding opportunities in fiscal years 2017-2020 will be limited to those nonprofit consortia selected under the initial fiscal year 2017 notice. Potential research partners such as transit agencies, other nonprofits, vendors, suppliers and systems integrators may work with multiple consortia.

Objective

FTA’s objective for ZERO is to work with the public transportation industry to solve challenges, increase efficiency, and reduce the costs and risks of deploying zero-emission vehicles in transit service.

Eligible Activities

Eligible activities and projects include research, innovation and development, demonstration, deployment, and evaluation. These areas are defined under 49 U.S.C. Section 5312(c), (d), and (e). Projects will build on successful research, innovation, and development to facilitate the deployment of low- or no-emission vehicles, zero-emission vehicles, or associated advanced technology.

Eligible Recipients

Eligible applicants and recipients under this program are limited to nonprofit organizations leading a consortium of entities. All consortia must include at least one provider of public transportation. The following entities may be part of a consortium:

• Departments, agencies, and instrumentalities of the Federal Government, including federal laboratories;
• State and local governmental entities;
• Providers of public transportation;
• Private or nonprofit organizations;
• Institutions of higher education; and
• Technical and community colleges.

If future funding becomes available, the selected nonprofit organization(s) will have the opportunity to compete for future project funding for the duration of the FAST Act authorization – through fiscal year 2020. 

Statutory References

49 U.S.C. 5312

Allocation of Funding

$2.75 million initially. Additional funding may be provided in FY17-FY20, subject to appropriations  and FTA discretion.

Match

Local match (or share) is required.  FTA share may not exceed 80 percent of project costs.

Metropolitan & Statewide Planning and NonMetropolitan Transportation Planning - 5303, 5304, 5305

Provides funding and procedural requirements [23 CFR part 450] for multimodal transportation planning in metropolitan areas and states. Metropolitan and statewide transportation planning processes adhere to a cooperative, continuous and comprehensive framework for the development of long-range plans and short-range programs reflecting transportation investment priorities. 

Eligible Recipients

State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs). Federal planning funds are first apportioned to State DOTs. State DOTs then allocate planning funding to MPOs.

Eligible Activities

FTA’s Metropolitan Planning Program and State Planning and Research Program funds are available for transportation planning activities that:

• support the economic vitality of the states, metropolitan areas, and nonmetropolitan areas, especially by enabling global competitiveness, productivity, and efficiency;
• increase the safety and security of the transportation system for motorized and nonmotorized users;
• increase the accessibility and mobility of people and freight;
• protect and enhance the environment, promote energy conservation, improve quality of life, and promote consistency between transportation improvements and state and local planned growth, housing, and economic development patterns;
• enhance the integration and connectivity of the transportation system across and between modes for people and freight;
• promote efficient system management and operations;
• emphasize the preservation of the existing transportation system; and
• improve the resiliency and reliability of the transportation system. 

Major new fixed guideway projects, or extensions to existing systems seeking funding through FTA’s discretionary Capital Investment Grants program typically receive these funds through a construction grant agreement that defines the scope of the project and specifies the total multi-year federal commitment to the project. 

Statutory References

• 49 USC §5303 – Metropolitan Planning
• 49 USC §5304 – Statewide Planning
• 49 USC §5305 – Planning Programs

Funding Availability

Funds are available for four years.

Allocation of Funding

Funds are apportioned to states by a formula that includes each state’s urbanized area population in proportion to the total urbanized area population for the nation, as well as other factors. States can receive no less than .5 percent of the amount apportioned. These funds, in turn, are sub-allocated by states to MPOs by a formula that considers each MPO’s urbanized area population, planning needs and a minimum distribution.

Match

Generally, the federal share is not to exceed 80% of the cost of the projects funded under the program. The Infrastructure Investment and Jobs Act  amended 49 U.S.C. 5305(f) to allow a federal share of up to 100 percent for eligible planning activities that help communities with lower population densities or lower average incomes, compared to surrounding areas, expand access to public transportation.