Filing Date:

Varies; contact the state agency in charge of administering the program.

Eligibility:

State and local government agencies, including transit agencies.

Description:

A “fixed guideway” refers to any transit service that uses exclusive or controlled rights‐of‐way or rails, entirely or in part. The term includes heavy rail,commuter rail, light rail, monorail, and trolleybus.

Eligible purposes include new and expanded rail,bus rapid transit and ferry systems that reflect local priorities to improve transportation options in key corridors. Project sponsors must undergo a multi-step (including environmental review, preliminary engineering/final design, etc), multi-year process to be eligible for this program. Project sponsors must submit “Before and After Studies” to the FTA.

Under MAP-21, this program has been altered to include new “core capacity projects.” These eligible projects are expected to expand capacity by at least 10% in existing fixed-guideway transit corridors that are already at or above capacity today, or are expected to be at or above capacity within five years. Although funding can be used to expand system platforms, it cannot be spent on general station facilities or parking.

Fixed-guideway grants might be especially helpful for intercity passenger rail stations that also serve a commuter rail line.

For example, Rail and Fixed Guideway Modernization Grants totaling $11.5 million were used by the Tri‐County Commuter Rail Authority (Tri‐Rail) of South Florida in the late 1990s and 2000s to significantly enhance the service reliability of commuter rail in the rail corridor owned by the Florida Department of Transportation (FDOT). Tri‐Rail constructed a second mainline track, rehabilitated the signal system, and provided station and parking improvements.

Phase II of the eleven phase double track corridor improvement project was completed in 1998 and included a 1.5 mile line extension terminating at Miami International Airport. This line will become an integral part of the new Miami Intermodal Center which is to open in 2013. The intermodal center will serve Tri-Rail, Metrorail, and Amtrak, as well as local, regional, and intercity bus services. For more information, see the Tri-County Commuter Rail Project  and the Miami Central Station Project.

Financing:

Distribution follows the model of 80 percent federal, 20 percent local. Small Starts projects must have a total net capital cost of less than $250 million and seek a federal share of less than $75 million. Funds generally must be used within four years of the initial date of disbursement.

Appropriation:

$1.9 billion (FY 2013)
$1.9 billion (FY 2014)

Filing Date:

Varies; contact the state agency in charge of administering the program.

Eligibility:

Funds are generally distributed to designated recipients and states that operate or allocate funding to fixed-route bus operators. Sub-recipients may include: public agencies or private non-profit organizations engaged in public transportation, including those providing services open to a segment of the general public, as defined by age, disability, or low income.

Description:

Funding may be used for capital projects to replace, rehabilitate and purchase buses, vans and related equipment, and to construct bus-related facilities. Bus and rail passengers often share intermodal centers, and thus funds under this grant program would benefit a wide array of users.

For example, in FY 2008, the El Garces intermodal center project in Needles, California received a $434,720 allocation from the Bus and Bus Facility program. When completed, the intermodal center will accommodate passenger facilities for local bus services and Amtrak. The transportation facility is one component of a larger project to rehabilitate and reopen the historic El Garces—a former Harvey House—as a functioning hotel that will also accommodate conference space, a fine dining establishment and a California visitors’ center.

Financing:

Funds are distributed in two stages: $65.5 million will be allocated to the states, with each state receiving $1.25 million (territories receive $500,000). The remaining funds are allocated according to a formula that takes into account population, vehicle revenue miles and passenger miles. Distribution of funds follows the model of 80 percent federal, 20 percent local. Funds are eligible to be transferred by the state to supplement urban and rural formula grant programs (5307 and 5311, respectively).

Appropriation:

$422 million (FY 2013)
$428 million (FY 2014)

Filing Date:

Varies; contact your state DOT for more information.

Eligibility:

FTA apportions funds to designated recipients, which then sub-allocate funds to state and local governmental authorities, including public transportation providers.

Description:

This program provides grants to Urbanized Areas (UZA—an area with a population of at least 50,000) for core investments to enhance and revitalize public transportation systems in the nation’s urbanized areas for improved mobility and reduced congestion. Eligible activities include capital projects and transportation related planning, among others.

These grants may also be used to finance the operating cost of equipment and facilities for use in public transportation, excluding rail fixed guideway (amount that can be used for operating costs is determined by the number of buses (100 maximum) operated in fixed route service during peak hours).

This grant option might be especially useful in areas where intercity passenger rail and local/regional buses or other transportation services operate out of an intermodal facility and therefore share common areas such as passenger waiting rooms.

For example, the Long Island Railroad’s Seaford Station underwent a $14 million renovation and new construction project in 2008-2009 to repair the platform level waiting room, elevator, escalator, stairs, and lighting. The Metropolitan Transportation Authority received $2.4 million in Section 5307 (under SAFETEA-LU) grants to replace the 12 car long concrete platforms.

Financing:

The funding formula is determined according to population and other considerations. For areas of 50,000-199,999 in population, the formula factors in population, population density and the number of low-income individuals. For areas with populations of 200,000 and more, the formula is based on a combination of bus revenue vehicle miles, bus passenger miles, fixed guideway revenue vehicle miles and fixed guideway route miles, as well as population and population density and the number of low-income individuals.

For capital assistance, the federal share may be up to 80 percent of total costs; for operating, the federal share is up to 50 percent. In addition, funding provided by other government agencies or departments may be used as a local match.

Appropriation:

$4.5 billion (FY 2012)
$4.4 billion (FY 2013)
$4.5 billion (FY 2014)

Filing Date:

Varies; contact the state agency in charge of administering the program.

Eligibility:

Funds are distributed to the states and Indian tribes. Sub-recipients include state or local government authorities, non-profit organizations, and operators of public transportation or intercity bus service that receive funds indirectly through a recipient.

Description:

Grants support public transportation in rural areas with populations less than 50,000. They may be used for planning (provided that a Sec. 5311 grant is awarded in addition to funding awarded to a state under Sec. 5305 for planning activities that are directed specifically at the needs of rural areas in the state); public transportation capital projects; operating costs of equipment and facilities for use in public transportation and the acquisition of public transportation services, including service agreements with private providers of public transportation service. Fifteen percent of funds are set aside for intercity bus service, which could possibly be put towards Amtrak Thruway service.

Each recipient must submit an annual report to the FTA containing information on capital investment, operations and service provided with the Sec. 5311 funds.

For example, if a rural bus route serves an intermodal center shared with intercity passenger rail service, Sec. 5311 funds might be used to improve the waiting area or other common areas of the facility.

Financing:

The maximum federal share for operating assistance is 50 percent of the net operating costs, while for capital projects the federal shares rises to 80 percent. According to the rural formulas, 83.15 percent of funds are apportioned based on land area and population in rural areas; the remainder is apportioned based on land area, revenue-vehicle miles, and low-income individuals in rural areas.

Appropriation:

$538 million (FY 2013)
$546 million (FY 2014)

Filing Date:

Varies; contact the state agency in charge of administering the program.

Eligibility:

State Departments of Transportation and Metropolitan Planning Organizations (MPOs).

Description:

Funds are available for various comprehensive planning activities that encourage and promote the safe and efficient management, operation and development of transportation systems that serve the mobility needs of people and foster economic growth and development while minimizing fuel consumption and air pollution through metropolitan and statewide transportation planning.

To achieve these stated goals, states and MPOs (established in urban areas with a population greater than 50,000) should develop long-range transportation plans and transportation improvement programs (TIPs) through a performance-driven, outcome-based approach to planning.

Among other considerations, the planning process will support the economic vitality of the metropolitan area, increase the accessibility and mobility of people, enhance the integration and connectivity of the transportation system, across and between modes, and emphasize the preservation of the existing transportation system.

The plans and TIPs for each metropolitan area should provide for the development and integrated management and operation of intermodal transportation systems for the metropolitan planning area. When drafting a plan or TIP, grant recipients should consider all modes of transportation.

For example, a state or metropolitan area contemplating expansion of or improvements to a multi-jurisdictional transportation system might consider the upgrading of passenger rail or intermodal facilities to provide safe and secure waiting areas for passengers and ensure ADA compliance. No transportation project can move forward or be eligible for other grants without a solid plan that charts out development over the long-term. The transportation planning process also encourages communities to come together to consider the steps needed to collectively strengthen the regional transportation network with an emphasis on intermodalism.

Financing:

Federal funds are first apportioned to the state departments of transportation which in turn allocate planning funding to the metropolitan planning organizations. The federal share is not to exceed 80 percent of the cost of the projects funded under the program, therefore requiring at minimum a 20 percent local match.

Appropriation:

$127 million (FY 2013)
$129 million (FY 2014)

Transit-Oriented Development Planning Pilot (MAP-21 Sec. 20005(b))

Under Section 5303, MAP-21 introduces a pilot program for Transit-Oriented Development (TOD) planning around new fixed guideway or core capacity projects (detailed in Sec. 5309—SEE ABOVE).

Recipients for the pilot TOD grants include state or local governmental authorities. Grants will be awarded to assist in financing comprehensive planning associated with an eligible project.

Eligible projects must:

• Enhance economic development, ridership, and other goals established during the project development and engineering processes
  
• Facilitate multimodal connectivity and accessibility
  
• Increase access to transit hubs for pedestrian and bicycle traffic
  
• Enable mixed-use development
  
• Identify infrastructure needs associated with the eligible project
  
• Include private sector participation

Applicants must identify:

• Proposed project
  
• Schedule and process for the development of a comprehensive plan
  
• Description of how the eligible project and the proposed comprehensive plan advance the work of the Metropolitan Planning Organization
  
• Proposed performance criteria for the development and implementation of the comprehensive plan

The applicant should also identify partners; availability of and authority for funding; and potential impediments to the implementation of the comprehensive plan.

For example, a project to increase core capacity might include double tracking, signaling improvements and the renovation of platforms at an existing station. Grants from this pilot program could be used to plan for the redevelopment of vacant or underused parcels immediately adjacent to the station. New mixed-use properties might attract residents interested in having multiple transportation modes and commercial activities in one convenient location.

This pilot program is funded at $10 million for both FY 2013 and FY 2014.

Filing Date:

Varies; contact your state DOT for more information.

Eligibility:

States and governmental authorities, including public transportation agencies.

Description:

These grants help states and public transportation systems pay for protecting, repairing, and/or replacing equipment and facilities that may suffer or have suffered serious damage as a result of an emergency, including natural disasters such as floods, hurricanes and tornadoes (the region affected by the emergency must officially be declared a disaster area by the governor and President). The program also improves coordination between U.S. DOT and the Department of Homeland Security (DHS) to expedite assistance to public transit providers in times of disasters and emergencies.

Eligible uses include capital projects to protect, repair, reconstruct, or replace equipment and facilities of a public transportation system. Grants can also be used to cover operating costs related to evacuation, rescue operations, temporary public transportation service; or reestablishing, expanding or relocating public transportation route service before, during, or after an emergency. Grants are only for expenses that are not reimbursed by the Federal Emergency Management Agency (FEMA).

For example, this grant would be useful in the case of a natural disaster during which an intermodal center shared by intercity passenger rail, commuter rail, bus services, or other modes of transportation is damaged and in need of immediate repair.

Financing:

The federal share for capital and operating costs is 80%, with a 20% non-federal share, although the FTA may waive the local match. Operating costs are eligible for one year beginning on the date of declaration or for two years if there is a compelling need.

Appropriation:

Appropriated by Congress as necessary.

Filing Date:

Varies; contact your state DOT for more information.

Eligibility:

State and local government authorities in urbanized areas with fixed guideway public transportation facilities operating for at least 7 years.

Description:

Dedicated to repairing and upgrading the nation’s rail transit systems along with high-intensity motor bus systems that use high-occupancy vehicle lanes, including bus rapid transit (BRT), this formula-based grant program reflects a commitment to ensuring that public transit operates safely, efficiently, reliably, and sustainably so that communities can offer balanced transportation choices that help to improve mobility, reduce congestion, and encourage economic development.

Eligible activities include capital projects to maintain a system in a state of good repair such as projects to replace 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.

Projects are limited to replacement and rehabilitation or capital projects required to maintain public transportation systems in a state of good repair. They must also be included in a Transit Asset Management plan.

For example, this grant could be used to rehabilitate or expand an intermodal center shared by public transit and intercity passenger rail. Intermodal centers maximize the use of space since common areas are shared by all users; internal improvements to the building could help smooth passenger flow and transfers between modes. Bus bays and bus lanes around the facility might be realigned to allow for better circulation and reduced traffic congestion. A refurbished intermodal center might also include commercial space or the center could act as an anchor for new mixed-use development.

Under the predecessor 2011 State of Good Repair Bus and Bus Facilities Program, the Chelan/Douglas Public Transportation Benefit Area won $140,000 for repairs to the HVAC system and the roof of Columbia Station in Wenatchee, Wash. The building serves local LINK bus routes and is also used by Amtrak passengers who wait there before crossing the street to reach the train platforms.

Financing:

Financing is generally 80 percent federal with a 20 percent local match. The program comprises two separate formula programs: High Intensity Fixed Guideway and High Intensity Motorbus. The former comprises 97.15 percent of FY 2013 and FY 2014 apportionments while the latter takes up 2.85 percent of the apportionments.

Appropriation:

$2.1 billion (FY 2013)
$2.2 billion (FY 2014)

Filing Date:

Varies; contact your state DOT or Metropolitan Planning Organization for more information.

Eligibility:

Communities, private entities, or public private partnerships. Most states have geographic zones upon which funds are focused; contact your state DOT or regional FTA office to learn about your status.

Description:

The objective of the CMAQ program is to improve the nation’s air quality and manage traffic congestion. Funding is focused on areas whose air quality does not meet the National Ambient Air Quality Standards for ozone, carbon monoxide, or particulate matter (nonattainment areas) and for former nonattainment areas that are now in compliance (maintenance areas).

Funds may be used for transportation projects likely to contribute to the attainment or maintenance of a national ambient air quality standard, with a high level of effectiveness in reducing air pollution. Eligible projects should be included in the Metropolitan Planning Organization's (MPO's) current transportation plan and transportation improvement program (TIP) or the current state transportation improvement program (STIP) in areas without an MPO.

Eligible activities include projects that shift traffic demand to nonpeak hours or other transportation modes, increase vehicle occupancy rates, or otherwise reduce demand.

A state without a nonattainment or maintenance area may use its CMAQ funds for any project eligible under CMAQ or the Surface Transportation Program (STP). States with a nonattainment or maintenance area that received a minimum apportionment in FY 2009 may use part of its current CMAQ funds for any STP-eligible project.

CMAQ funds may also be transferred to the FTA for use in transit projects. When this occurs, the funds are placed into Section 5307 or 5311 programs (see above) where they are administered according to the guidelines particular to those programs.

For example, the rehabilitation of the Amtrak station in Lancaster, Pennsylvania was supported by $9.6 million in CMAQ funds. An intercity passenger rail station was built in Exeter, New Hampshire with $1.1 million in CMAQ funds obtained between 1998 and 2001. In addition to the passenger shelter, platform and lighting, there is paved parking for 70 cars.

Grants through CMAQ are probably best pursued by communities where the station is an intermodal center and upgrades to the facility are projected to produce increased ridership and a corresponding reduction in automobile travel.

Financing:

Distribution of funds to local governments and organizations generally follows the model of 80 percent federal share, 20 percent local. MAP-21 has a new approach to core formula program funding, authorizing a lump sum total instead of individual authorizations for each program. Once each state's combined total apportionment is calculated, an amount is set aside for the state's CMAQ program via a calculation based on the relative size of the state's FY 2009 CMAQ apportionment.

Appropriation:

$2.21 billion (FY 2013)
$2.23 billion (FY 2014)

Filing Date:

Varies; contact your state DOT or local FTA official for more information.

Eligibility:

Funds are allocated to the state DOT which in turn disburses the funds to project sponsors. In general, a sponsor is an organization with the authority to tax and could include local governments, regional transportation authorities, transit agencies, public land agencies, tribal governments and any other local or regional governmental entity.

A Metropolitan Planning Organization with an urban population over 200,000 has authority to select and award funding from its sub-allocation to projects carried out within its urbanized bounds through a competitive selection process. Oftentimes, non-profit organizations or community groups that wish to sponsor a TA project will submit an application in partnership with a local government. Consult your state TA officer for further information.

Description:

This program provides funding opportunities to help expand transportation choices and enhance the transportation experience through 9 eligible activities related to surface transportation, including historic preservation and vegetation management in transportation rights-of-way. Funds can also be used for the construction, planning and design of transportation projects to achieve compliance with the Americans with Disabilities Act of 1990.

The definition of “historic” may vary from state to state, but usually it means that a site is eligible to be or is listed on the National Register of Historic Places. Project sponsors must include various stakeholders in the planning and project development process, and once completed, the project must be accessible to the public.

TA funds are not to be used for the operation and/or long-term maintenance of eligible TA activities.

For example, a $1,000,000 Transportation Enhancements award (under ISTEA) helped fund the relocation and renovation of the historic Lafayette, Indiana depot and the refurbishment of the Main Street Bridge for use as a bicycle and pedestrian path. The 1902 depot was moved three blocks from its original location in order to better serve the community. It is used by Amtrak and the local transportation service and contains a bank branch, a railroad historical society and the Downtown Business Center. The Depot Plaza is a popular venue for many events and festivals.

Dozens of historic railroad depots have been restored across the country through the aid of Transportation Enhancements grants. Some are still active railroad stations while others have become museums or community centers.

Learn more about the TA program at the National Transportation Enhancements Clearinghouse.

Financing:

In general, the federal share is 80 percent, with a 20 percent state and/or local match. The local match can vary by state. Sponsors usually pay the full cost of the project up front and are later reimbursed by the federal government through the state DOT. Some states allow the value of volunteer time for labor or services donated toward a project to be credited toward the project match.

The TA program is funded through set-asides from other FHWA programs, including CMAQ and STP. Fifty percent of the total TA funding allocated to a state is sub-allocated to areas of the state based on population (urbanized areas with population over 200,000; other than urban areas with a population from 5,000 to 200,000; and areas with population under 5,000). The remaining 50 percent may be allocated to any area of the state. Fifty percent of a state’s TA funds may also be transferred to other federal-aid highway programs.

Appropriation:

$871 million (FY 2012)
$814 million (FY 2013)
$814 million (FY 2014)

Filing Date:

Varies—contact your local USDOT official to learn more.

Eligibility:

State, tribal and local governments, transit agencies, port authorities, Metropolitan Planning Organizations and multi-jurisdictional entities.

Description:

Funds may be requested for public transportation projects, passenger and freight rail transportation projects and intermodal facilities. Priority is given to projects that have a significant impact on long-term outcomes such as improved state of good repair; economic competitiveness; fostering livable communities through place-based policies and investments that increase transportation choices and access to transportation services for people in communities across the United States; environmental sustainability; job creation and economic stimulus; and partnership leading to the integration of transportation with other public service efforts.

The application process consists of a pre-application and an application. The pre-application is used to ensure that the proposed project’s NEPA process is complete or substantially complete; the USDOT will not evaluate applications for projects that have not made substantial progress in the environmental review process. The pre-application must also identify sufficient, committed local matching funds to support 20 percent or more of the costs of the project. The application addresses the project in depth and explains how it meets the selection criteria concerning long-term outcomes.

For example, the city of Niagara Falls, New York received $16.5 million in Tiger II Discretionary Grants to complete the third and final phase of its International Railway Station. This phase will relocate Amtrak’s passenger terminal from a site outside the city center to a downtown location. The Leadership in Energy and Environmental Design (LEED) Silver certified passenger rail terminal will accommodate multimodal operations (bus/taxi/park and ride, etc.) and establish an intermodal transportation center for the city. The project will improve freight and passenger rail efficiency by eliminating conflict points and addressing passenger safety concerns such as speeding border crossings into Canada.

Dozens of historic railroad depots have been restored across the country through the aid of TE grants. Some are still active railroad stations while others have become museums or community centers.

Click here for a full listing of the 2012 TIGER projects.

Financing:

Individual awards can be $10-$200 million. As usual, the federal share is up to 80 percent of project costs with a 20 percent local match. Each fiscal year, a specified amount is reserved for projects in rural areas, where 100 percent of project costs are eligible for funding and project awards can be as low as $1 million. No one state can receive more than 25 percent of program funds.

Appropriation:

$1.5 billion (ARRA, 2009)
$600 million (FY 2010)
$527 million (FY 2011)
$500 million (FY 2012)

Eligibility:

Municipalities, communities of all sizes, small businesses, and non-profit organizations. Since the program is managed largely by the states, project eligibility varies according to each state's program and priorities; therefore, interested parties should contact the state agency that administers the CWSRF program.

Description:

The CWSRF program is available to fund a wide variety of water quality projects including non‐point source and watershed protection or restoration, as well as more traditional municipal wastewater treatment projects. Through the CWSRF program, each state and Puerto Rico maintain revolving loan funds to provide independent and permanent sources of low cost financing for a wide range of water quality infrastructure projects. In 2009, 77 percent of all loans (23 percent of funding) were made to communities with populations less than 10,000.

CWSRF funds might be particularly useful for station renovation projects that involve the reconstruction or construction of a large parking lot. By incorporating “green” features such as bioswales and permeable pavements, “green” parking lots can be made to effectively filter and cleanse stormwater through natural processes before it seeps into the water table or is discharged into a more conventional stormwater system. This is particularly beneficial in areas where non‐point source pollution is an issue. Non‐point source pollution does not originate at one location, such as a contaminated sewage outlet, but instead originates at many points. Pollutants are generally picked up by runoff that moves over the ground, concentrating them into a potent mix that can harm watersheds.

Areas containing or adjacent to endangered watersheds would be highly eligible for CWSRF funds, and the EPA is still looking to fund pilot “green” projects. “Green” infrastructure benefits the environment and is often cheaper than more conventional stormwater systems. If retrofitting existing infrastructure such as a parking lot, Americans with Disabilities Act (ADA) compliant features, such as ramps, could be integrated into the design. Green roofs or greywater recycling systems might also qualify for CWSRF funds.

For example, Seattle Public Utilities used a 20 year, 1.5 percent CWSRF loan of $2,715,000 to install innovative natural drainage elements, such as bioswales, compost‐amended soil reservoirs, and porous pavement in a new neighborhood development. These green infrastructure additions have been designed to improve stormwater management in the 303(d) listed Longfellow Creek Watershed, an important watershed for spawning salmon. The development project has been designed to provide significant benefits to water quality, wet weather flow reduction, habitat protection, and public outreach and education. Click here for more examples.

Financing:

Funds to establish or capitalize the CWSRF programs are provided through federal government grants and state matching funds (equal to 20 percent of federal government grants). CWSRF monies are loaned to communities and loan repayments are recycled back into the program to fund additional water quality projects.

CWSRF loans can have interest rates as low as 0 percent, and cover up to 100 percent of a project’s costs. Loans are usually paid off over 20 years or the useful life of the project ‐ which ever is less ‐ with repayment commencing within one year of project completion.

Appropriation:

$689 million (FY 2009), plus $4 billion (ARRA)

Filing Date:

Varies; contact your local government or regional HUD officer for more information.

Eligibility:

Generally local governments, non‐profit agencies and community development organizations. Contact your local government or HUD regional office to explore the CDBG process in your community.

Description:

The CDBG program works to ensure decent affordable housing, to provide services to the most vulnerable in our communities and to create jobs through the expansion and retention of businesses. A grantee must develop and follow a detailed plan that provides for and encourages citizen participation. CDBG funds may be used for activities such as the acquisition of real property, rehabilitation of non-residential structures, and the construction of public facilities and improvements.

The annual CDBG appropriation is allocated between states and local jurisdictions referred to as “entitlement” and “non-entitlement” communities. The former include central cities of Metropolitan Statistical Areas (MSAs); metropolitan cities with populations of at least 50,000; and qualified urban counties with a population of 200,000 or more (excluding the populations of entitlement cities). “Non‐entitlement” communities are generally small cities that are not qualified as “entitlement” communities.

CDBG might be useful for station restoration in a community that is interested in using historic preservation and heritage tourism as an economic development tool, or for a project in which an improved station figures in a larger mixed-use development designed to revitalize an economically distressed neighborhood.

For example, Westmoreland County, Pennsylvania used CDBG funds in the restoration of the historic train station in Greensburg, which now houses offices and retail in addition to passenger rail facilities.

Financing:

HUD determines the amount of each grant by using a formula comprised of several measures of community need, including the extent of poverty, population, housing overcrowding, age of housing, and population growth lag in relationship to other metropolitan areas. Funding is distributed to states, which then redistribute these funds to units of local government.

Over a 1, 2, or 3‐year period, as selected by the grantee, not less than 70 percent of CDBG funds must be used for activities that benefit low‐ and moderate‐income persons.

Appropriation:

$4.45 billion (FY 2010)
$3.5 billion (FY 2011)
$3.0 billion (FY 2012)

Filing Date:

Applications are accepted on a quarterly basis. Contact the EDA for the quarterly cut-off dates for the current fiscal year.

Eligibility:

District organization of a designated Economic Development District (EDD); state, city, or other political subdivision of a state, including a special purpose unit of a state or local government engaged in economic or infrastructure development activities, or a consortium of political subdivisions; and a public or private non-profit organization or association acting in cooperation with officials of a political subdivision of a state.

Description:

Projects should address national strategic priorities including global competitiveness and innovation, and environmentally sustainable development; assist economically distressed and underserved communities to strengthen diverse communities that are rebuilding to become more competitive in the global economy; demonstrate a good return on EDA’s investment by serving as a catalyst for private sector investment; demonstrate or support regional collaboration to support the development and growth of innovation clusters; and employ public-private partnerships to use both public and private resources and/or leverage complementary investments by other government/public entities and/or non-profits.

EDA encourages the submission of only those applications that will significantly benefit regions with distressed economies, i.e. high levels of unemployment, low income levels, significant declines in per capita income, large numbers (or high rates) of business failures, reduced tax bases, or substantial loss of population because of the lack of employment opportunities.

An “economically distressed” community is one that is located in a region that meets one (or more) of the following economic distress criteria:  1) an unemployment rate that is, for the most recent 24-month period for which data are available, at least one percentage point greater than the national average unemployment rate; 2) per capita income that is, for the most recent period for which data are available, 80 percent or less of the national average per capita income; or 3) a “Special Need,” as determined by EDA.

Financing:

Generally, the amount of the EDA grant may not exceed 50 percent of the total cost of the project. Projects may receive an additional amount that shall not exceed 30 percent, based on the relative needs of the region in which the project will be located, as determined by EDA. While cash contributions are preferred, in-kind contributions, consisting of contributions of space, equipment, or services, or forgiveness or assumptions of debt, may provide the required non-federal share of the total project cost.

Appropriation:

See individual programs, below.

Filing Date:

See general description, above.

Eligibility:

See general description, above.

Description:

EDA will provide Public Works investments to support the construction or rehabilitation of essential public infrastructure and facilities necessary to generate or retain private sector jobs and investments, attract private sector capital, and promote regional competitiveness, including investments that expand and upgrade infrastructure to attract new industry.

For example, it could be argued that public rail facilities, especially multimodal centers, attract private sector investment due to increased mobility options. Improved transportation access benefits the region by providing residents and visitors with transit choice. Rail transport is also proven to be more environmentally sustainable than that provided by airplanes and automobiles.

Financing:

In FY 2010, the average size of a Public Works investment was approximately $1.7 million, though investments ranged in size from $500,000 to $2 million.

Appropriation:

$133 million (FY 2010)
$67.8 million (FY 2011)

Filing Date:

See general description, above.

Eligibility:

See general description, above.

Description:

The Economic Adjustment Assistance Program provides a wide range of technical, planning, and public works assistance in regions experiencing adverse economic changes that may occur suddenly or over time.

For example, it could be argued that modern rail facilities are but one important piece in a larger transportation network. By creating a strong, holistic transportation system that takes into account rail, air, vehicle, and water transport, a region increases its competitiveness; maintaining a vibrant and flexible transportation system better allows regions to weather economic change.

Financing:

In FY 2010, the average size of an Economic Adjustment Assistance investment was approximately $550,000, though investments ranged from $100,000 to $1,250,000.

Appropriation:

$39 million (FY 2010)
$43.6 million (FY 2011)
$89.9 million (FY 2012)

Filing Date:

See general description, above.

Eligibility:

See general description, above.

Description:

From amounts otherwise made available for the economic development assistance programs, EDA aims to benefit projects that foster economic competitiveness while employing the principles of reduced energy consumption, reduced harmful gas emissions and sustainable development. EDA recognizes that eco‐friendly systems may have significant upfront costs and anticipates that these funds will be used to accommodate increased project costs associated with such mitigation efforts.

For example, a train station might be retrofitted to be more eco‐friendly (possibly LEED certified) as part of a larger community or regional effort to modernize infrastructure systems in order to increase regional competitiveness and create jobs. Train stations or intermodal centers can be the catalysts for compact, transit-oriented development. On average, rail transportation is also considered less polluting than other modes such as automobiles and airplanes.

Financing:

In FY 2010, the average size of a Global Climate Change Mitigation Incentive Fund investment was approximately $840,000, though investments ranged from $200,000 to $1,500,000.

Appropriation:

$25 million (FY 2010)

Filing Date:

TIFIA includes a rolling application process; contact your state DOT or Metropolitan Planning Organization for more information.

Eligibility:

States (including the District of Columbia and Puerto Rico), localities, or other public authorities, as well as private entities undertaking projects sponsored by public authorities.

Description:

The TIFIA Program provides federal credit assistance to eligible surface transportation projects, including highway, transit, intercity passenger rail, some types of freight rail, and intermodal freight transfer facilities. The program is designed to fill market gaps and leverage substantial private co-investment by providing projects with supplemental or subordinate debt.

The TIFIA credit program provides three types of financial assistance:

• Secured loans are direct federal loans to project sponsors offering flexible repayment terms and providing combined construction and permanent financing of capital costs.
  
• Loan guarantees provide full-faith-and-credit guarantees by the federal government to institutional investors, such as pension funds, that make loans for projects.
  
• Lines of credit are contingent sources of funding in the form of federal loans that may be drawn upon to supplement project revenues, if needed, during the first 10 years of project operations.

MAP-21 also authorizes "master credit agreements," under which DOT may make a contingent commitment of future TIFIA assistance (subject to the availability of future funding) for a program of projects secured by a common revenue pledge.

TIFIA credit assistance may cover the following portions of the total cost of a project:

• TIFIA line of credit: up to 33%
  
• TIFIA loan: up to 49% (or, if the loan does not receive an investment grade rating, up to the amount of senior project obligations)
  
• TIFIA loan and TIFIA line of credit, combined: up to 49%
  
• Total federal assistance (grants and loans) to a project receiving a TIFIA loan: up to 80%

For example, Denver Union Station is undergoing an extensive expansion and renovation project that includes the creation of an intermodal transit district around the historic station that will include transit-oriented development. Once completed in late 2014, the station will be a regional multimodal hub served by commuter rail, intercity passenger rail, light rail, bus rapid transit and other related transportation services. The $518.6 million project will promote livability and provide environmental, social and economic benefits to the Denver region.

The project has in part been financed with a $145.6 million TIFIA loan secured by liens on pledged revenues that include tax increment revenues, a levy on property tax revenues and lodger’s tax revenue. For more information on TIFIA-financed projects, visit the FHWA’s TIFIA website.

Financing:

Funded by contract authority and reimbursed from the Highway Account of the Highway Trust Fund, to remain available until expended. To receive TIFIA assistance, a project must have costs that equal or exceed at least one of the following:

• $50 million
  
• For a rural infrastructure project (a surface transportation project not located in a city with a population of more than 250,000): $25 million
  
• For an intelligent transportation system (ITS) project: $15 million
  
• One third of the most recently-completed fiscal year's formula apportionments for the state in which the project is located.

Multiple related TIFIA-eligible projects may be grouped in order to meet one of these cost thresholds as long as the projects' credit assistance is secured by a common pledge.

MAP-21 continues the ability to use TIFIA to refinance an earlier TIFIA interim construction loan, or to refinance existing project debt in order to provide addition funding capacity for TIFIA-eligible projects.

TIFIA assistance must be repaid through dedicated revenue sources that secure project obligations, such as tolls, other user fees, or payments received under a public-private partnership agreement. Repayment of a TIFIA loan must begin by five years after the substantial completion of the project, and the loan must be fully repaid within 35 years after the project's substantial completion or by the end of the useful life of the asset being financed, if that life is less than 35 years.

Appropriation:

$750 million(FY 2013)
$1.0 billion (FY 2014)

Eligibility:

Property owners

Description:

The Federal Historic Preservation Tax Incentives program encourages private sector investment in the rehabilitation and re-use of historic buildings. The National Park Service administers the program with the Internal Revenue Service in partnership with State Historic Preservation Offices.

A 20% income tax credit is available for the rehabilitation of historic, income-producing buildings that are determined by the Secretary of the Interior, through the National Park Service, to be “certified historic structures.” A certified historic structure is a building that is listed individually in the National Register of Historic Places or one that is a contributing structure within a registered historic district. The State Historic Preservation Offices and the National Park Service review the rehabilitation work to ensure that it complies with the Secretary’s Standards for Rehabilitation. The Internal Revenue Service defines qualified rehabilitation expenses on which the credit may be taken. Owner-occupied residential properties do not qualify for the federal rehabilitation tax credit.

A 10% tax credit is available for the rehabilitation of non-historic buildings placed in service before 1936. The building must be rehabilitated for non-residential use. In order to qualify for the tax credit, the rehabilitation must meet three criteria: at least 50% of the existing external walls must remain in place as external walls, at least 75% of the existing external walls must remain in place as either external or internal walls, and at least 75% of the internal structural framework must remain in place.

Generally, the tax credit is claimed for the tax year in which the rehabilitated building is placed in service. The owner must hold the building for five full years after completing the rehabilitation, or pay back the credit. During a 24-month period selected by the taxpayer, rehabilitation expenditures must exceed the greater of $5,000 or the adjusted basis of the building and its structural components.

For example, Downtown Lima, Inc. renovated the former Pennsylvania Railroad depot in Lima, Ohio. Built in 1887, the building was closed in 1990 and fell into disrepair following a fire. The adaptive reuse project, completed in 2004, resulted in a full rehabilitation of the building’s Victorian detailing, which includes interior woodwork and elaborate corbelling. Following the Secretary’s Standards, a rear addition was added to house ADA compliant restrooms. Today the structure is occupied by the Lima Utilities Department. Due to the listing of the depot on the National Register of Historic Places, Downtown Lima, Inc. could take advantage of a 20% federal historic preservation tax credit, totaling $842,250, for expenses related to the rehabilitation.

Each year, the Department of the Interior approves approximately 1000 projects, leveraging nearly $4 billion annually in private investment in the rehabilitation of historic buildings across the country.

Many states also administer historic preservation tax credit programs that can be combined with federal tax credits. Consult your State Historic Preservation Office for more information.

Filing Date:

February 1, June 1, and October 1.

Eligibility:

Public agencies, non-profit 501 (c)(3) organizations and other non-profit organizations. Only one grant will be awarded per organization in any grant round and only one grant will be awarded for a particular project phase.

Description:

National Trust Preservation Funds grants are intended to encourage preservation at the local level by providing seed money for preservation projects. The National Trust is particularly interested in projects that support economic, environmental and cultural sustainability in communities.

The grants are meant to stimulate public discussion, enable local groups to gain technical expertise and encourage financial participation by the private sector. Funds may be used to hire preservation planning professionals such as an architect or planner to develop preservation guidelines or plans, or to promote educational and outreach initiatives such as the sponsoring of a community workshop, preparation of a report, or development of a web site. Any documents or plans for preservation work that result from the project must conform to the Secretary of the Interior’s Standards for the Treatment of Historic Properties. Funds cannot be used for building or other construction activities.

Grant projects must begin within six months of award date. Failure to begin the project in this timeframe may result in the cancellation of the grant and you will need to reapply for funding.

For example, a public agency or non-profit group wanting to undertake the restoration or rehabilitation of a train station might apply for National Trust Preservation Funds in order to pay for a professional building assessment or a preservation plan that will guide future efforts, including fundraising. A group might also be interested in publishing a pamphlet or developing a website that describes the station’s history and why it should be rehabilitated.

Financing:

Grants generally range from $2,500 to $5,000. Applicants must be capable of matching the grant dollar-for-dollar; donated materials and services are not eligible sources of a match. Applicants are encouraged to complete the application with the aid of the regional National Trust office serving their state.

Appropriation:

$1 million (FY 2008)

Filing Date:

Generally February 1; contact your regional NTHP office for details.

Eligibility:

Non-profit organizations and public agencies. Individuals and for‐profit businesses may also apply—but only if the project for which funding is requested involves a National Historic Landmark. Only one grant will be awarded per organization in any grant round and only one grant will be awarded for a particular project phase.

Description:

The program supports projects that aim to save historic environments in order to foster an appreciation of the nation’s diverse cultural heritage and to preserve and revitalize the livability of the nation’s communities . Funds may be used for professional advice, conferences, workshops and education programs. Funds might be used to obtain the services of consultants with expertise in areas such as architecture, planning, economics, archeology, fundraising, media relations, education or graphic design.

Any documents or plans for preservation work that result from the project must conform to the Secretary of the Interior’s Standards for the Treatment of Historic Properties. Funds cannot be used for building or other construction activities. Grant projects must begin within six months of award date. Failure to begin the project in this timeframe may result in the cancellation of the grant and you will need to reapply for funding.

For example, the City of Des Moines Parks and Recreation Department, Des Moines, Iowa, received $4,000 to develop a historic preservation plan for Fort Des Moines in order to preserve the site's cultural landscape and prioritize the restoration needs of the structure. An organization interested in preserving/ restoring an historic station would probably be in need of similar resources.

Financing:

Grants range from $2,500 to $10,000. Applicants must be capable of matching the grant dollar-for-dollar; donated materials and services are not eligible sources of a match. Applicants are encouraged to complete the application with the aid of the regional National Trust office serving their state.

Appropriation:

$80,000 awarded (FY 2010)

In Fiscal Year 2009, more than $160,000 in grants was awarded through the Johanna Favrot Fund for Historic Preservation and Cynthia Woods Mitchell Fund for Historic Interiors.

Filing Date:

Generally February 1; contact your regional NTHP office for details.

Eligibility:

Non-profit organizations and public agencies. Individuals and for‐profit businesses may also apply—but only if the project for which funding is requested involves a National Historic Landmark. Only one grant will be awarded per organization in any grant round and only one grant will be awarded for a particular project phase.

Description:

Assists in the preservation, restoration, and interpretation of historic interiors. Funds may be used for professional expertise, print and video communications materials and education programs.

Grant projects must begin within six months of award date. Failure to begin the project in this timeframe may result in the cancellation of the grant and you will need to reapply for funding. Any documents or plans for preservation work that result from the project must conform to the Secretary of the Interior’s Standards for the Treatment of Historic Properties. Funds cannot be used for building or other construction activities.

For example, the Sunflower Resource Conservation and Development Area, Inc., Harper, Kansas, received $10,000 to subsidize a study, plans and specifications for the Art Deco interior features of the Anthony Theatre. An organization interested in preserving/restoring an historic station might also be interested in an interiors study to determine appropriate paint colors, materials, and a conservation plan.

Financing:

Grants range from $2,500 to $10,000. Applicants must be capable of matching the grant dollar-for-dollar; donated materials and services are not eligible sources of a match. Applicants are encouraged to complete the application with the aid of the regional National Trust office serving their state.

Appropriation:

$138,000 (FY 2010)

In Fiscal Year 2009, more than $160,000 in grants was awarded through the Johanna Favrot Fund for Historic Preservation and Cynthia Woods Mitchell Fund for Historic Interiors.