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How will the infrastructure law improve active transportation and Complete Streets?

A Complete Street with a short crosswalk, two bike lanes, two lanes for cars, and wide sidewalks for pedestrians
A Complete Street with a short crosswalk, two bike lanes, two lanes for cars, and wide sidewalks for pedestrians
Screen grab from our recent video “Not just a way to get from A to B”, a look at Tucson, AZ’s attempts to expand Complete Streets while centering equity.

When done right, active transportation infrastructure can cut greenhouse gas emissions, improve public health, keep people safer, and promote equity. But how will the new infrastructure law’s $650 billion in formula and competitive grant programs help to build safer, Complete Streets? What policies changed to prioritize active transportation investments? Here’s what you need to know, and how you can make these programs and policies work for you.

promo graphic for a guide to the IIJA

This post is part of T4America’s suite of materials explaining the 2021 $1.2 trillion Infrastructure Investment and Jobs Act (IIJA), which governs all federal transportation policy and funding through 2026. What do you need to know about the new infrastructure law? We know that federal transportation policy can be intimidating and confusing. Our hub for the new law will walk you through it, from the basics all the way to more complex details.

For the purposes of this piece, active transportation refers to bicycling, walking, and rolling, like on scooters, wheelchairs, segways, and other personal mobility devices—as well as the infrastructure that supports those activities, like bike lanes, trails, and safe sidewalks. These types of bike- and walk-friendly infrastructure are usually present in Complete Streets, which we define as streets for everyone—designed and managed to prioritize safety, comfort, and access to destinations for all people who need to use a street.

Getting more people out walking, biking, and rolling can have enormous benefits to public health, climate, economic growth, and equity. But encouraging more routine trips on these modes requires providing safe and convenient facilities in which more people feel comfortable and safe walking, biking, scooting, or rolling. While the infrastructure law preserves the state’s wide flexibility that most use to prioritize moving vehicles quickly over other forms of transportation, it does create new opportunities to expand and improve active transportation through Complete Streets and other projects.

What’s in the law?

Special programs or funds are NOT required for states to make sizable investments in active transportation. If improving safety and providing other travel options are important to your state or agency, the broad flexibility of the biggest federal programs allows them to shift their funding accordingly.

Active transportation and Complete Streets advocates did manage to get some key provisions into the infrastructure law in the form of both policy changes and new or improved funding opportunities. One new funding opportunity is the new $7.3 billion formula and $1.4 billion competitive PROTECT program for at-risk coastal infrastructure grants, where bike/pedestrian facilities were included as eligible projects. 

Within the largest pot of funding that states and metro areas control (the Surface Transportation Block Grant program), the amount set aside for smaller but vital transportation projects like bikeways, new sidewalks, safe routes to school, and micromobility was increased from 1.5 percent up to 10 percent. The law also lets local municipalities control more of that funding directly by increasing the share of that 10 percent that they directly control from 50 up to 59 percent. Note: the other largest formula programs with which you may be familiar (the alphabet soup of NHPP, STBG, CMAQ, HSIP) have flexibility for active transportation and Complete Streets projects, but states are responsible for flexing those formula dollars for those purposes versus the status quo of valuing vehicles and their speed. 

As is reflected in the table below, states and regional metropolitan planning organizations (MPOs) now have to spend at minimum 2.5 percent of their federal planning funds to adopt Complete Streets standards, policies, and prioritization plans as well as to plan for active transportation, among other goals like transit-oriented development that make active transportation easier. 

The new Bridge Formula Program, meant to fix many of the nation’s worst bridges, will be evaluated based on “benefits to non vehicular and public transportation users.” Some groups are optimistic about the active transportation infrastructure that could emerge from these bridge repair projects, but there are numerous loopholes that will allow states to continue leaving these accommodations off as they repair or replace bridges. We want to see USDOT release clear guidance that these bridge projects shall provide benefits to those who bike, walk, and roll. 

Most of the new opportunities in the infrastructure law come through discretionary or competitive funding programs. Here’s a brief guide to the funding programs that can be most easily used for active transportation and Complete Streets projects:

Competitive programs applicable to active transportation

Program nameAuthorized funding (over five years)Can be used for:Should be used to:
Transportation Alternatives Program (TAP)$7.2 billion over five years. (10% of each state’s Surface Transportation Block Grant program funds)Projects that promote modes of transportation other than driving, with notable inclusions being anything eligible under the SRTS program and newly defined “vulnerable road user safety assessments”Build well-planned active transportation networks that provide enough connectivity and access to induce drivers to switch their mode of travel to walking, biking, and/or rolling.
Active Transportation Infrastructure Investment Program$1 billion, subject to annual appropriations of $200 million each year.“Active transportation” networks (within communities) and spine (between communities) projects.Build well-planned active transportation networks that provide enough connectivity and access to induce drivers to switch their mode of travel to walking and biking
Safe Streets and Roads for All$6 billion“Vision Zero” plans and implementation projects.Protect pedestrians and bicyclists not by moving them away from roads, but by making roads safer.
Promoting Resilient Operations for Transformative, Efficient, and Cost-saving Transportation (PROTECT)$1.4 billion (competitive grant portion)Extreme weather resilience and emergency response infrastructure.Provide evacuation and recovery mobility to all road users. Build biking, walking, and rolling infrastructure into all resiliency plans and evacuation routes.
Local and Regional Infrastructure Project Assistance (a.k.a RAISE competitive grants)$15 billion, up from only $4 billion spent from 2009-2020Local or regional projects that improve safety, environmental sustainability, quality of life, economic competitiveness, state of good repair, and connectivity.Build projects that promote active transportation. Capital projects like in Rockford, IL and northwest Indiana as well as planning projects like in Charleston, WV serve as models for successful complete streets RAISE projects.

State and regional formula programs applicable to active transportation

Program nameAuthorized funding (over five years)Can be used for:Should be used to:
Complete Streets set-aside2.5 percent of each MPO’s federal planning fundsProducing Complete Streets standards, facilitating planning for Complete Streets project prioritization plans, and developing active transportation plans.Lead to Complete Streets policies that focus on equity and strong plans for implementation (more on what the best CS policies look like here).
Safe Routes to School Program$1 million minimum to states, formula based on primary and secondary school enrollment numbers. States can leverage core highway formula funds to fund the program.Active transportation and complete streets projects, plus education or enforcement activities that allow students to walk, bike, and roll to school safely.Build complete streets and active transportation facilities that access as many residential and commercial zones as possible.
Congestion Mitigation and Air Quality (CMAQ) program$13.2 billionAny transportation project that reduces emissions from vehicles, from traffic alleviation to micromobility (bike or scooter share) and electric vehicles.Focus emissions mitigation efforts on mode-shift away from driving, specifically toward enabling active transportation.
Carbon Reduction ProgramAbout 2.56% of each state’s total apportionment from the federal transportation programProjects that support the reduction of transportation greenhouse gas emissions.Give people safe and convenient options to bike, walk, or roll instead of driving by planning, designing, and building active transportation facilities.
Promoting Resilient Operations for Transformative, Efficient, and Cost-saving Transportation (PROTECT)$7.3 billion (formula grant portion)Extreme weather resilience and emergency response infrastructure.Provide evacuation and recovery mobility to all road users. Build biking, walking, and rolling infrastructure into all resiliency plans and evacuation routes.
Bridge Formula Program$26.5 billionReplacing, rehabilitating, preserving, protecting, and construction highway and off-network bridges.Make sure that every bridge repaired under this program includes active transportation infrastructure, not just to check a box, but to connect to adjacent active transportation networks.

How else could the administration promote active transportation?

America’s roads are increasingly dangerous for pedestrians and other vulnerable users. Without addressing that reality, biking, walking, and rolling will remain dangerous and therefore unattractive options.

Though the infrastructure law overall provides a pittance to active transportation while dumping money into the status quo, there are things USDOT can do to improve access to active transportation. For one, they can give teeth to their Safe System approach, encouraging and guiding State DOTs to develop projects that promote safe roads at low speeds. USDOT already has a statutory obligation on the books to prevent projects that “have significant adverse impact on the safety for nonmotorized transportation traffic” (23 U.S. Code 109(m)). USDOT has never enforced or codified internal procedures for that provision, so the department is actually out of compliance with the law and should rectify that with urgency.  

In addition, USDOT should update the MUTCD (the street design manual that all traffic engineers use) to build active transportation priorities into road design from the start.1 USDOT should also release clear guidance on how to best utilize the 2.5 percent Complete Streets planning funds set-aside mentioned above. States and MPOs should look to enhance and improve Complete Streets networks with this funding, not just use this new funding stream for work already underway. 

On a positive note, the Federal Highway Administration (FHWA) released a memo that, among other things, urged states to simplify the review process for carbon-cutting safety and multimodal projects like bike lanes and sidewalks. This swift language from the administration is encouraging but not binding, and states can still spend the money however they’d like.

USDOT should immediately pursue all avenues for institutionalizing their new road safety strategy which included a full section on the importance of street design and the role it plays in unsafe speeds and safety. Their guidance on revising our broken process for setting speed limits, including moving away from the 85th percentile rule, is powerful, but will fail to have an impact if states ignore it. FHWA should be trying to enshrine this practice with their division administrators and engage state and local traffic engineers in better training.

How can the new money advance our goals?

It can be hard to measure and assess the benefits of increasing active transportation and building safer, Complete Streets. That’s one reason why we at Smart Growth America produced a Benefits of Complete Streets tool to help local communities better measure the potential benefits to health, safety, environment, and economy (using an equity approach) of Complete Streets in your community. Let’s zoom in on how we can maximize climate and equity benefits from the new infrastructure money.

Climate

Vehicle travel is a key contributor to U.S. emissions, so providing people and goods with mobility alternatives is a clear win for climate. But this is a challenge for such a vehicle-dependent country. A 2018 survey found that travel distance and fatigue were the two main reasons why many vehicle trips were not replaced with bike trips. As such, new federally-funded projects should make walking, biking, and rolling as easy, safe, and fast as possible. Walkability audits and assessments, like this survey conducted by the City of Milwaukee in 2021, can help cities plan for Complete Streets and active transportation facilities in the places where they will have the most impact and shift as many trips as possible away from vehicles.

Equity

Biking, walking, and rolling in low-income communities are often hazardous, unpleasant, and inconvenient modes of travel. Good multi-use paths are often located in the wealthy enclaves of many American cities rather than more marginalized communities. This is a major factor contributing to the higher incidence of pedestrian deaths among BIPOC and low-income people. Cities with equitable active transportation plans use two key strategies: data collection and community engagement. Two good examples: Baltimore, MD models equitable data collection in their Complete Streets performance measures and Huntsville, AL has done great community engagement for their demonstration projects. With these strategies in place, every active transportation project has a stronger chance of creating positive equity outcomes and being strong contenders for competitive grant funding from the infrastructure law.

So what?

A new bike lane won’t have much impact if it just connects to dangerous roads on each end. As former Pittsburgh DOT head Karina Ricks said in this terrific video about their city’s Complete Streets policy, it really requires a complete network approach to build Complete Streets and create safe connections that connect many people to many destinations. Despite all the new funding programs, eligibility, and carve-outs, federal funding for active transportation and Complete Streets is still dwarfed by the hundreds of billions of dollars in funding for roads and bridges. Many of those projects will expand roads and increase vehicle speed, making walking, biking, and rolling more dangerous and inconvenient. 

States and localities should be ready to combat this by utilizing their limited active transportation funding in the most effective way possible. And states should use their considerable formula money flexibility to advance active transportation and Complete Streets (they have the authority to do so.) This will include utilizing the above strategies to maximize benefits, but it will also mean positioning for competitive grant application success. Local leaders will benefit from understanding the flexibilities within each funding program so they can make sure they get their share from their state and MPO, whether those entities are friendly to active transportation or not. 

The deep irony here is that for all the promises made by Congress about improving safety and providing more options for people to get around, it will be up to state and local leaders to do the heavy lifting to deliver on those promises and get the most out of this law’s modest provisions for active transportation and Complete Streets. 

(For more information on active transportation and Complete Streets funding in the infrastructure law, check out our funding brief on the topic.)

The infrastructure law and safety: Will it be able to move the needle?

Image from Vignesh Swaminathan, a keynote speaker at this year’s SGA Equity Summit, of his quick-build bike lanes in Emeryville, California

The new infrastructure law authorizes around $650 billion to fund transportation infrastructure through formula and competitive grant programs, some of which have safety as a core emphasis. Here’s what you need to know about the new money and (modest) policy changes to the safety program, as well as how you can make them work for you.

promo graphic for a guide to the IIJA

This post is part of T4America’s suite of materials explaining the 2021 $1.2 trillion Infrastructure Investment and Jobs Act (IIJA), which governs all federal transportation policy and funding through 2026. What do you need to know about the new infrastructure law? We know that federal transportation policy can be intimidating and confusing. Our hub for the new law will walk you through it, from the basics all the way to more complex details.

Update March 3, 2022: This post was updated to reflect that Safe Routes to School funding is subject to appropriations (see the formula safety programs for details).

We are facing an astonishing safety crisis on our roads. The first nine months of 2021 were the deadliest first nine months of a year on America’s roads since 2006, with an estimated 31,720 fatalities. There’s no reason to think that 2022 won’t continue this same trend, which prompted Secretary Buttigieg to present a National Roadway Safety Strategy to set a goal of zero deaths and end this crisis.2

One reason we are facing this crisis of preventable deaths is that within most transportation agencies, prioritizing vehicle speed over safety for all users is a deeply embedded priority. Our priority is different, and we need to start there if we’re ever going to make good on USDOT’s new stated goal of zero deaths:

The new infrastructure law does include some bright spots for holding states and localities more responsible for improving safety, which we discuss below. But overall, Congress largely decided to uphold the status quo, failing to reorient the giant formula programs around safety. Now it’s up to USDOT to do all they can to prioritize safety within their program guidance and grant programs, and for applicants to submit projects that improve safety.

Note: this explainer and webinar from America Walks is full of practical advice about “how volunteer advocacy groups, or local governments without a full-time planner” can steer these funds into improving safety.

What’s in the law?

The new infrastructure law does include funding for safety improvement projects like road diets and Complete Streets, but these are spoonfuls compared to the giant excavator of overall road funding where safety is just one of many considerations as we illustrated here: 

An excavator digs a massive hole titled "Dangerous Roads $$$". On the other side of the hole, a man tries to fill the hole with a small pile of dirt (labeled "Safety Improvements $." The comic is labeled "U.S. Approach to Road Safety."
This illustration was produced for T4America by visual artist Jean Wei. IG/@weisanboo

The new bill does not reorient the transportation program around safety.  It allows funding to be used to build safer roads but doesn’t require it. Dedicated safety funding remains a relatively minor amount of the entire program. But the new law does make some alterations to safety policy. One is how we measure state performance and then hold them accountable. If 15 percent or more of a state’s fatal crashes involve vulnerable road users (i.e. pedestrians, cyclists), then a minimum of 15 percent of their Highway Safety Improvement (HSIP) dollars must go toward making those vulnerable users safer.

We’re giving states a small amount of money to improve a problem that transportation agencies can continue to create or exacerbate with a much larger amount of money. 

The law also made several other important changes to how USDOT will evaluate safety. It updates standards for the mandatory Highway Safety Plans to change the word for vehicle collisions from “accident” to “crash” (a small but meaningful shift) and to include more public participation and feedback. It updates uniform standards to acknowledge the role of human error in new vehicle technologies. The law allows USDOT to reapportion (i.e., give away) state funding to other states if a state continuously fails to improve their safety outcomes and prevents states from setting worse/lower safety performance targets than the year before. 3

And the law requires USDOT to set minimum performance targets for states in consultation with the Governors Highway Safety Association. This is not an exhaustive list, but overall USDOT does have several more policy levers to create safer roads across the U.S.—if they use their new powers effectively.

Formula safety programs

Program nameAuthorized funding (over five years)Can be used for:Should be used to:
Transportation Alternatives Program$7.2 billion (10% of STBG funding), up from a flat $4.2 billion in the FAST Act, with 41% going to state DOTs and 59% going to MPOs and localities.Projects that promote modes of transportation other than driving, with notable inclusions being anything eligible under the SRTS program and newly defined “vulnerable road user safety assessments”.Make roads safer for all users by planning for and building facilities for walking, biking, and other modes that protect those users from high-speed vehicles.
Safe Routes to School (SRTS) Program$1 million minimum to states by formula (subject to appropriations), based on primary and secondary school enrollment numbers.Active transportation and complete streets projects, plus education or enforcement activities that allow students to walk and bike to school safely.Give students safe, convenient routes to school by prioritizing their travel over the speed of cars.
Highway Safety Improvement Program (HSIP)$16.8 billion, apportioned to states by formula.Highway safety improvement projects, which are defined very broadly, from rumble strips and widened shoulders to data collection and safety planning.Re-orient highway safety spending toward traffic calming and projects that protect all road users, not just drivers.
Congestion Mitigation and Air Quality (CMAQ) program$13.2 billionAny transportation project that reduces emissions from vehicles, including micromobility (bike or scooter share) and electric vehicles.Focus emissions mitigation efforts on mode-shift away from driving, not on increasing vehicle speed. Specifically, states and localities should use CMAQ funding for micromobility projects.

Competitive programs applicable to safety

Some of the safety funding in the infrastructure law is split between several programs, many of which are made available directly to states or localities as competitive grants (more here on best practices for applying to those). 

Program nameAuthorized funding (over five years)Can be used for:Should be used to:
Active Transportation Infrastructure Investment Program$1 billion, subject to annual appropriations of $200 million each year.“Active transportation” projects.Provide safe and integrated road facilities for pedestrians and bicyclists to access community destinations.
Rural Surface Transportation Program$3.25 billion, with $1.5 billion set aside for Appalachian highways.Most projects on rural roads, including projects that protect all road users but also highway projects with adverse effects.Retrofit roadways to serve the community’s road users vs speed.
Safe Streets and Roads for All$6 billionVision Zero plans and implementation projects.Expand upon road diets, sneckdowns, and other treatments to improve vulnerable road user facilities (through directness to destinations, level of comfort, and intersection visibility).
National Infrastructure Project Assistance$60 billionProjects that provide economic, mobility, or safety benefits.Build safety infrastructure to protect all users on highways (like traffic calming) and across highways (like pedestrian bridges that reconnect communities). But those uses are likely to face headwinds in delivering true safety benefits without accountability.
RAISE competitive grants. (This is the former TIGER and then BUILD program, so is not a new program, but is now funded at a much higher level)$30 billion, up from only $4 billion spent from 2009-2020.Local or regional projects that improve safety, environmental sustainability, quality of life, economic competitiveness, state of good repair, and connectivityBuild projects that accomplish numerous goals including safety. Many of the best TIGER projects over the years made major safety improvements while ticking off other goals.

How else could the administration improve the safety program?

In addition to creating robust guidance for administering all of the programs listed above, the Biden administration should modernize the traffic engineer’s go-to guidance (the MUTCD) to reorient it completely around safety and people, and away from its outdated focus on vehicle speed and flow. Unfortunately, the indication from USDOT is that they are punting more substantial edits to a future revision. USDOT closed comments in May 2021 and have suggested that only modest revisions will be forthcoming, but what they choose to change will still matter.4

In addition, the FHWA Administrator’s vulnerable road user research should make sure the agency’s very good recommended safety countermeasures have teeth and recommend substantial design changes, not just behavioral suggestions.

How can the new money advance our goals?

Equity

The safety of all road users is closely tied advancing racial equity and addressing climate change, among many other goals. Our research in Dangerous by Design indicates that low-income and people of color make up a disproportionate amount of the people struck and killed while walking. So providing safe ways for all people to use our streets is critical for advancing our communities’ goals of being more inclusive and connected.

Relative pedestrian danger by race and ethnicity

Climate

There is incredible interest and demand in switching more trips from cars to bikes or other modes (an important strategy for cutting down on carbon emissions) but if Americans do not feel safe enough to bike or walk regularly, the ones who have the option to do so will continue to drive.

Translating federal funding into projects that advance safety is more complicated. As outlined above, formula grants are mostly controlled by state and regional governments who have other top priorities other than safety, no matter how much they profess that safety is #1. Approaching them with projects that have wide and deep support within a community usually gives you the best chance for success. For the highly flexible competitive grants, the America Walks’ explainer contained some concrete advice:

Ken McLeod of the League of American Bicyclists gave a great breakdown of the biggest opportunities in competitive grants for active transportation. First, he said, start by looking at your existing transportation plans. “If you have a plan that is a 20 year plan, and if you are in phase 3, this is like a perfect grant program to get your phase 4 or phase 5 funded in a quicker timeline than you might working through other federally funded programs,” explained Ken.

National Association of City Transportation Officials (NACTO)’s Sindhu Bharadwaj underscored the importance of coalition building for competitive grants. Advocates in small towns or very car-centered regions might be able to acquire some additional funding. The key to their success, though, is focusing and working together. As Sindhu said, funding opportunities can be a chance to bring together a number of organizations and advocates to pick one big goal, like adopting a new design plan. She suggested that the pursuit of funding can be a galvanizing point for a governing body or advocacy group.

So what?

The most important thing to remember is that every single one of the federal transportation programs can be used to improve safety. Safety is always an eligible use. So as you engage with local, metro, and state decisionmakers, you can remind them: If safety is the top priority then every dollar from every program that they have at their disposal can and should go to improve safety for all users. And then hold them accountable: Congress has given them the complete freedom to prioritize safety, so if safety is getting worse, there is no one else to blame.

Considering the crisis of roadway deaths and the limited funding available for safety, it’s critical that we ensure that 1) the safety funding is spent in the best way possible, and 2) that states and metro areas feel the pressure to tangibly improve safety with their bigger, flexible pots of road funding. Creating a vision for what you want to do is a great first step. More from America Walks:

 ‘I think the most important thing is to have a strong vision locally, and worry about resources next,’ [Beth Osborne of Transportation for America] stated. ‘With good commitment and vision, you can find resources. And…there are tons of places to go for money! You do not have to stay in one tiny pod, you also do not need to make every active transportation effort its own project.’ With that vision, ask your state and local transportation officials how they are planning to seek federal dollars. They ultimately write the grants or propose budgets to elected officials. You need to know if they are working to fund a walkable equitable vision for the community, or are they trying to fund projects envisioned in a prior era. With prompting from community leaders you can help break the inertia of the past.

For planners, engineers, local officials, and other decision-makers, you will be competing with other states, MPOs, and localities for these competitive grants. Understanding the programs in and out will be critical for mustering the financial and vocal support needed to put forth a strong application. That’s how you learn, for instance, that National Infrastructure Project Assistance grants can be used for safety projects. 

One last important note we addressed in our competitive grants blog post: Strong local matching funds (ranging from 20 to 50 percent of project cost) are critical to winning these grants, and the process to raise these funds starts by engaging in state and local budget processes far in advance (6-9 months before the start of the fiscal year.) So advocates, this means you should engage agencies early and often on resource prioritization to realize transit projects.

(Note: For the more policy-minded, read our pre-existing funding memos on the programs that the IIJA can fund. Many of them have the possibility to improve safety if used well, but the active transportation memo contains the programs that can be most easily flexed to fund safety projects.)

If you have additional ideas for how to utilize these expanded programs, or have questions about the content listed here, please contact us. Our policy staff is eager to hear from you. 

Positioning for competitive grant application success

A conference room filled with diverse people taking notes

With scores of competitive, surface transportation grant programs to administer, USDOT faces a heavy lift to get these programs off the ground, on top of administering the legacy programs that already existed. How should prospective grant applicants start preparing for success?

A conference room filled with diverse people taking notes
Image from Inner City Capital Connection
promo graphic for a guide to the IIJA

This post is part of T4America’s suite of materials explaining the 2021 $1.2 trillion Infrastructure Investment and Jobs Act (IIJA), which governs all federal transportation policy and funding through 2026. What do you need to know about the new infrastructure law? We know that federal transportation policy can be intimidating and confusing. Our hub for the new law will walk you through it, from the basics all the way to more complex details.

The USDOT will have to find ways to administer and harmonize nearly five dozen programs with other Biden administration goals, like the Justice40 initiative that emphasizes equitable distribution of resources, especially towards historically marginalized communities. They’ve got a lot of work to do. But communities don’t need to wait on USDOT to begin preparing their projects that emphasize the state of repair of their transportation system, advance safety for all users, and improve mobility and access for all people.

Here are three pivotal strategies that communities can use to better position themselves to win competitive grants.

1) Match project objectives to the program criteria

The most successful projects clearly define the problem or need of your community, and tailor the project to clearly address these needs—and those needs match the criteria that USDOT has laid out for evaluating projects. This means collecting and utilizing data, observations, and community feedback that affirm the problem or need. 

It also means putting the project in context. Remember those reviewing your application may not be familiar with your project or your challenges and may never have been to your community at all. So start your application by clearly stating what the project is, why it is needed in the community, what will be accomplished by building it, and other efforts in the area (past and current) that will support those results. It is also helpful to include maps, pictures, and sketches to help those reviewing your application fully understand what is at stake and what could be accomplished. 

For example, depending on the context of the grant, USDOT looks favorably upon projects that are well-integrated into the development of their adjacent built environment and region, and that have broad support from everyone involved or affected. While transportation projects can have specific goals like cutting down on traffic or creating economic development, they should not do these at the expense of other goals like equity, housing affordability, or environmental health. USDOT recognizes this and rewards projects that form diverse coalitions, have buy-in from local businesses, and best meet the broader needs of the surrounding community. 

Projects will be filtered for eligibility but evaluated first and foremost on how well they address the criteria included in the notice of funding opportunity. Everything else is secondary. Your project does not need to knock it out of the park on all of the criteria (rarely does any project do that), but it should produce impressive results in two or three areas.

2) Build a strong, broad coalition of support

Projects with a broad base of supporters will always do better. This means support from the community, civic leaders and local elected leaders. It also helps to have support from your state, especially if you need your state department of transportation to manage the money or help with the project. But USDOT will understand if you are dealing with a state that does not share your (and USDOT’s) priorities. If that is the case, state it outright.

When building a coalition for a project, consider who else would care about a potential project? Who else is a logical partner and stakeholder that you could collaborate with? Perhaps a neighboring community is also pursuing a similar priority, presenting a chance to pool resources together. Explore partnerships with the private sector. Advocacy to state legislatures to set aside funding to support state and local matches to grant programs, like what Colorado is doing, can go a long way in making grant applications more competitive. And even better is to build or develop projects from the beginning with partners and stakeholders who will be automatic champions as that project moves forward, rather than trying to gather support for a completed project idea.

A broad range of supporters can help you put together a local match, which most competitive grant programs still require. State and local project sponsors must bring some amount of non-federal funding to match the federal dollars. Any funding that does not originate with the federal government will do, including local, state, philanthropic, business and even some in-kind contributions. A broad number of contributors is often more impressive than a larger single source of funding. This is important because projects often run into trouble along the way. Maybe bids come back high or construction finds an unexpected utility or artifact. When such problems occur, projects are more likely to proceed and be successful with a broad range of support.(It’s nearly a decade old, but our primer on local revenue best practices is still a good starting point to learn about the available options.)

Finally, support from your congressional delegation is good too. It won’t help if your project doesn’t match the program criteria, but USDOT might use this support as a tie breaker. If there are a few equally good projects, it just makes sense for USDOT to choose the one that has support from the Congressional delegation. Letters are a good starting point, but phone calls and meetings with USDOT are better.

3) Know the funding program parameters

Choosing and applying to the right competitive grant program is necessary for most effectively coordinating the above strategies. If you would like to know the breadth of options available, check out our funding briefs. You can view all the various programs by the projects they can fund and for which jurisdictional level. Note: many grants have wide flexibility that may not be immediately obvious. We did our best in these funding briefs to describe these flexibilities, so read closely. 

Once an applicant selects a program, applicants must identify what USDOT requires for that funding. The Notice of Funding Opportunities (NOFO) for each program explicitly states the requirements (such as the 2022 RAISE grants NOFO that was released on January 28th). Past NOFOs and grant applications—even from other applicants!—available in the public record, are a useful resource for understanding what successful applications look like. Applicants who are willing to put in more time can dig into the US Code (23 or 49 USC) or the Code of Federal Regulations (23 or 49 CFR). 

Applicants will also need to set up the necessary administrative steps. For instance, they will need to know or request a Unique Entity Identifier through SAM.gov. If your organization has been using a DUNS number, a unique identifier has already been assigned since the federal government is migrating away from DUNS by April 4, 2022. These steps are more numerous than we can easily include here, but we can direct you to some resources that can help: 1) The USDOT maintains a website on how to do business with the FHWA, which contains a specific page on FHWA terms and conditions, 2) FTA has its own website outlining the The Transit Award Management System (TrAMS), its hub for federal transit grants, and 3) the General Services Administration maintains a site for live grant opportunity listings. 

Read and pay close attention to who is eligible to apply, what projects are eligible for funding, as well as when and how to apply. And get to work on all of these requirements early. Get your Unique Entity Identifier as soon as you can, as this will take weeks if you don’t already have one. In fact, you do not have to wait to apply for a grant to set this up. Also, Grants.gov requires you to set up an account, and it can get overloaded by very popular programs close to the deadline. Don’t risk it! Do everything you can in advance. Apply a week early because you will not get more time if the system goes down at the last minute.

Still unsure on program parameters or if your project is eligible? Each NOFO lists a webinar to get an overview of the funding opportunity, ask questions, and learn the process to follow up with additional questions. You can also contact your FHWA Division HQ or Regional FTA HQ and ask questions of them over email or phone. In addition, T4A members gain access to our staff and our knowledge of federal programs. 

Want access to in-depth analysis of what your community needs to do to tap into federal funding? Consider joining as a T4A Member.

Transit funding in the infrastructure bill: what can it do for me?

Bus stopping in front of a crosswalk filled with pedestrians

The new infrastructure bill authorizes $109 billion to fund public transit projects through formula and competitive grant programs. Here’s what you need to know about the new money and (modest) policy changes to the transit program, as well as how you can make them work for you.

Bus stopping in front of a crosswalk filled with pedestrians
Photo by City of Minneapolis

The new infrastructure law is already pouring hundreds of billions of dollars into transportation projects and has created dozens of new USDOT grant programs that will advance hundreds of other projects. With this new law in place, T4America is empowering states and local communities to leverage this funding toward the best possible local projects. To that end, we’re embarking on a longer series of posts where we will be walking through specific topics like transit, climate, equity, rail, providing clear information about the law’s funding for that area, new grant programs, and how local officials and advocates alike can utilize the new funding to prioritize repair over expansion, improve access to jobs and services, and put safety over speed.  This first post is about transit. 

promo graphic for a guide to the IIJA

This post is part of a series of content T4America is producing to explain the new $1.2 trillion Infrastructure Investment and Jobs Act (IIJA), which now governs all federal transportation policy and funding through 2026. What do you need to know about the new infrastructure law?  We know that federal transportation policy can be intimidating and confusing. Our hub for this law will guide you through it, from the basics all the way to more complex details.

What’s in the law?

The first thing to know is that the infrastructure law failed to make any transformational changes to transit policy. (We covered this in #3 here.) Unlike the significant changes made to other areas, Congress carried forward the same old policy from the FAST Act, maintaining the status quo in which transit projects are subject to onerous oversight not required of highway projects. The second thing to know is that the law increased overall federal transit funding by 79%. This does not begin to address the full needs of transit in the U.S., but will allow numerous states and cities to make major investments in transit.

That funding is split between several programs. The largest share ($23 billion over five years) goes toward the core program for making capital improvements to expand or improve high capacity transit service. By comparison, the FAST Act spent $11.5 billion on this program, the Capital Investments Grant program (CIG). Notably, CIG money cannot be used to maintain or operate existing service. As defined by federal law, a “fixed guideway” for CIG projects is a means of public transit that operates on its own right-of-way, like a rail line, dedicated bus rapid transit line (bus lane), or even a ferry route. 

CIG grants are split into Small Starts (projects under $400 million, most often bus or bus rapid transit projects) and New Starts/Core Capacity (larger projects, where nearly all of the rail projects happen), and the two have different processes for funding approval. Under the previous infrastructure law, only projects that cost less than $300 million were eligible for Small Starts. The new infrastructure law increased that number to $400 million but left the maximum federal share of a project the same, at $150 million. This means local agencies with Small Starts projects that cost more than $300 million will need to come up with a higher percentage of local or state funds than in previous years.

While CIG funding cannot be used for repair projects, the infrastructure law increased funding for its State of Good Repair Formula Program from $13.4 billion in the FAST Act to $21.6 billion over five years. These non-competitive grants are distributed by USDOT to fixed guideway transit systems that are at least seven years old. So while transit agencies will not need to apply for funding, they will need to proactively identify repair needs to access this cash. There is also a new Rail Vehicle Competitive Grant program, funded for $1.5 billion over five years, aimed to help transit agencies leverage local/state/private financing to replace rail vehicles (think streetcars, subway rail, or light rail cars). The law also included $1.75 billion in competitive grant funding to help agencies meet Americans with Disabilities Act (ADA) accessibility standards, which can include repairs and upgrades to station elevators, boarding ramps, adequate support rails and signage, among other necessary services. USDOT has made clear that projects that engage with pertinent stakeholders and have community support will be best positioned to receive these competitive grant monies. 

In a minor but notable change, the law also strengthened reporting requirements to count all assaults on transit workers, a step in the right direction as transit operators continue to face rising rates of assault by transit riders.

How else could the administration improve the transit program?

Though Congress failed to make any real substantive changes to transit policy and instead locked the status quo in amber for another five years, Biden’s USDOT does have some leeway for interpreting and implementing this policy. For one, the Federal Transit Administration (FTA) could absolutely update their guidance for both formula and grant programs to more strongly emphasize that transit projects prioritize equitable access for all users (regardless of mobility challenges) and climate adaptation and resilience. Those who have been around for a few years will remember that FTA once rewarded transit capital projects “that tended to favor shorter travel times and longer distances between stops—rather than the number of people moved or the numbers of residents with access to reliable transit service.” This resulted in projects that moved suburban commuters quickly through a city but failed to improve transit access in order to score high in FTA’s cost-effectiveness criteria. But this is the kind of guidance that FTA and USDOT have the latitude to change.

Furthermore, FTA project guidance can place higher value on projects that have supportive land uses and facilitate first- and last-mile connections to transit, inclusive of shared micromobility.

How can the new money advance our goals?

Overall, assessing the transit needs of your community will be the best way to find and utilize the right funding sources. Advocates should work with transit agencies to pursue and develop the plans and projects that would best serve marginalized communities and improve the state of repair, and then work with the agencies to finalize plans to submit for capital funding. Here’s how this funding could be used to advance transit-related equity and climate goals.

Equity: As mentioned above, expanding and improving transit is the best way to serve and improve access in marginalized, underserved communities. But if these investments are directed to the wrong projects, they can instead reinforce racist land-use decisions (like those of “urban renewal”). Transit investments need to shift away from “development potential” and instead be meticulously planned around serving the people already living in the communities in question. Follow the people! Planners, transit agencies, and all stakeholders should direct their projects toward improving accessibility, connecting people not only along commute corridors, but to food, parks, shopping, health services, and other services. As we have seen during the COVID-19 pandemic, the people who most need transit are not served by the commuter-centric model present in most American cities.

Climate: The infrastructure law is not the climate legislation that the Biden administration billed it to be. The new transit money should be spent to give as many people as possible greater access to high quality transit, helping to keep the growth of emissions and vehicle miles traveled in check.  Doing so will be incredibly important considering the historic amount that Congress also provided for new highway spending in the infrastructure law. Cities can focus on electrification of projects using known technologies we can implement today (wires, limited range batteries), rather than holding out for expensive or nonexistent technologies to become widespread. Cities also should look at ways to better quantify and qualify the impact that transit projects can have on climate change (such as highlighting induced demand on roadways without the transit project).

So what?

For local transportation officials who have an interest in expanding and improving transit service, the overall increase in transit funding means that more projects will get funded, allowing you to push through projects that have stalled out due to a lack of funding. For cities in transit-unfriendly states, those state DOTs will need to spend the additional transit formula money anyway (which is inclusive of operating and capital repair dollars), so if cities approach them with detailed transit plans and projects that have community support, the state will find these projects hard to turn down. For competitive grants, knowing the intricacies of grant eligibility and USDOT’s selection criteria will make your applications that much stronger. 

For advocates and concerned citizens, the next time your local transportation officials say they don’t have enough money for critical vehicle repairs or equitable network expansion, you can point them to specific formula and competitive grants, as well as the eligibility criteria to prove that your project can receive that funding. 

One last important note we addressed in our competitive grants blog post: Strong local matching funds (ranging from 20 to 50 percent  of project cost) are critical to winning these grants, and the process to raise these funds starts by engaging in state and local budget processes far in advance (6-9 months before the start of the fiscal year.) So advocates, this means you should engage agencies early and often on resource prioritization to realize transit projects.

Note: There are ample opportunities for the infrastructure law to support good projects and better outcomes. We also produced memos to explain the available federal programs for funding various types of projects. Read our memos about available funding opportunities for transit capital and operating projects. In conjunction with TransitCenter and the National Campaign for Transit Justice, we also produced a table of transit funding opportunities. View that table here.

If you have additional ideas for how to utilize these expanded programs, or have questions about the content listed here, please contact us. Our policy staff is eager to hear from you. 

Transit funds could crack under the pressure of the budget deadline

entrance to the USDOT headquarters

The upcoming continuing resolution to fund the government and avert a shutdown won’t include transportation spending, piling on the pressure to pass the infrastructure deal and budget reconciliation. Congress could end up gutting the reconciliation package to make a deal.

Image by U.S. Department of Transportation

Congress is currently negotiating a continuing resolution (CR) to fund the government at current levels and keep things open and functioning through December 3, but, unlike most other CRs, transportation is not in the current CR. So the race is on to pass both the surface transportation reauthorization (the Infrastructure Investment and Jobs Act, also known as the Senate’s infrastructure deal), and the budget reconciliation by the current September 27 deadline set by Congressional Democrats.

If passed, the current CR will fund only the FAA and the FHWA’s emergency fund, no other transportation programs. This means that without reauthorization, normal authorized funding provided to highways, transit, rail and other programs will come to a halt after September 30, even under this CR. Of course, these things will be funded by reauthorization and reconciliation if they pass, but that is not a given. So without the safety net of a CR, Congress must pass reauthorization by September 30 or risk a shutdown of much of US DOT. That date is coming fast, and the United States government has already begun shutdown planning procedures.

Speaker Pelosi’s dual-track approach has tied the fate of reauthorization to that of budget reconciliation. If Congress can pass reconciliation, they will most likely be able to pass reauthorization. But key Senators are debating the budget’s $3.5 trillion funding level, which may mean that in order to get both bills to pass, Congress could cut reconciliation funding for the transit programs we applauded last week.    

For those who wish to improve the nation’s infrastructure, reconciliation is just as important as reauthorization. 

If Congress passes reauthorization without the transportation funding in the budget reconciliation package, they will cut $10 billion in transit funding and remove all operations funding for transit agencies. They will fail to provide direct funding to localities, fail to connect affordable housing to services and amenities, and fail to address the impacts of U.S. transportation policy on communities of color.

As we said when the reauthorization text was released, the bill does not represent any sort of policy shift toward safety or connectivity that our communities so desperately need. In fact, it cements irresponsible highway expansion. The transportation programs included in the budget reconciliation package move this reauthorization in the right direction.

To avoid a shutdown that could cripple transportation projects and to improve the infrastructure deal, reconciliation is just as vital to pass as the deal itself.