Opportunity Information: Apply for FTA 2010 006 TPM SGR
Apply for FTA 2010 006 TPM SGR
- The DOT/Federal Transit Administration in the transportation sector is offering a public funding opportunity titled "State of Good Repair Bus and Bus Facilities Initiative" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.500 Federal TransitCapital Investment Grants.
- This funding opportunity was created on May 7, 2010 and posted on May 7, 2010.
- Applicants must submit their applications by Jun 18, 2010. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- Each selected applicant is eligible to receive up to $775,000,000.00 in funding.
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Only public transportation agencies or State DOTs may apply.Eligible proposers and eventual grant applicants under this initiative are Direct Recipients under the Section 5307 Urbanized Area Formula program, States, and Indian Tribes. Proposals for funding eligible projects in rural (nonurbanized) areas must be submitted as part of a consolidated State proposal with the exception of nonurbanized projects to Indian Tribes. Tribes, States, and Direct Recipients may also submit consolidated proposals for projects in urbanized areas.Proposals shall contain projects to be implemented by the Recipient or its subrecipients. Eligible subrecipients include public agencies, private nonprofit organizations, and private providers engaged in public transportation.
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Opportunity Summary:
The State of Good Repair Bus and Bus Facilities Initiative was a Federal Transit Administration (FTA) discretionary grant opportunity under the Section 5309 Bus and Bus Facilities Program, created to help public transit systems tackle aging fleets and outdated bus infrastructure. Using up to $775 million in unallocated FY 2010 discretionary funds authorized under SAFETEA-LU (49 USC 5309(b)), the initiative focused on bringing bus assets back to a dependable, safe, and maintainable condition by funding major capital replacements and rehabilitations. FTA also indicated it could add more Bus and Bus Facilities funding later if additional money became available, meaning the initiative was designed as a major push toward reducing transit repair backlogs rather than a small, one-time program.
At its core, the program supported capital projects that improve the condition and reliability of bus service. Eligible activities included purchasing, replacing, or rehabilitating buses and vans, along with related equipment needed to operate modern transit service. That equipment could include Intelligent Transportation Systems (ITS), fare collection equipment, and communications devices, specifically noting radios or communications gear needed to meet FCC mandatory narrowbanding requirements. The initiative also covered bus facility work, such as replacing, rehabilitating, modernizing, or expanding bus maintenance facilities and passenger (revenue service) facilities. In addition, it allowed funding for the development and implementation of transit asset management systems, reflecting an emphasis not only on fixing assets but also on improving how agencies track, plan, and manage long-term reinvestment needs.
Only certain entities could apply directly to FTA. Eligible applicants were public transportation agencies and State Departments of Transportation, specifically including direct recipients under the Section 5307 Urbanized Area Formula Program, States, and Indian Tribes. The program allowed applicants to bundle multiple projects into consolidated proposals, which could cover urbanized-area projects and, importantly, required that rural (nonurbanized) area projects generally be submitted through a consolidated State proposal. The main exception was that Indian Tribes could submit nonurbanized projects directly. While only these eligible recipients could submit applications, the initiative explicitly allowed projects to be carried out by the recipient or by subrecipients. Eligible subrecipients included public agencies, private nonprofit organizations, and private transportation providers engaged in public transportation, which broadened the reach of the funding while keeping formal accountability with an eligible public recipient.
FTA framed the announcement as both a funding notice and a roadmap for competition. The notice stated that FTA established priorities for awarding these discretionary funds and would use specific criteria to identify the most meritorious projects, with selections to be announced on the FTA website and in the Federal Register. In practice, that meant applicants needed to do more than show that a project was eligible; they also needed to align with the initiative's state-of-good-repair goals and present a strong case under FTA's evaluation approach described in the notice.
From an administrative standpoint, the opportunity was categorized as discretionary transportation grant funding (CFDA 20.500, Federal Transit Capital Investment Grants) and required cost sharing or matching funds, so applicants needed to bring local, state, or other non-federal resources to complete the financing plan. The opportunity was posted May 7, 2010, and closed June 18, 2010, with an award ceiling listed at $775,000,000 and no minimum award floor specified. The official reference for the full notice was 75 FR 23843, and the listed point of contact for access or questions was Darren Jaffe at FTA's Office of Program Management.
State of Good Repair Bus and Bus Facilities Initiative (FTA Section 5309) - FAQs
What was the State of Good Repair Bus and Bus Facilities Initiative?
It was a Federal Transit Administration (FTA) discretionary grant opportunity under the Section 5309 Bus and Bus Facilities Program. It was created to help public transit systems address aging bus fleets and outdated bus infrastructure by funding major capital replacements and rehabilitations aimed at returning assets to a dependable, safe, and maintainable condition.
Where did the funding come from, and how much was available?
The initiative used up to $775 million in unallocated FY 2010 discretionary funds authorized under SAFETEA-LU (49 USC 5309(b)). The notice also stated that FTA could add more Bus and Bus Facilities funding later if additional money became available.
Was this a formula program or a competitive (discretionary) grant?
This was a competitive, discretionary grant opportunity. FTA set priorities and used specific criteria to identify the most meritorious projects.
What was the primary purpose of the initiative?
The primary purpose was to improve the condition and reliability of bus service by investing in capital projects that bring bus assets and supporting facilities back into a state of good repair and reduce repair backlogs.
What types of projects were eligible for funding?
Eligible activities included major capital replacements and rehabilitations for buses, vans, related operational equipment, and bus facilities, as well as development and implementation of transit asset management systems.
Could the grant be used to purchase, replace, or rehabilitate buses and vans?
Yes. The initiative specifically included purchasing, replacing, or rehabilitating buses and vans as eligible activities.
What kinds of related equipment were considered eligible?
Related equipment needed to operate modern transit service was eligible, including Intelligent Transportation Systems (ITS), fare collection equipment, and communications devices.
Did the initiative cover communications upgrades needed for FCC mandatory narrowbanding?
Yes. The notice specifically referenced radios or communications gear needed to meet FCC mandatory narrowbanding requirements as an eligible type of communications equipment.
Were bus facility projects eligible, and what kinds?
Yes. Eligible facility work included replacing, rehabilitating, modernizing, or expanding bus maintenance facilities and passenger (revenue service) facilities.
Could funding be used for transit asset management systems?
Yes. The initiative allowed funding for the development and implementation of transit asset management systems, reflecting an emphasis on both fixing assets and improving how agencies track and plan long-term reinvestment.
Who was eligible to apply directly to FTA?
Eligible applicants included public transportation agencies and State Departments of Transportation, specifically direct recipients under the Section 5307 Urbanized Area Formula Program, States, and Indian Tribes.
Could subrecipients carry out projects funded under this initiative?
Yes. While only eligible recipients could submit applications, projects could be carried out by the recipient or by subrecipients.
Who could be a subrecipient under the initiative?
Eligible subrecipients included public agencies, private nonprofit organizations, and private transportation providers engaged in public transportation.
Could an applicant bundle multiple projects into one application?
Yes. The initiative allowed applicants to bundle multiple projects into consolidated proposals, including proposals covering multiple urbanized-area projects.
How were rural (nonurbanized) area projects supposed to be submitted?
Rural (nonurbanized) area projects generally needed to be submitted through a consolidated State proposal.
Was there any exception that allowed nonurbanized projects to be submitted directly?
Yes. Indian Tribes were allowed to submit nonurbanized area projects directly.
How did FTA decide which projects to fund?
FTA stated it established priorities for awarding the discretionary funds and would use specific criteria to identify the most meritorious projects. Selections were to be announced on the FTA website and in the Federal Register.
Did applicants need to do more than show that a project was eligible?
Yes. The notice indicated that applicants needed to align with the initiative's state-of-good-repair goals and present a strong case under FTA's evaluation approach described in the notice.
What federal program identifier or catalog number was associated with this opportunity?
The opportunity was categorized as discretionary transportation grant funding under CFDA 20.500, Federal Transit Capital Investment Grants.
Was a local match or cost share required?
Yes. The opportunity required cost sharing or matching funds, meaning applicants needed local, state, or other non-federal resources as part of the overall financing plan.
What were the key dates for the opportunity?
The opportunity was posted on May 7, 2010, and closed on June 18, 2010.
What was the maximum award amount?
The award ceiling listed in the notice was $775,000,000.
Was there a minimum award amount?
No minimum award floor was specified in the information provided.
Where were award selections announced?
Selections were to be announced on the FTA website and in the Federal Register.
What is the official Federal Register citation for the notice?
The official reference provided was 75 FR 23843.
Who was the point of contact listed for the opportunity?
The listed point of contact was Darren Jaffe at FTA's Office of Program Management.
Was the initiative intended to be a one-time effort or a larger push?
The notice suggested it was designed as a major push to reduce transit repair backlogs, and it indicated FTA could add more funding later if additional money became available.
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