Opportunity Information: Apply for DTOS59 09 RA TIGER
Apply for DTOS59 09 RA TIGER
- The Department of Transportation in the transportation sector is offering a public funding opportunity titled "TIGER Grants for Surface Transportation" and is now available to receive applicants.
- This funding opportunity was created on Jun 26, 2009 and posted on May 1, 2009.
- Applicants must submit their applications by To be determined.. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- The funding agency has allocated a total of $1,500,000,000.00 to eligible and selected applicants.
- Each selected applicant is eligible to receive up to $300,000,000.00 in funding.
- Eligible applicants include: State governments.
- State or local governments or transit agencies on a competitive basis.
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Opportunity Summary:
The TIGER Grants for Surface Transportation opportunity is a competitive, discretionary grant program run by the U.S. Department of Transportation (USDOT), Office of the Secretary, through the Office of the Assistant Secretary for Transportation Policy. It was created and funded under the American Recovery and Reinvestment Act of 2009 (the Recovery Act) to support major capital investments in surface transportation infrastructure that can deliver a significant impact at the national, metropolitan, or regional level. The notice emphasizes that prospective applicants were expected to monitor both Grants.gov and the USDOT TIGER website for amendments and the eventual full program announcement, because key criteria and application requirements were still being developed at the time of the synopsis.
In terms of funding scale, USDOT made available a total of $1.5 billion for awards, with funds available through September 30, 2011. Individual project awards were generally expected to range from $20 million to $300 million, although USDOT reserved the ability to waive the $20 million minimum for significant projects in smaller cities, regions, or states. The program also included set-asides and administrative flexibilities: USDOT could use up to $200 million to cover subsidy and administrative costs for projects using federal credit assistance under Chapter 6 of Title 23 (generally referring to credit programs such as TIFIA), if doing so would advance the program goals. USDOT could also retain up to $1.5 million and transfer portions to modal administrations (FHWA, FTA, FRA, and MARAD) to support grant award and oversight activities. Another important constraint was that no more than 20 percent of total TIGER funds could be awarded to projects in any single state, reinforcing the program’s intent to spread investments widely.
Eligible applicants were public-sector entities: state governments, local governments, and transit agencies, with awards made on a competitive basis. As a Recovery Act program, recipients and first-tier subawardees were required to have a DUNS number and active registration in the Central Contractor Registration (CCR), which was the predecessor to today’s SAM.gov registration system. The synopsis also highlights a key compliance expectation specific to Recovery Act funding: recipients needed accounting systems and internal controls capable of separately tracking and reporting Recovery Act funds, even if those dollars were supporting an existing project or activity.
The scope of eligible projects was broad but centered on surface transportation capital improvements. Highway and bridge projects eligible under Title 23 were included, such as interstate rehabilitation, upgrades to rural collector roads, reconstruction of overpasses and interchanges, bridge replacements, seismic retrofits, and roadway realignments. Public transportation investments eligible under Chapter 53 of Title 49 were also included, explicitly noting projects in the New Starts or Small Starts pipeline where TIGER funding could help accelerate completion and bring projects into revenue service sooner. In addition, passenger and freight rail projects and port infrastructure investments were eligible, especially those that improve freight movement efficiency or strengthen connections between ports and other transportation modes.
Several policy and selection priorities are embedded in the synopsis even before the full criteria were published. USDOT indicated it would take steps to ensure equitable geographic distribution and maintain an appropriate balance between urban and rural community needs. While the federal share could be as high as 100 percent of eligible project costs, the Department signaled it would prioritize projects where TIGER funds were needed to complete a broader financing package, effectively encouraging leverage and co-investment when possible. USDOT also noted it would give priority to projects expected to be completed by February 17, 2012, reflecting the Recovery Act’s emphasis on timely delivery and economic impact.
Finally, the program came with standard federal requirements and heightened Recovery Act transparency obligations. Projects funded under TIGER were required to comply with applicable federal labor standards referenced in Subchapter IV of Chapter 31 of Title 40, and recipients had to meet Recovery Act reporting requirements. At the time of the synopsis posting (May 1, 2009), the application deadline and the final selection criteria had not yet been set, with USDOT stating that a full announcement would provide those details. The primary source for updates and the eventual full announcement was the USDOT TIGER Grants website (dot.gov/recovery/ost), and the listed contact for access issues was James H. Mowery III, Contracting Officer (202-366-4959; james.mowery@dot.gov).
Frequently Asked Questions (FAQs): TIGER Grants for Surface Transportation
1) What is the TIGER Grants for Surface Transportation program?
TIGER (Transportation Investment Generating Economic Recovery) Grants for Surface Transportation is a competitive, discretionary grant program administered by the U.S. Department of Transportation (USDOT), Office of the Secretary, through the Office of the Assistant Secretary for Transportation Policy. It was created and funded under the American Recovery and Reinvestment Act of 2009 (the Recovery Act) to support major capital investments in surface transportation infrastructure with significant national, metropolitan, or regional impact.
2) Which USDOT office runs this grant opportunity?
The program is run by USDOT's Office of the Secretary (OST), through the Office of the Assistant Secretary for Transportation Policy.
3) Is this a formula grant or a competitive program?
This is a competitive, discretionary grant program. Awards are made based on competition rather than by formula allocation.
4) How much total funding was available under this TIGER opportunity?
USDOT made a total of $1.5 billion available for TIGER awards under this opportunity.
5) How long were TIGER funds available?
Funds were available through September 30, 2011.
6) What size awards were expected for individual TIGER projects?
Individual project awards were generally expected to range from $20 million to $300 million.
7) Can the program award less than $20 million?
Yes. USDOT reserved the ability to waive the $20 million minimum for significant projects in smaller cities, regions, or states.
8) Is there a cap on how much funding one state can receive?
Yes. No more than 20 percent of total TIGER funds could be awarded to projects in any single state.
9) Who was eligible to apply for TIGER grants?
Eligible applicants were public-sector entities: state governments, local governments, and transit agencies.
10) What types of projects were eligible for TIGER funding?
Eligible projects were surface transportation capital improvements, including eligible highway and bridge projects under Title 23, public transportation investments eligible under Chapter 53 of Title 49, passenger and freight rail projects, and port infrastructure investments (particularly those improving freight efficiency and connections between ports and other modes).
11) What highway and bridge projects were included as eligible examples?
The synopsis included examples such as interstate rehabilitation, upgrades to rural collector roads, reconstruction of overpasses and interchanges, bridge replacements, seismic retrofits, and roadway realignments, as long as the projects were eligible under Title 23.
12) Were public transportation (transit) projects eligible?
Yes. Public transportation investments eligible under Chapter 53 of Title 49 were included. The synopsis specifically noted projects in the New Starts or Small Starts pipeline where TIGER funds could accelerate completion and bring projects into revenue service sooner.
13) Were rail projects eligible under this opportunity?
Yes. Passenger and freight rail projects were eligible.
14) Were port infrastructure projects eligible?
Yes. Port infrastructure investments were eligible, especially those that improve freight movement efficiency or strengthen connections between ports and other transportation modes.
15) What were the program's stated goals or intended impacts?
The program was intended to support major capital investments in surface transportation infrastructure that can deliver a significant impact at the national, metropolitan, or regional level.
16) Were there any early selection or policy priorities mentioned before full criteria were published?
Yes. Even before final criteria were published, USDOT indicated it would take steps to ensure equitable geographic distribution and maintain an appropriate balance between urban and rural community needs. USDOT also signaled it would prioritize projects where TIGER funds were needed to complete a broader financing package, and it would give priority to projects expected to be completed by February 17, 2012.
17) What does "equitable geographic distribution" mean in this synopsis?
Based on the synopsis, USDOT intended to spread investments widely across the country and not concentrate awards in a limited number of locations. This intent is also reflected in the restriction that no more than 20 percent of total TIGER funds could go to any single state.
18) Did USDOT intend to balance urban and rural funding?
Yes. The synopsis states USDOT would take steps to maintain an appropriate balance between urban and rural community needs.
19) What was the maximum federal share of project costs?
The federal share could be as high as 100 percent of eligible project costs.
20) If the federal share could be 100%, why mention leverage or co-investment?
USDOT signaled that it would prioritize projects where TIGER funds were needed to complete a broader financing package, which effectively encouraged leveraging other funding sources or co-investment when possible.
21) Was timely completion a factor for project priority?
Yes. USDOT noted it would give priority to projects expected to be completed by February 17, 2012, consistent with the Recovery Act emphasis on timely delivery and economic impact.
22) Could TIGER funds be used alongside federal credit assistance?
The synopsis noted USDOT could use up to $200 million to cover subsidy and administrative costs for projects using federal credit assistance under Chapter 6 of Title 23, if doing so would advance the program goals.
23) What does Chapter 6 of Title 23 refer to in this context?
The synopsis describes Chapter 6 of Title 23 as generally referring to federal credit programs such as TIFIA (Transportation Infrastructure Finance and Innovation Act).
24) Were any funds reserved for administration and oversight?
Yes. USDOT could retain up to $1.5 million and transfer portions to modal administrations (FHWA, FTA, FRA, and MARAD) to support grant award and oversight activities.
25) Which USDOT modal administrations were mentioned for oversight support?
The synopsis mentioned the Federal Highway Administration (FHWA), Federal Transit Administration (FTA), Federal Railroad Administration (FRA), and the Maritime Administration (MARAD).
26) Were there special registration requirements for applicants or recipients?
Yes. As a Recovery Act program, recipients and first-tier subawardees were required to have a DUNS number and an active registration in the Central Contractor Registration (CCR), described as the predecessor to today's SAM.gov registration system.
27) What compliance expectations applied to accounting and internal controls?
Recipients were expected to have accounting systems and internal controls capable of separately tracking and reporting Recovery Act funds, even if the TIGER dollars were supporting an existing project or activity.
28) Were there federal labor standards that applied to TIGER-funded projects?
Yes. Projects funded under TIGER were required to comply with applicable federal labor standards referenced in Subchapter IV of Chapter 31 of Title 40.
29) Were there Recovery Act reporting and transparency requirements?
Yes. Recipients had to meet Recovery Act reporting requirements, reflecting heightened transparency obligations associated with Recovery Act funding.
30) Where were applicants expected to look for updates, amendments, and the full announcement?
Prospective applicants were expected to monitor both Grants.gov and the USDOT TIGER website for amendments and for the eventual full program announcement, because key criteria and application requirements were still being developed at the time of the synopsis.
31) What website was listed as the primary source for TIGER updates and the full announcement?
The synopsis identified the USDOT TIGER Grants website as the primary source: dot.gov/recovery/ost.
32) Was an application deadline provided in the synopsis?
No. As of the synopsis posting date (May 1, 2009), the application deadline had not yet been set. USDOT stated that a full announcement would provide those details.
33) Were the final selection criteria available at the time of the synopsis?
No. The synopsis stated that the final selection criteria had not yet been set at that time and would be provided in the full announcement.
34) Who was listed as the contact for access issues?
The listed contact for access issues was James H. Mowery III, Contracting Officer, at 202-366-4959 and james.mowery@dot.gov.
35) What does "competitive, discretionary" imply for applicants?
Based on the synopsis, it implies that projects would be selected through a competitive process and that USDOT had discretion in deciding which eligible projects received awards, subject to the program's stated priorities and requirements.
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