Mpdg Nofo

4910-9X
DEPARTMENT OF TRANSPORTATION
Office of the Secretary of Transportation
Notice of Funding Opportunity for the Department of Transportation’s FY 2023-2024
Multimodal Project Discretionary Grant Opportunity (MPDG)
AGENCY: Office of the Secretary of Transportation, U.S. Department of Transportation
ACTION: Notice of Funding Opportunity (NOFO)
SUMMARY:
SUMMARY OVERVIEW OF KEY INFORMATION: Multimodal Project
Discretionary Grant Opportunity
Issuing Agency
Office of the Secretary of Transportation, U.S. Department of
Transportation
Program
The MPDG opportunity contains three grant programs: the National
Overview
Infrastructure Project Assistance grants program (Mega), the Nationally
Significant Multimodal Freight and Highways Projects grants program
(INFRA), and the Rural Surface Transportation Grant program (Rural).
The funding opportunities are awarded on a competitive basis for surface
transportation infrastructure projects—including highway and bridge,
intercity passenger rail, railway-highway grade crossing or separation,
wildlife crossing, public transportation, marine highway, and freight
projects, or groups of such projects—with significant national or regional
impact, or to improve and expand the surface transportation infrastructure
in rural areas.
Objective
1) Invest in surface transportation infrastructure projects of national or
regional significance and improve/expand infrastructure in rural areas; 2)
Support projects that are consistent with the Department’s strategic goals:
improve safety, economic strength and global competitiveness, equity,
and climate and sustainability.
Eligible
• a State or a group of States;
Applicants
• a metropolitan planning organization or a regional transportation
(Varies by
planning organization; the
program)
• a unit of local government;
• a political subdivision of a State;
• a special purpose district or public authority with a transportation
function, including a port authority;
• a Tribal government or a consortium of Tribal governments;
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•

Eligible Project
Types
(Varies by
program)

Funding

Federal land management agency that applies jointly with a State
or group of States;
• a partnership between Amtrak and 1 or more entities described
above
• a group of entities described above
(NOTE: Eligibility may vary by program. Section C.1 provides
additional information)
• A highway or bridge project on the National Multimodal Freight
Network, National Highway Freight Network (NHFN), or
National Highway System
• A freight intermodal (including public ports) or freight rail project
that provides public benefit
• A highway freight project eligible under National Highway
Freight Program
• A railway highway grade separation or elimination project
• A highway safety improvement project, including a project to
improve a high-risk rural road as defined by the Highway Safety
Improvement Program
• An intercity passenger rail project
• A public transportation project that is eligible under assistance
under Chapter 53 of title 49 and is a part of any of the project
types described above
• A wildlife crossing project
• A surface transportation project within the boundaries or
functionally connected to an international border crossing that
improves a facility owned by Fed/State/local government and
increases throughput efficiency
• A project for a marine highway corridor that is functionally
connected to the NHFN and is likely to reduce road mobile source
emissions
• A highway, bridge, or freight project on the National Multimodal
Freight Network
• A project on a publicly-owned highway or bridge that provides or
increases access to an agricultural, commercial, energy, or
intermodal facility that supports the economy of a rural area
• A project to develop, establish, or maintain an integrated mobility
management system, a transportation demand management
system, or on-demand mobility services
(NOTE: Not all project types are eligible under all three programs.
Section C.3 provides additional information.)
It is anticipated that this opportunity will award approximately $5.455.575 billion for this round from FY 2023 and FY 2024 funding.
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Deadline:

• INFRA: $3-3.1 billion
• Mega: $1.8 billion
• Rural: $650-675 million
The Mega program has the ability to make multi-year awards including
funding from future years. Subject to the availability of funding, Mega
funding provided for FY 2025 and FY 2026 may also be allocated to
projects identified in this competition.
August 21, 2023, at 11:59 pm 59pm EDT: Application Due

DATES: Applications must be submitted by 11:59:59 p.m. EDT on August 21, 2023. The
Grants.gov “Apply” function will open by June 22, 2023.
ADDRESSES: Applications must be submitted through www.Grants.gov.
FOR FURTHER INFORMATION CONTACT: For further information regarding this
notice, please contact the Office of the Secretary via email at [email protected], or call
Paul Baumer at (202) 366-1092. A TDD is available for individuals who are deaf or
hard of hearing at 202-366-3993. In addition, up to the application deadline, the U.S.
Department of Transportation (Department) will post answers to common questions
and requests for clarifications on the Department’s website at
https://www.transportation.gov/grants/mpdg-frequently-asked-questions.
SUPPLEMENTARY INFORMATION:
Each section of this notice contains information and instructions relevant to the
application process for the MPDG grant program, and all applicants should read this notice in its
entirety so that they have the information they need to submit eligible and competitive
applications.
Table of Contents
A.

Program Description
1.
Overview
2.
Changes from the FY 2022 MPDG NOFO
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B.
C.

D.

E.

F.

G.
H.

3.
Additional Information
Federal Award Information
1.
Amount Available
Eligibility Information
1.
Eligible Applicants
2.
Cost Sharing or Matching
3.
Eligible Projects
4.
Eligible Project Costs
5.
Project Requirements
6.
Definition of Rural and Urban Areas
7.
Areas of Persistent Poverty and Historically Disadvantaged Communities
8.
Project Components
9.
Network of Projects
10. Application Limit
Application and Submission Information
1.
Address
2.
Content and Form of Application
3.
Unique Entity Identifier and System for Award Management (SAM)
4.
Submission Dates and Timelines
5.
Funding Restrictions
6.
Other Submission Requirements
Application Review Information
1.
Criteria
i.
Overall Application Rating
ii.
Project Outcome Criteria
iii.
Benefit-Cost Analysis Rating
iv.
Project Readiness Rating
v.
Additional Considerations
vi.
Previous Awards
2.
Review and Selection Process
3.
Additional Information
Federal Award Administration Information
1.
Federal Award Notices
2.
Administrative and National Policy Requirements
3.
Reporting
Federal Awarding Agency Contacts
Other Information
1.
Protection of Confidential Business Information
2.
Publication of Application Information
3.
Department Feedback on Applications
4.
MPDG Extra, Eligibility, and Designation

A. Program Description
1. Overview
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The Infrastructure Investment and Jobs Act (Pub. L. No. 117-58, November 15, 2021)
(Bipartisan Infrastructure Law, or BIL) provided funds to the Department across three
programs to invest in projects of national or regional significance – the National Infrastructure
Project Assistance grants program, found under 49 U.S.C. § 6701 (Mega), the Nationally
Significant Multimodal Freight and Highways Projects grants program, found at 23 U.S.C.
§ 117 (Infrastructure for Rebuilding America or INFRA), and the Rural Surface Transportation
Grant program, found at 23 U.S.C. § 173 (Rural). The BIL makes available up to $5 billion for
the Mega program for the period of Fiscal Year (FY) 2022 through 2026; up to $8 billion to
the INFRA program for the period of FY 2022 through 2026; and up to $2 billion for the Rural
program for the period of FY 2022 through 2026, for a combined total of up to $15 billion for
FY 2022 through 2026.
To help streamline the process for applicants, the Department has combined
solicitations for the Mega, INFRA, and Rural programs into the MPDG opportunity.
Applicants may choose to apply to one, two, or all three of these grant programs. The FY 2023
and 2024 MPDG awards will be made for each of the three grant programs as appropriate and
consistent with each grant program’s statutory language. The FY 2023–2024 MPDG round
will be implemented, as appropriate and consistent with law, in alignment with the priorities in
Executive Order 14052, Implementation of the Infrastructure Investment and Jobs Act (86 FR
64355),1 and will focus on supporting projects that improve safety, economic strength and
global competitiveness, equity, and climate and sustainability consistent with the Department’s
strategic goals.

1

The priorities of Executive Order 14052, Implementation of the Infrastructure Investments and Jobs Act are: to invest efficiently
and equitably, promote the competitiveness of the U.S. economy, improve job opportunities by focusing on high labor standards
and equal employment opportunity, strengthen infrastructure resilience to all hazards including climate change, and to effectively
coordinate with State, local, Tribal, and territorial government partners.

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Applicants are encouraged to apply for multiple programs, to maximize their potential
of receiving Federal support. Applicants to MPDG will be considered across all three
programs unless they opt out of a specific program. To support applicants through the
application process, the Department will provide technical assistance and resources.2
The Department is committed to advancing safe, efficient transportation, including in the
MPDG programs. The National Roadway Safety Strategy (NRSS), issued January 27, 2022,
commits the Department to respond to the current crisis in roadway fatalities by ‘taking
substantial, comprehensive action to significantly reduce serious and fatal injuries on the
Nation’s roadways,’ in pursuit of the goal of achieving zero roadway deaths through a Safe
System Approach. The outcomes that are anticipated from the roadway projects funded by the
MPDG programs should align with the NRSS.
The Department seeks to fund projects that reduce greenhouse gas emissions and are
designed with specific elements to address climate change impacts, projects that include naturebased solutions to increase the climate resilience and sustainability of the transportation system,
consistent with recommendations in the Nature-Based Solutions Roadmap, responsive to Executive
Order 14008, Tackling the Climate Crisis at Home and Abroad and Executive Order 14072,
Strengthening the Nation’s Forests, Communities and Local Economies.
The Department seeks to award projects that address environmental justice, particularly for
communities (including rural and Tribal communities) that may disproportionately experience
consequences from climate change and pollutants. As part of the Department’s implementation of
Executive Order 14008, Tackling the Climate Crisis at Home and Abroad (86 FR 7619), the
Department seeks to fund projects that, to the extent possible, target 40 percent of the overall

2

For Technical Assistance for projects in rural areas, visit https://www.transportation.gov/rural.

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benefits of certain federal investments in climate and, clean energy and other areas to disadvantaged
communities. Such communities may include low-income communities and communities that are
marginalized by underinvestment, including those underserved by affordable transportation, and
overburdened by pollution.
Both the National Infrastructure Project Assistance grants program (Mega) and the Nationally
Significant Multimodal Freight and Highways Projects grants program (INFRA)3 are covered under
the President’s Justice40 Initiative which set a goal that 40 percent of the overall benefits from
certain federal investments in climate and, clean energy and other areas, flow to disadvantaged
communities.
The Department seeks to award projects that proactively address equity and barriers to
opportunity, including automobile dependence as a form of barrier, or redress prior inequities and
barriers to opportunity consistent with Executive Order 13985.
The Department also seeks to award projects that support the creation of good-paying jobs
with the free and fair choice to join a union and the incorporation of strong labor standards and
workforce programs, in particular registered apprenticeships, labor management partnerships and
Local Hire agreements, in project planning stages and program delivery.
In addition, consistent with the Department’s Rural Opportunities to Use Transportation for
Economic Success (ROUTES) initiative, the Department seeks to award funding to rural projects
that address deteriorating conditions and disproportionately high fatality rates and transportation
costs in rural communities.
Section E of this NOFO describes the process for selecting projects that further these

3

The INFRA program will be implemented in line with Administration policies and orders including the America the Beautiful
initiative, the White House Council on Environmental Quality Guidance for Federal Departments and Agencies on Ecological
Connectivity and Wildlife Corridors and the interagency Memorandum of Understanding (MOU) on Promoting Equitable Access
to Nature in Nature-Deprived Communities signed by DOT.

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goals under each of the three grant programs. Section F.3 describes progress and performance
reporting requirements for selected projects, including the relationship between that reporting
and the program’s selection criteria.
2. Changes from the FY 2022 MPDG NOFO
While the six Outcome Area criteria from FY 2022 remain the same, the FY 2023-2024
NOFO has revised how each criterion will be rated, using a rubric that updates and
distinguishes how an application will be assigned a 0, 1, 2, or 3 for each criterion.
Rural Program applicants who are requesting less than $25 million need address only
three of the outcome area criteria: (a) Safety; (b) Climate Change, Resiliency, and the
Environment; and (c) Equity, Multimodal Options, and Quality of Life.
For the first time in FY 2023-2024, the Department is establishing a Cost Estimate
Review team, who will evaluate in greater detail the cost estimates for any project requesting
$1 billion or more in funding from the MPDG opportunity.
The list of counties qualifying as Areas of Persistent Poverty has been updated from
MPDG 2022 to reflect more recent Census data4. The definition of census tracts qualifying as
Historically Disadvantaged Communities has also been updated, in accordance with the
Climate & Economic Justice Screening Tool (CEJST), a new tool by the White House Council
on Environmental Quality (CEQ), that aims to help Federal agencies identify disadvantaged
communities as part of the Justice40 initiative to accomplish the goal that 40% of benefits from
certain federal investment reach disadvantaged communities.
Applicants who are planning to reapply using materials prepared for prior competitions

4

The definition of a County that is an Area of Persistent Poverty is linked to the most recent SAIPE data. On December 15, 2022,
the 2021 Small Area Income Poverty Estimates (SAIPE) Dataset was published at
https://www.census.gov/data/datasets/2021/demo/saipe/2021-state-and-county.html. The Department is updating its APP
resources based on the 2021 SAIPE data.

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should ensure that their FY 2023-2024 application fully addresses the criteria and
considerations described in this notice and that all relevant information is up to date.
3. Additional Information
The Mega program is authorized at 49 U.S.C. § 6701. The INFRA program is authorized
at 23 U.S.C. § 117. The Rural program is authorized at 23 U.S.C. § 173. They are described
respectively in the Federal Assistance Listings under the assistance listing program titles
“National Infrastructure Project Assistance” (assistance listing number 20.937), “Nationally
Significant Freight and Highway Projects” (assistance listing number 20.934), and “Rural
Surface Transportation Grant Program” (assistance listing number 20.938).
B. Federal Award Information
1. Amount Available
This notice solicits applications for up to $5.575 billion in FY 2023 and FY 2024 MPDG
opportunity funds. Up to $1.8 billion from FY 2023–2024 will be made available for the Mega
program, up to $3.1 billion will be made available for the INFRA program, and up to $675
million will be made available for the Rural program. In addition to the FY 2023 and FY 2024
funding, the Department may make award decisions in the MPDG FY 2023–2024 round to fund
Mega project awards in future fiscal years, based on a potential awarded project’s schedule and
availability of funding.5 In addition to the FY 2023– and FY 2024 funds, prior year INFRA
amounts, presently estimated at up to $50 million, may be made available and awarded under
this solicitation. Any award under this notice will be subject to the availability of funding. The
Mega, INFRA, and Rural programs each have their own specific funding restrictions, including

5

49 U.S.C. § 6701(j) authorizes the Department to enter multiyear grant agreements for Mega projects. Those agreements may
include a commitment, contingent on amounts to be specified in law in advance for such commitments, to provide future year
funds.

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award size and types of projects. Refer to Section D.5 for greater detail on funding restrictions
for each program.
C. Eligibility Information
To be selected for a grant, an applicant must be an Eligible Applicant and the project
must be an Eligible Project that meets the minimum project size requirement.
1. Eligible Applicants
Each of the three funding opportunities has slightly different statutory rules for what kinds of
applicants are eligible to apply. Applicants should review this section in determining for which of
the three programs they are applying.

Mega
1. a State or a group of States
2. a metropolitan planning
organization
3. a unit of local government;
4. a political subdivision of a
State
5. a special purpose district or
public authority with a
transportation function,
including a port authority
6. a Tribal government or a
consortium of Tribal
governments
7. a partnership between Amtrak
and 1 or more entities
described in (1) through (6)
8. a group of entities described
in any of (1) through (7)
(For the Mega program, “State”
includes any of the 50 states, the
District of Columbia, the
Commonwealth of Puerto Rico, the
Commonwealth of the Northern
Mariana Islands, the United States
Virgin Islands, Guam, American

Eligible Applicants
INFRA
1. a State or group of States
2. a metropolitan planning organization
that serves an Urbanized Area (as defined
by the Bureau of the Census) with a
population of more than 200,000
individuals
3. a unit of local government or group of
local governments
4. a political subdivision of a State or
local government
5. a special purpose district or public
authority with a transportation function,
including a port authority
6. a Federal land management agency that
applies jointly with a State or group of
States
7. a Tribal government or a consortium of
tribal governments
8. a multistate corridor organization
9. a multistate or multijurisdictional group
of entities described in this paragraph
(For the INFRA program, State includes
any of the 50 states, the District of
Columbia, or Puerto Rico. Otherwise
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Rural
1. a State
2. a regional
transportation planning
organization
3. a unit of local
government
4. a Tribal government or
a consortium of Tribal
governments
5. a multijurisdictional
group of entities above
(For the Rural program,
State includes any of the
50 states, the District of
Columbia, or Puerto Rico.
Otherwise eligible entities
located in or serving U.S.
Territories are eligible.)

Samoa, and any other territory or
possession of the United States.)

i.

eligible entities located in or serving U.S.
Territories are eligible.)

Mega

Eligible applicants for Mega grants are: (1) a State or a group of States; (2) a metropolitan
planning organization; (3) a unit of local government; (4) a political subdivision of a State; (5) a
special purpose district or public authority with a transportation function, including a port authority;
(6) a Tribal government or a consortium of Tribal governments; (7) a partnership between Amtrak
and 1 or more entities described in (1) through (6); and (8) a group of entities described in any of (1)
through (7). With regards to Mega grants, “State” includes any of the 50 states, the District of
Columbia, the Commonwealth of Puerto Rico, the Commonwealth of the Northern Mariana Islands,
the United States Virgin Islands, Guam, American Samoa, and any other territory or possession of
the United States.

ii.

INFRA

Eligible applicants for INFRA grants are: (1) a State or group of States; (2) a
metropolitan planning organization that serves an Urbanized Area (as defined by the Bureau of
the Census) with a population of more than 200,000 individuals; (3) a unit of local government
or group of local governments; (4) a political subdivision of a State or local government; (5) a
special purpose district or public authority with a transportation function, including a port
authority; (6) a Federal land management agency that applies jointly with a State or group of
States; (7) a Tribal government or a consortium of Tribal governments; (8) a multistate
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corridor organization; or (9) a multistate or multijurisdictional group of entities described in
this paragraph. With regards to INFRA grants, “State” includes any of the 50 states, the
District of Columbia, or Puerto Rico.
iii.

Rural

Eligible applicants for Rural grants are: (1) a State; (2) a regional transportation planning
organization; (3) a unit of local government; (4) a Tribal government or a consortium of Tribal
governments; or (5) a multijurisdictional group of entities above. With regards to Rural grants,
“State” includes any of the 50 states, the District of Columbia, or Puerto Rico.
iv.

Joint Applications for Any Program

Multiple States or entities that submit a joint application should identify a lead applicant
as the primary point of contact. Joint applications should include a description of the roles and
responsibilities of each applicant and should be signed by each applicant. The applicant that will
be responsible for financial administration of the project must be an eligible applicant.
2. Cost Sharing or Matching
i.

Mega
Mega grants may be used for up to 60 percent of future eligible project costs. Other Federal

assistance may satisfy the non-Mega share requirement for a Mega grant, but total Federal
assistance for a project receiving a Mega grant may not exceed 80 percent of future total eligible
project costs.

ii.

INFRA
INFRA grants may be used for up to 60 percent of future eligible project costs. Other

Federal assistance may satisfy the non-INFRA share requirement for an INFRA grant, but total
Federal assistance for a project receiving an INFRA grant may not exceed 80 percent of future
12

total eligible project costs, except that, for States with a population density of not more than 80
persons per square mile of land area, based on the 2010 census, the maximum share of the total
Federal assistance provided for a project receiving a grant under this section shall be the
applicable share under 23 U.S.C. § 120(b). The following chart identifies the states that with a
population of fewer than 80 persons per square mile, based on the 2010 census. If your project is
located in one of the States below, please consult the following link to determine which sliding
scale applies to you: https://www.fhwa.dot.gov/legsregs/directives/notices/n4540-12.cfm.
State
Alaska
Arizona
Arkansas
Colorado
Idaho
Iowa
Kansas
Maine
Minnesota
Mississippi
Montana
Nebraska
Nevada
New Mexico
North Dakota
Oklahoma
Oregon
South Dakota
Utah
Vermont
West Virginia
Wyoming

If a Federal land management agency applies jointly with a State or group of States, and
that agency carries out the project, then Federal funds that were not made available under titles
23 or 49 of the U.S.C. may be used for the non-Federal share.
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iii.

Rural
Rural grants may be used for up to 80 percent of future eligible project costs, except

eligible projects that further the completion of a designated segment of the Appalachian
Development Highway System under 40 U.S.C. § 14501 or address a surface transportation
infrastructure need identified for the Denali access system program under section 309 of the
Denali Commission Act of 1998 may apply for up to 100 percent of the project costs. Other
Federal assistance may satisfy the non-Rural share requirement for a Rural grant up to 100
percent of project costs.
Please note that the Rural Program has a higher statutory maximum Federal share than
Mega and INFRA. Applications which seek funding above the statutory maximum share for
MEGA and INFRA will only be eligible for an award from the Rural program.
iv.

Universal Cost Sharing or Matching Guidance
Unless otherwise authorized by statute, non-Federal cost-share may not be counted as non-

Federal share for both the programs under MPDG and another Federal program. For any
project under MPDG, the Department cannot consider previously incurred costs or previously
expended or encumbered funds towards the matching requirement. Matching funds are subject
to the same Federal requirements described in Section F.2.iii as awarded funds. See Section
D.2 for information about documenting cost sharing in the application.
Non-Federal sources include State funds originating from programs funded by State
revenue, local funds originating from State or local revenue-funded programs, private funds, or
other funding sources of non-Federal origin.
For the purpose of evaluating eligibility under the statutory limit on total Federal
assistance in the Mega and INFRA programs, funds from TIFIA and RRIF credit assistance
programs are considered Federal assistance and, combined with other Federal assistance,
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may not exceed 80 percent of the future eligible project costs, except as indicated for the
INFRA program (see Section C.2.ii).
v.

Coronavirus State and Local Fiscal Recovery Funds (SLFRF)
Coronavirus State and Local Fiscal Recovery Funds (SLFRF) program funds available under

sections 602(c)(1)(C) and 603(c)(1)(C) of the Social Security Act (42 U.S.C §§ 802–803) may be
used for the provision of government services. A recipient State or local government may use
those amounts from their SLFRF funds as non-Federal share of an INFRA or Mega grant. For the
applicants seeking funding from the Rural program, if the recipient’s SLFRF payment exceeded
their reduction in revenue due to the emergency, the excess amounts cannot be used as nonFederal share.
3. Eligible Projects
Each of the three funding opportunities has different statutory rules for what kinds of projects
are eligible for funding. Applicants should review this section in determining for which of the
three programs they are applying, given the type of project being proposed. Projects may be
eligible for funding under multiple MPDG programs and applicants may apply for any program
for which their project is eligible.6

Mega
1. A highway or bridge
project on the National
Multimodal Freight Network
2. A highway or bridge
project on the National
Highway Freight Network
3. A highway or bridge
project on the National
Highway System
4. A freight intermodal
(including public ports) or

Eligible Project Types
INFRA
1. A highway freight project
on the National Highway
Freight Network
2. A highway or bridge
project on the National
Highway System
3. A freight intermodal,
freight rail, or freight project
within the boundaries of a
public or private freight rail,
water (including ports), or

6

Rural
1. A highway, bridge, or
tunnel project eligible under
National Highway
Performance Program
2. A highway, bridge, or
tunnel project eligible under
Surface Transportation Block
Grant
3. A highway, bridge, or
tunnel project eligible under
Tribal Transportation Program

Project sponsors should also consider using the DOT Discretionary Grant Dashboard tool that can provide lists of DOT and
other agency programs based on project or applicant type: https://www.transportation.gov/grants/dashboard

12

freight rail project that
provides public benefit
5. A railway highway grade
separation or elimination
project
6. An intercity passenger rail
project
7. A public transportation
project that is eligible under
assistance under Chapter 53 of
title 49 and is a part of any of
the project types described
above

i.

intermodal facility and that is
a surface transportation
infrastructure project
necessary to facilitate direct
intermodal interchange,
transfer, or access into or out
of the facility*
4. A highway-railway grade
crossing or grade separation
project
5. A wildlife crossing
project
6. A surface transportation
project within the boundaries
or functionally connected to
an international border
crossing that improves a
facility owned by
Fed/State/local government
and increases throughput
efficiency
7. A project for a marine
highway corridor that is
functionally connected to the
NHFN and is likely to reduce
road mobile source emissions
8. A highway, bridge, or
freight project on the National
Multimodal Freight Network

4. A highway freight project
eligible under National
Highway Freight Program
5. A highway safety
improvement project,
including a project to improve
a high-risk rural road as
defined by the Highway Safety
Improvement Program
6. A project on a publiclyowned highway or bridge that
provides or increases access to
an agricultural, commercial,
energy, or intermodal facility
that supports the economy of a
rural area
7. A project to develop,
establish, or maintain an
integrated mobility
management system, a
transportation demand
management system, or ondemand mobility services

Mega
Eligible projects for Mega grants are: a highway or bridge project on the National Multimodal

Freight Network; a highway or bridge project on the National Highway Freight Network; a
highway or bridge project on the National Highway System; a freight intermodal (including
public ports) or freight rail project that provides public benefit; a railway-highway grade
separation or elimination project; an intercity passenger rail project; a public transportation
project that is eligible under assistance under Chapter 53 of title 49 U.S.C. and is a part of any of
the project types described above; or a grouping, combination, or program of interrelated,
connected, or dependent projects of any of the projects described above.
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ii.

INFRA
Eligible projects for INFRA grants are: highway freight projects carried out on the National

Highway Freight Network (NHFN) (23 U.S.C. § 167); highway or bridge projects carried out
on the National Highway System (NHS), including projects that add capacity on the Interstate
System to improve mobility or projects in a national scenic area; railway-highway grade
crossing or grade separation projects; or a freight project that is 1) an intermodal or rail project,
or 2) within the boundaries of a public or private freight rail, water (including ports), or
intermodal facility; a wildlife crossing project; a surface transportation project within the
boundaries of, or functionally connected to, an international border crossing that improves a
facility owned by a Federal, State, or local government and increases throughput efficiency; a
project for a marine highway corridor that is functionally connected to NHFN and is likely to
reduce on-road mobile source emissions; or a highway, bridge, or freight project on the
National Multimodal Freight Network under 49 U.S.C. § 70103. To be eligible under INFRA, a
project within the boundaries of a freight rail, water (including ports), or intermodal facility
must be a surface transportation infrastructure project necessary to facilitate direct intermodal
interchange, transfer, or access into or out of the facility and must significantly improve freight
movement on the NHFN. In this context, improving freight movement on the NHFN may
include shifting freight transportation to other modes, thereby reducing congestion and
bottlenecks on the NHFN. For a freight project within the boundaries of a freight rail, water
(including ports), or intermodal facility, Federal funds can only support project elements that
provide public benefits.
iii.

Rural
Eligible projects for Rural grants are: a highway, bridge, or tunnel project eligible under

National Highway Performance Program (23 U.S.C.119); a highway, bridge, or tunnel project
14

eligible under Surface Transportation Block Grant (23 U.S.C. 133); a highway, bridge, or tunnel
project eligible under Tribal Transportation Program (23 U.S.C. 202); a highway freight project
eligible under National Highway Freight Program (23 U.S.C.167); a highway safety improvement
project, including a project to improve a high risk rural road as defined by the Highway Safety
Improvement Program (23 U.S.C. 148); a project on a publicly-owned highway or bridge that
provides or increases access to an agricultural, commercial, energy, or intermodal facility that
supports the economy of a rural area; or a project to develop, establish, or maintain an integrated
mobility management system, a transportation demand management system, or on-demand
mobility services.
An eligible entity may bundle two or more similar eligible projects under the Rural program
if projects are included as a bundled project in a statewide transportation improvement program
under 23 U.S.C. § 135 and will be awarded to a single contractor or consultant pursuant to a
contract for engineering and design or construction between the contractor and the eligible entity.
4.

Eligible Project Costs
The table below defines eligible project costs for each program per the program statutes:

Eligible Project Costs
Mega
INFRA
Rural
Development-phase activities and
Development phase activities, including
Development phase activities,
costs, including planning, feasibility planning, feasibility analysis, revenue
including planning, feasibility
analysis, revenue forecasting,
forecasting, environmental review, preliminary analysis, revenue forecasting,
alternatives analysis, data collection engineering, design, and other preconstruction environmental review, preliminary
and analysis, environmental review activities, provided the project meets statutory engineering and design work, and
and activities to support
requirements.
other preconstruction activities; and,
environmental review, preliminary
engineering and design work, and
Construction, reconstruction, rehabilitation, or Construction, reconstruction,
other preconstruction activities,
acquisition of property (including land related rehabilitation, acquisition of real
including the preparation of a data
to the project and improvements to the land), property (including land related to the
collection and post-construction
environmental mitigation (including a project project and improvements to the
analysis plan; and,
to replace or rehabilitate a culvert, or to reduce land), environmental mitigation,
stormwater runoff for the purpose of improving construction contingencies,
Construction, reconstruction,
habitat for aquatic species), construction
acquisition of equipment, and
rehabilitation, acquisition of real
contingencies, equipment acquisition, and
operational
15

property (including land relating to operational improvements directly related to improvements.
the project and improvements to that system performance.
land), environmental mitigation
(including projects to replace or
INFRA grant recipients may use INFRA funds
rehabilitate culverts or reduce
to pay for the subsidy and administrative costs
stormwater runoff for the purpose of necessary to receive TIFIA credit assistance.
improving habitat for aquatic species),
construction contingencies,
acquisition of equipment, protection,
and operational improvements
directly relating to the project.

i.

Mega
Mega grants may be used for development-phase activities and costs, including planning,

feasibility analysis, revenue forecasting, alternatives analysis, data collection and analysis,
environmental review and activities to support environmental review, preliminary engineering
and design work, and other preconstruction activities, including the preparation of a data
collection and post-construction analysis plan; and construction, reconstruction, rehabilitation,
acquisition of real property (including land relating to the project and improvements to that
land), environmental mitigation (including projects to replace or rehabilitate culverts or reduce
stormwater runoff for the purpose of improving habitat for aquatic species), construction
contingencies, acquisition of equipment, protection, and operational improvements directly
relating to the project. For single-year Mega awards, Mega grant funds cannot be used until
NEPA is complete.
ii.

INFRA

INFRA grants may be used for the construction, reconstruction, rehabilitation, or
acquisition of property (including land related to the project and improvements to the land),
environmental mitigation (including a project to replace or rehabilitate a culvert, or to reduce
stormwater runoff for the purpose of improving habitat for aquatic species), construction
contingencies, equipment acquisition, and operational improvements directly related to system
16

performance. Statutorily, INFRA grants may also fund development phase activities, including
planning, feasibility analysis, revenue forecasting, environmental review, preliminary
engineering, design, and other preconstruction activities, provided the project meets statutory
requirements. However, the Department is seeking to prioritize INFRA funding for projects that
result in construction; as a result, development phase activities may be less competitive under
INFRA by nature of the evaluation structure described in Section E. Public-private partnership
assessments for projects in the development phase are also eligible costs.
INFRA grant recipients may use INFRA funds to pay for the subsidy and
administrative costs necessary to receive TIFIA credit assistance.
iii.

Rural

Rural grants may be used for development phase activities, including planning, feasibility
analysis, revenue forecasting, environmental review, preliminary engineering and design work,
and other preconstruction activities; and construction, reconstruction, rehabilitation, acquisition
of real property (including land related to the project and improvements to the land),
environmental mitigation, construction contingencies, acquisition of equipment, and operational
improvements.
5. Project Requirements for Each Funding Opportunity
Applicants need to address only the requirements for the program or programs from which
they are requesting funding in their application.

i.

Mega
For the purposes of determining whether a project meets the minimum project size
requirement, the Department will count all future eligible project costs under the award and some
related costs incurred before selection for a Mega grant. Previously incurred costs will be counted
17

toward the minimum project size requirement only if they were eligible project costs under
Section C.4.i and were expended as part of the project for which the applicant seeks funds.
Although those previously incurred costs may be used for meeting the minimum project size
thresholds described in this Section, they cannot be reimbursed with Mega grant funds, nor will
they count toward the project’s required non-Federal share.
1. Mega Project Sizes
For each fiscal year of Mega funds, 50 percent of available funds are reserved for projects
greater than $500 million in cost, and 50 percent to projects between $100 million and $500
million in cost.
2. Mega Project Requirements
For a Mega project to be selected, the Department must determine that the project meets all
six requirements described in 49 U.S.C. § 6701(f)(1) and 49 U.S.C. § 6701(g), which are
further described below and in Section E.1.v.b.. If the project consists of multiple components
with independent utility, the Department must determine that each component meets each
requirement to select it for an award.
Mega Project Requirement #1: The project is likely to generate national or regional economic,
mobility, or safety benefits.
Mega Project Requirement #2: The project is in significant need of Federal funding.
Mega Project Requirement #3: The project will be cost-effective.
Mega Project Requirement #4: With respect to related non-Federal financial commitments,
one or more stable and dependable funding or financing sources are available to construct,
maintain, and operate the project, and to cover cost increases.
Mega Project Requirement #5: The applicant has, or will have, sufficient legal,
financial, and technical capacity to carry out the project.
18

Mega Project Requirement #6: The application includes a plan for the collection and analysis of
data to identify the impacts of the project and accuracy of forecasts included in the
application.
ii.

INFRA

For the purposes of determining whether a project meets the minimum project size requirement,
the Department will count all future eligible project costs under the award and some related
costs incurred before selection for an INFRA grant. Previously incurred costs will be counted
toward the minimum project size requirement only if they were eligible project costs under
Section C.3.ii. and were expended as part of the project for which the applicant seeks funds.
Although those previously incurred costs may be used for meeting the minimum project size
thresholds described in this Section, they cannot be reimbursed with INFRA grant funds, nor
will they count toward the project’s required non-Federal share.
For the INFRA State Incentives Pilot, at least 50 percent of the project’s future eligible
project costs must be funded by non-Federal contributions.
(a) Large Projects
The minimum project size for large projects is the lesser of (1) $100 million; (2) 30
percent of a State’s FY 2022 Federal-aid apportionment if the project is located in one State;
or (3) 50 percent of the larger participating State’s FY 2022 apportionment for projects located
in more than one State. The following chart identifies the minimum total project cost, rounded
up to the nearest million, for projects for FY 2023 for single State projects. If a State is not
listed, the minimum for a single state project is $100 million. All multi-State projects must
meet the $100 million threshold.
State

FY 23 INFRA
(30% of FY 22

FY 24 INFRA
(30% of FY 23
19

Delaware
Dist. Of Col.
Hawaii
Maine
New Hampshire
North Dakota
Rhode Island
Vermont

apportionment)

apportionment)

One-State Minimum
(millions)
$68
$64
$68
$74
$66
$99
$87
$81

One-State Minimum
(millions)
$69
$65
$69
$75
$67
$100
$89
$83

(b) Small Projects
A small project is an eligible project that does not meet the minimum project size described in
Section C.5.ii.
(c) Large/Small Project Requirements
For a large project to be selected, the Department must determine that the project
meets seven requirements described in 23 U.S.C. § 117(g) and below, and further described in
Section E.1.v.b. and Section D.2.vii. If your project consists of multiple components with
independent utility, the Department must determine that each component meets each
requirement to select it for an award.
Large Project Requirement #1: The project will generate national or regional
economic, mobility, or safety benefits.
Large Project Requirement #2: The project will be cost-effective.
Large Project Requirement #3: The project will contribute to the accomplishment of
one or more of the goals described in 23 U.S.C. § 150.
Large Project Requirement #4: The project is based on the results of
preliminary engineering.
20

Large Project Requirement #5: With respect to related non-Federal financial
commitments, one or more stable and dependable funding or financing sources are available
to construct, maintain, and operate the project, and contingency amounts are available to
cover unanticipated cost increases.
Large Project Requirement #6: The project cannot be easily and efficiently
completed without other Federal funding or financial assistance available to the project
sponsor.
Large Project Requirement #7: The project is reasonably expected to begin
construction not later than 18 months after the date of obligation of funds for the project.
For a small project to be selected, the Department must consider the cost-effectiveness of the
proposed project, the effect of the proposed project on mobility in the State and region in which
the project is carried out, and the effect of the proposed project on safety on freight corridors with
significant hazards, such as high winds, heavy snowfall, flooding, rockslides, mudslides, wildfire,
wildlife crossing onto the roadway, or steep grades.
iii.

Rural
For a Rural project to be selected, the Department must determine that the project meets five
requirements described in 23 U.S.C. § 173(g) and below, and further described in Section
E.1.v.b and Section D.2.vii. If your project consists of multiple components with independent
utility, the Department must determine that each component meets each requirement to select it
for an award.
Rural Project Requirement #1: The project will generate regional economic, mobility, or
safety benefits.
Rural Project Requirement #2: The project will be cost-effective.
21

Rural Project Requirement #3: The project will contribute to the accomplishment of 1 or
more of the national goals under 23 U.S.C. § 150.
Rural Project Requirement #4: The project is based on the results of preliminary
engineering.
Rural Project Requirement #5: The project is reasonably expected to begin construction
not later than 18 months after the date of obligation of funds for the project.
6. Definition of Rural and Urban Areas
This section describes the definition of urban and rural areas and the minimum statutory
requirements for projects that meet those definitions. The INFRA and Rural program statutes
define a rural area as an area outside an Urbanized Area7 with a population of over 200,000, as
designated by the U.S. Census Bureau.8 Please note that rural and urban definitions differ in some
other Department programs, including TIFIA. Cost share requirements and minimum grant
awards are the same for projects located in rural and urban areas for MPDG programs. A project
located in both an urban area with a population over 200,000 according to the 2020 Census, and a
rural area will be designated as urban if the majority of the project’s costs will be spent in the
urban area with population over 200,000. Conversely, a project located in both an urban area with
population over 200,000 and a rural area will be designated as rural if the majority of the
project’s costs will be spent in the rural areas. However, if a project consists of multiple
components, as described under section C.8 or C.9, then for each separate component the
Department will determine whether that component is rural or urban. In some circumstances,
including networks of projects under section C.9 that cover wide geographic regions, this

The 2020 Census no longer utilizes the term “urbanized area” but provides designations of “urban areas” and their populations.
For the purpose of this NOFO, Census-designated “urbanized area” means Census-designated “urban area”.
8
See www.transportation.gov/grants/infra-urban-and-rural-areas for the list of urban areas with a population of 200,000 or
more.
7

22

component-by-component determination may result in awards that include urban and rural funds.
7. Areas of Persistent Poverty and Historically Disadvantaged Communities
BIL specifies that the Secretary consider, as an additional consideration for the Mega
program, whether a project may benefit an Area of Persistent Poverty or a Historically
Disadvantaged Community.
In this context and according to BIL, an Area of Persistent Poverty (APP) means: (1) any
county that has consistently had greater than or equal to 20 percent of the population living in
poverty during the 30-year period preceding November 15, 2021, as measured by the 1990 and
2000 decennial census and the most recent (2021) annual Small Area Income Poverty
Estimates as estimated by the Bureau of the Census; (2) any census tract with a poverty rate of
at least 20 percent as measured by the 2014-2018 5-year data series available from the
American Community Survey of the Bureau of the Census; or (3) any territory or possession of
the United States. A county satisfies this definition only if 20 percent of its population was
living in poverty in all three of the listed datasets: (1) the 1990 decennial census; (2) the 2000
decennial census; and (3) the 2021 Small Area Income Poverty Estimates. Please note that
most of these datasets utilize pre-2020 census tracts, but the Department has cross-walked
those census tracts to the 2020 census tracts, and lists all current counties and census tracts that
meet the definition for Areas of Persistent Poverty at
https://www.transportation.gov/grants/mpdg-areas-persistent-poverty-and-historicallydisadvantaged-communities. If an applicant believes their project qualifies as APP based on
the pre-2020 Census tract boundaries that significantly changed and are not aligned with the
cross-walked census tracts, they should provide the supporting information for the USDOT to
make that determination.
Historically Disadvantaged Communities (HDC) –Consistent with the Office of
23

Management and Budget (OMB)’s Interim Guidance for the Justice40 Initiative and the 2023
Addendum to this Guidance, Historically Disadvantaged Communities include (1) certain
qualifying census tracts identified as disadvantaged due to categories of environmental,
climate, and socioeconomic burdens, and (2) any Federally Recognized Tribes or Tribal
entities, whether or not they have land.9 Applicants should primarily use Climate & Economic
Justice Screening Tool (CEJST)10, a new tool by the White House Council on Environmental
Quality (CEQ), that aims to help Federal agencies identify disadvantaged communities as part
of the Justice40 initiative to accomplish the goal that 40% of benefits from certain federal
investment reach disadvantaged communities. Applicants should use CEJST as the primary
tool to identify historically disadvantaged communities (Justice40 communities). Applicants
are strongly encouraged to use the USDOT Equitable Transportation Community (ETC)
Explorer to understand how their community or project area is experiencing disadvantage
related to lack of transportation investments or opportunities. Through understanding how a
community or project area is experiencing transportation-related disadvantage, applicants are
able to address how the benefits of a project will reverse or mitigate the burdens of
disadvantage and demonstrate how the project will address challenges and accrued benefits.
https://www.transportation.gov/priorities/equity/justice40/etc-explorer.
A project located in both (1) APP or HDC areas and (2) areas that are neither APP nor
HDC areas will be designated as APP or HDC if the majority of the project’s costs will be
spent in an area that qualifies as APP or HDC, indicating benefits will flow to that area.
8. Project Components
An application may describe a project that contains more than one component. The
9

whitehouse.gov/wp-content/uploads/2023/01/M-23-09_Signed_CEQ_CPO.pdf..
https://screeningtool.geoplatform.gov/en/#3/33.47/-97.5

10

24

Department may award funds for a component, instead of the larger project, if that component
(1) independently meets minimum award amounts described in Section B and all eligibility
requirements described in Section C, including the project requirements of the program(s)
being applied for described in Sections C and D.2; (2) independently aligns well with the
selection criteria specified in Section E; and (3) meets National Environmental Policy Act
(NEPA) requirements with respect to independent utility. In this context, independent utility
means that the component will represent a transportation improvement that is usable and
represents a reasonable expenditure of the Department funds even if no other improvements
are made in the area, and will be ready for intended use upon completion of that component’s
construction. If an application describes multiple components, the application should
demonstrate how the components collectively advance the purposes of the funding program or
programs for which the applicant is applying. An applicant should not add multiple
components to a single application merely to aggregate costs or to avoid submitting multiple
applications.
Applicants should be aware that, depending upon applicable Federal law and the
relationship among project components, an award funding only some project components may
make other project components subject to Federal requirements as described in Section F.2.ii.
For example, under 40 CFR § 1509(e), the NEPA review for the funded project component
may need to include evaluation of all project components as connected, similar, or cumulative
actions.
The Department strongly encourages applicants to identify in their applications the
project components that meet the independent utility definition above and separately detail
the costs and program funding (Mega, INFRA, and/or Rural) requested for each component.
25

If the application identifies one or more independent project components, the application
should clearly identify how each independent component addresses selection criteria and
produces benefits on its own, in addition to describing how the full proposal of which the
independent component is a part addresses the selection criteria.
9. Network of Projects
An application may describe and request funding for a network of projects. A network
of projects is a single grant award that funds multiple projects addressing the same
transportation problem. For example, if an applicant seeks to improve efficiency along a rail
corridor, then their application might propose one award for four grade separation projects at
four different railway-highway crossings. Each of the four projects would independently
increase rail safety and reduce roadway congestion but the overall benefits would be greater if
the projects were completed together under a single award.
The Department will evaluate applications that describe networks of projects similar to
how it evaluates projects with multiple components. Because of their similarities, the guidance
in Section C.8. is applicable to networks of projects, and applicants should follow that
guidance on how to present information in their application. As with project components,
depending upon applicable Federal law and the relationship among projects within a network
of projects, an award that funds only some projects in a network may make other projects
subject to Federal requirements as described in Section F.2.
10. Application Limit
To encourage applicants to prioritize their MPDG opportunity submissions, each
eligible applicant may submit three unique applications per grant program (Mega, INFRA, and
Rural), for a total application limit of nine. The three-unique-applications-per-grant program
26

applies only to applications where the applicant is the lead applicant. There is no limit on
applications for which an applicant can be listed as a partnering agency. If a lead applicant
submits more than three unique applications to a particular grant program as the lead applicant,
only the first three received will be considered.
D. Application and Submission Information
1. Address
Applications must be submitted through www.Grants.gov. Instructions for submitting
applications can be found at https://www.transportation.gov/grants/mpdg-how-apply.
2. Content and Form of Application
The application must include the Standard Form 424 (Application for Federal
Assistance), Standard Form 424C (Budget Information for Construction Programs), the “FY
2023-2024 MPDG Project Information Form” available at
https://www.transportation.gov/grants/mpdg-fy-2023-2024-project-information-form, and
individual application attachments as outlined in the table below. DOT expects the application
will be submitted in the following order, using the following file names:
Information
SF-424 (automatically submitted once
complete in grants.gov, not attachment)
SF-424C (automatically submitted once
complete in grants.gov, not attachment)
Project Information Form (in Excel,
template:
https://www.transportation.gov/grants/mpdg
-fy-2023-2024-project-information-form

Project Description
Project Location File (zipped Shapefile,
KML/KMZ, or GEOJSON)
Project Budget, Sources
and Uses of Funding

File Name

NOFO Section
Page Limit
for Guidance

SF-424

N/A

N/A

SF-424C

N/A

N/A

FY 2023 and FY 2024
MPDG Project
Information Form

N/A

N/A

Project Description
Location File-StateProject Name (ex:
Location File-AKHighway Project)

D.2.i

5 pages

D.2.ii

N/A

Project Budget

D.2.iii

5 pages

27

Funding Commitment Documentation
Outcome Criteria Narrative

Funding Commitments
Outcome Criteria
Narrative

Project Readiness

Project Readiness

Project Requirements

Project Requirements

Benefit-Cost Analysis Narrative

BCA Narrative

Benefit-Cost Analysis Calculations
(Excel recommended)

BCA Calculations

Mega Data Plan (if applicable)

Mega Data Plan-StateProject Name (ex:
Mega Data Plan-AKHighway Project)

Letters of Support (Optional)

Letters Of Support

Community Benefits Plan (Optional)
Title VI Plan (Optional)

Community Benefits
Plan
Title VI Plan

D.2.iii.e
D.2.iv and
E.1.i
D.2.v and
E.1.ii

N/A
15 pages
5 pages
5 pages

D.2.vi and E.1.
iii.
D.2.vi. and
E.1. iii.
D.2.viii
D2.iv And
E.1.i
E.1.ii Criterion
number 5
F.2

N/A
N/A

N/A

N/A
N/A
N/A

DOT expects the application attachments/files be prepared with standard formatting
preferences (a single-spaced document, using a standard 12-point font such as Times New
Roman, with 1-inch margins), and documents should be submitted in PDF, unless otherwise
specified (i.e., project information form should be in Excel, and the BCA calculations could
be submitted in Excel).
Instructions for each application file are below.
The application files should collectively include all information necessary for DOT to
determine that the project satisfies project requirements described in Sections B and C and to
assess the selection criteria specified in Section E.1. DOT expects applications to be complete
upon submission. DOT may ask any applicant to supplement data in its application but is not
required to do so. Unsupported claims related to the selection criteria (outcomes, project
readiness, economic benefits, etc.) will negatively affect competitiveness of the application,

28

as described throughout Section E.2.
Supporting documents may be attached in addition to the listed files, but evaluators are not
required to review supporting documents as part of the review described in Section E. If
possible, website links to supporting documentation should be provided rather than copies of
these supporting materials. If supporting documents are submitted, applicants should clearly
identify within the project narrative the relevant portion of the project narrative that each
supporting document supports. At the applicant’s discretion, relevant materials provided
previously to a modal administration in support of a different USDOT financial assistance
program may be referenced and described as unchanged. DOT expects application files to
include the following detailed information:
i. Project Description
This file must provide a description and statement of work for the project that focuses
on the technical and engineering aspects of the project, the current design status of the project,
the transportation challenges that the project is intended to address, and how the project is
expected address those challenges. This file may also discuss the project’s history, including a
description of any previously completed components and any previously incurred costs. The
applicant may use this section to place the project into a broader context of other infrastructure
investments being pursued by the project sponsor. This file should also describe the project
location in a narrative fashion, including a detailed geographical description of the proposed
project and map(s) of the project’s location, to supplement the geographic project map
provided in the project location file. The project location description should narratively
identify:
a) whether the project is located in an Area of Persistent Poverty, including the
29

relevant County and/or census tract(s);
b) whether the project is located in a Historically Disadvantaged Community,
including the relevant census tract(s); and
c) the 2020 Census-designated urban area in which the project is located, if
applicable.
ii. Location
Applicants should submit one of the following file types with project location
identification, which will be used to verify the urban/rural designation, the Area of
Persistent Poverty designation, and the Historically Disadvantaged Community
designation. Acceptable file types are zipped Shapefile, KML/KMZ, or GEOJSON
Applicants should submit one of the following file types with project location
identification, which will be used to verify the urban/rural designation, and other
information in support of the application review. Acceptable file types are zipped Shapefile,
KML/KMZ, or GEOJSON. If an applicant needs to prepare one of these files, these are
suggested instructions:
1. Open a publicly available online mapping tool for example, (Google Earth or
GEOJSON).
2. Identify your project location. Use the tools to draw a line or make a point to represent
the project area. The project area should include only the direct physical location of the
infrastructure project; it should NOT include a broad service area or area of project impact.
3. Export, save, and attach to your application one of the acceptable formats.
iii. Project Budget
This section of the application should describe the project’s budget, the degree of design
30

completion for which the cost was estimated, and the plans for covering the full cost of the
project from all sources. At a minimum, it should include the following:
(A)

A description of previously incurred costs.

(B)

A budget for future eligible project costs.

The budget should show how each funding source will share in each major
construction activity and present those data in dollars and percentages. Funding sources
should be grouped into three categories: non-Federal; MPDG; and other Federal. Other
Federal grants that have been awarded or for which the project intends to apply for in the
future should be described (e.g., FHWA Bridge Investment Program, FTA Capital
Investment Grant, etc.), in addition to any Federal formula funds that have been or are
planned to be programmed for the project. For each category of Federal funds to be used for
future eligible project costs, the amount, nature, and source of any required non-Federal
match for those funds should also be described. If the project contains components, the
budget must separate the costs of each project component. If the project will be completed in
phases, the budget must separate the costs of each phase. If the project can be scaled to one
or more components or phases with independent utility, the applicant may provide that
information, however each component/phase will need to satisfy relevant statutory
requirements to be eligible.
The budget should be detailed enough to demonstrate that the project satisfies the
statutory cost-sharing requirements described in Section C.2 and those associated with each
category of Federal funding.
Applicants are encouraged to include the following budget table below with future eligible
project cost details:

31

Table 1:

Funding Source
MPDG Funds:
Other Federal Funds:
Non-Federal Funds:
Total:

[Component 1]
Funding
Amount

[Component 2]
Funding
Amount

[$XXX]
[$XXX]
[$XXX]
[$XXX]

Total Funding

[$XXX]
[$XXX]
[$XXX]
[$XXX]

[$XXX]
[$XXX]
[$XXX]
[$XXX]

If there is only a single component, remove “Component 2” column. If there are more than 2 components, add
columns.

(C)

Information showing that the applicant has budgeted sufficient

contingency amounts to cover unanticipated cost increases, and a description of the
degree of design completion for which the cost was estimated.
(D)

The amount of the requested MPDG funds that would be subject to the limit

on freight rail, port, and intermodal infrastructure described in Section B.2.ii., if being
considered for INFRA funding.
(E)

If the project is located only partially within an urbanized area, the budget

needs to separate the costs between the areas designated as urban and rural. If a project is
located only partially within an Area of Persistent Poverty or Historically Disadvantaged
Community, the budget needs to separate the costs between the areas with different
designations. Applicants are encouraged to complete Table 2 in these cases:
Table 2:

Census Tract(s)

Project Costs per Census Tract

[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]
[XX.XX]

$
$
$
$
$
$
$
$
$

32

Total Project Cost: $

Add more rows for additional census tracts, if needed.
DOT will use this table to determine which Census tracts include the majority of project costs in
the context of making final APP and HDC designations. The total project cost listed in Tables 1
and 2 should match total project cost listed throughout the application materials.

In addition to the information enumerated above, this section should provide
complete information on how all project funds may be used. For example, if a source of
funds is available only after a condition is satisfied, the application should identify that
condition and describe the applicant’s control over whether it is satisfied. Similarly, if a
source of funds is available for expenditure only during a fixed period, the application
should describe that restriction.
Complete information about project funds will ensure that the Department’s
expectations for award execution align with any funding restrictions unrelated to the
Department, even if an award differs from the applicant’s request.
The Department is committed to considering project funding decisions holistically
among the various discretionary grant programs available in BIL. The Department also
recognizes that applicants may be seeking discretionary grant funding from multiple
discretionary grant programs and opportunities. An applicant may seek the same award
amounts from multiple Department discretionary opportunities or seek a combination of
funding from multiple Department opportunities. The applicant should indicate, within the
Federal funding description, details as to what other potential Department programs and
opportunities they intend to solicit funds, and what award amounts they will be seeking.
iv. Project Outcome Criteria
This section of the application should demonstrate how the project aligns with the
33

Project Outcome Criteria described in Section E.2 of this notice. The Department encourages
applicants to address each criterion as it applies to the funding programs to which they are
applying or else to expressly state that the project does not address the criterion. Insufficient
information to assess any criterion will negatively impact the project rating. The application
shall address each criterion separately and promote a clear discussion that assists project
evaluators. To minimize redundant information in the application, the Department encourages
applicants to cross-reference from this section of their application to relevant substantive
information in other sections of the application.
Guidance describing how the Department will evaluate projects against the Project
Outcome Criteria is in Section E.2 of this notice. Applicants also should review that section
before considering how to organize their application.
Criterion #1: Safety
This section of the application should describe the anticipated outcomes of the project that
support the Safety criterion (described in Section E.2 of this notice). The applicant should include
information on, and to the extent possible, quantify, how the project will target known,
documented safety problems within the project area or wider transportation network, and
demonstrate how the project will protect all users of the transportation system and/or
communities and local residents from health and safety risks. The application should provide
evidence to support the claimed level of effectiveness of the project in protecting all travelers,
communities, and local residents, including vulnerable users, from health and safety risks, such as
the number and rate of reduced crashes, serious injuries, and/or fatalities. If the project is
providing increased access to commercial motor vehicle parking (truck parking), the application
should provide information demonstrating the lack of parking in the area and evidence estimating
the number of vehicles that will use the new parking.
34

Criterion #2: State of Good Repair
This section of the application should describe how the project will contribute to a state of
good repair by restoring and modernizing core infrastructure assets and/or addressing current or
projected system vulnerabilities (described in Section E.2 of this notice). The application should
include information on the current condition of all assets that will be affected by the project, how
the proposed project will improve asset condition, plans to ensure the ongoing state of good
repair of new assets constructed as part of the project, and any estimates of impacts on long-term
cost structures or overall life-cycle costs.
Criterion #3: Economic Impacts, Freight Movement, and Job Creation
This section of the application should describe how the project will contribute to at least
one of the following outcomes: (1) increase intermodal and/or multimodal freight mobility,
especially for existing freight bottlenecks; (2) improve multimodal transportation systems that
incorporate affordable transportation options such as public transit to improve mobility of people
and goods; (3) improve regional and local economic performance by increasing land use
productivity at intermodal and/or multimodal freight facility or decrease housing and
transportation costs by increasing land use productivity, particularly mixed-income and
affordable housing, near reliable and timely access to employment centers, job opportunities and
essential services; (4) enhance recreational and tourism opportunities by providing access to
Federal lands (including national parks, national forests, national recreation areas, national
wildlife refuges, and wilderness areas) or State parks or increasing economic activity along rural
main streets or downtowns; (5) result in high-quality job creation by supporting good-paying jobs
with a free and fair choice to join a union in project construction and in on-going operations and
maintenance, and incorporate strong labor standards, such as through the use of project labor
agreements; (6) invest in high-quality workforce training programs such as registered
35

apprenticeship programs and joint-labor management training programs11 to recruit, train, and
retain skilled workers, and implement policies such as targeted hiring preferences that will
promote the entry and retention of local underrepresented populations into those jobs including
women, people of color, and people with convictions; (7) foster economic growth and
development while creating long-term high-quality jobs, while addressing acute challenges, such
as energy sector job losses in energy communities as identified in the report released in April
2021 by the interagency working group established by section 218 of Executive Order 1400812;
(8) promote integrated land use, economic development and transportation planning that
facilitates greater public and private investments in land-use productivity, including rural main
street revitalization, equitable commercial and mixed-income residential development; or (9) help
the U.S. compete in a global economy by encouraging the location of important industries and
future innovations and technology in the U.S., and facilitating efficient and reliable freight
movement.
Criterion #4: Climate Change, Resiliency, and the Environment
This section of the application should describe how the project will incorporate
considerations of climate change, sustainability, and environmental justice in the planning stage
and in project delivery, such as through incorporation of specific design elements that address
climate change and environmental impacts. The application should describe the degree to which
the project is expected to reduce transportation-related pollution such as air pollution and
greenhouse gas emissions, increase use of and access to lower-carbon travel modes such as transit
and active transportation, improve the resiliency of at-risk13 infrastructure, infrastructure through

11

https://www.apprenticeship.gov/
https://netl.doe.gov/sites/default/files/2021-04/Initial%20Report%20on%20Energy%20Communities_Apr2021.pdf
13
For the MPDG opportunity, at-risk infrastructure is defined as infrastructure that is subject to, or faces increased long-term
12

36

nature-based or other solutions, incorporate lower-embodied carbon pavement and construction
materials, and/or address the disproportionate negative environmental impacts of transportation
on disadvantaged communities. The application should explain to what extent the project will
prevent stormwater runoff that would be a detriment to aquatic species and ecosystems. The
application should describe whether the project will promote energy efficiencies, support fiscally
responsible land use and transportation efficient design that reduces greenhouse gas emissions,
improve public health and increase use of lower-carbon travel modes such as transit, active
transportation and multimodal freight, incorporate electrification or zero emission vehicle
infrastructure, increase resilience to all hazards, incorporate nature-based solutions, and/or
recycle or redevelop brownfield sites, particularly in communities that disproportionally
experience climate-change-related consequences. The application should describe if projects in
floodplains are upgraded consistent with the Federal Flood Risk Management Standard in
Executive Order 14030, Climate-Related Financial Risk (86 FR 27967) and 13690, Establishing a
Federal Flood Risk Management Standard and a Process for Further Soliciting and Considering
Stakeholder Input (80 FR 6425.)
Criterion #5: Equity, Multimodal Options, and Quality of Life
This section of the application should describe how the project will proactively address
equity and barriers to opportunity, improve quality of life in rural areas or urbanized areas, and
benefit Historically Disadvantaged Communities or populations, or Areas of Persistent Poverty.
This may include increasing affordable transportation and location-efficient housing choices,
especially for transportation disadvantaged communities.

future risks of, a weather event, a natural disaster, or changing conditions, such as flooding, erosion, wave action, storm surge,
or sea level rise, in order to improve transportation and public safety and to reduce costs by avoiding larger future maintenance
or rebuilding costs.

37

Applicants are encouraged to use USDOT’s Equitable Transportation Community (ETC)
Explorer to understand how their community or project area is experiencing disadvantage related
to lack of transportation investments or opportunities. Through understanding how a community
or project area is experiencing transportation-related disadvantage, applicants are able to address
how the benefits of a project will reverse or mitigate the burdens of disadvantage and
demonstrate how the project will address challenges and accrued benefits.
It should also describe how the project has or will meaningfully engage and incorporate
feedback from communities affected by the project, with effective public participation that is
accessible to all persons regardless of race, color, national origin, disability, age, and sex. Equity
considerations should be integrated into planning, development, and implementation of
transportation investments, including utilization of Disadvantaged Business Enterprises (DBEs).
The application should describe any public involvement plan or targeted outreach, demonstrating
engagement of diverse input such as community-based organizations during project planning and
consideration of such input in the decision-making. The project application should describe
planning and engagement with diverse community representatives, especially representatives from
vulnerable populations and disadvantaged communities, in the project design phase to mitigate and, to

the greatest extent possible, prevent, physical and economic displacement. The applicant may
also use this section to describe comprehensive planning and policies to promote hiring of
underrepresented populations including local and economic hiring preferences and investments in
high-quality workforce development programs with supportive services, including labormanagement programs, to help train, place, and retain people in good-paying jobs or registered
apprenticeships.
Criterion #6: Innovation Areas: Technology, Project Delivery, and Financing
This section of the application should contain sufficient information to evaluate how the
38

project can be transformative in achieving program goals and includes or enables innovation
in: (1) the accelerated deployment of innovative and secure-by-design technology, including
expanded access to broadband; (2) use of innovative permitting, contracting, and other project
delivery practices; and (3) innovative financing. If the project does not address a particular
innovation area, the application should state this fact. Please see Section E.1.a for additional
information.
v. Benefit-Cost Analysis
This section describes the recommended approach for the completion and submission of a
benefit-cost analysis (BCA) narrative and calculation file. Applicants should also review DOT’s
detailed guidance on how to conduct a BCA, which is available on the MPDG grant program
website (see https://www.transportation.gov/grants/infra-additional-guidance). Additional
background on how DOT uses benefit-cost analysis can be found here:
https://www.transportation.gov/grants/dot-navigator/what-is-a-benefit-cost-analysis.
The purpose of the BCA is to enable DOT to evaluate the project’s cost-effectiveness by
comparing its expected benefits to its expected costs, relative to a no-build scenario. Applicants
should provide a BCA narrative description of their analysis as well as the calculation or analysis
files used for their BCA (such as unlocked spreadsheet files). The BCA narrative should carefully
document the assumptions and methodology used to produce the analysis, including a description
of the baseline, the sources of data used to project the outcomes of the project, and the values of
key input parameters. The spreadsheets and technical memos should present the calculations in
sufficient detail and transparency to allow the analysis to be reproduced by DOT evaluators.
Any benefits claimed for the project, both quantified and unquantified, should be clearly tied to
the expected outcomes of the project. While benefits should be quantified wherever possible,
39

applicants may also describe other categories of benefits in the BCA that are more difficult to
quantify and/or value in economic terms, such as ecosystem services. The BCA narrative should
include, at a minimum, a description of the benefits and costs to be monetized. Applicants may
also provide a table similar to the one shown below summarizing the impacts of the project and
how those impacts would translate into expected benefits. This is shown as an example only:
Current
Status/Baseline and
Problem to be
Addressed
A freeway divides two
neighborhoods

Change to Baseline

Example Impacts

A new street will be constructed to
connect neighborhoods on each
side of the freeway

A roadway with a high
number of pedestrian
fatalities has no
sidewalks or marked
crosswalks

Sidewalks, high visibility
crosswalks, and upgraded lighting
will be added to the roadway

Reduced travel time for
pedestrians and cyclists by X
miles per day due to a more direct
route, as well as reduced
emissions, vehicle operating costs,
and travel time for vehicle
occupants by lowering VMT by Y
miles per year
Reduced pedestrian fatalities and
injuries by X and Y per year,
respectively, as well as amenity
benefits of wider sidewalks for Z
daily pedestrian trips

vi. Project Readiness
This file should include information that addresses the Environmental Risk and
Technical Capacity considerations as described in Section E.1.iv. The Financial
Completeness Assessment will be based on information contained throughout the budget file
of the application. Guidance describing how the Department will evaluate a project’s
readiness is described in Section E of this notice. Applicants also should review that section
before considering how to organize their application. The Project Readiness file should
include the following sections:
(a) Environmental Risk

This section of the application should include sufficient information for DOT to evaluate
40

whether the project is reasonably expected to begin construction in a timely manner
consistent with all applicable local, State, and Federal requirements. To assist DOT’s project
environmental risk review, the applicant should provide the information requested on project
schedule, required approvals and permits, NEPA class of action and status, public
involvement, right-of-way acquisition plans, risk and mitigation strategies, each of which is
described in greater detail in the following sections. Applicants are not required to follow the
specific format described here, but this organization, which addresses each relevant aspect of
environmental risk, promotes a clear discussion that assists project evaluators. To minimize
redundant information in the application, DOT encourages applicants to cross-reference from
this section of their application to relevant substantive information in other sections of the
application.
The guidance here is about what information applicants should provide and how the
applicant should organize their application. Guidance describing how DOT will evaluate
environmental risk is described in Section E.1.iv. of this notice. Applicants should review
that section when considering how to organize their application.
i.

Detailed Project Schedule
All applications should include a detailed project schedule that identifies all major

milestones. For capital project applications, examples of such milestones include State and
local planning approvals (e.g., programming on the Statewide Transportation Improvement
Program); start and completion of NEPA and other Federal environmental reviews and
approvals including permitting; design completion; right-of-way acquisition; approval of
plans, specifications and estimates; procurement; State and local approvals; public
involvement; project partnership and implementation agreements, including agreements with
railroads; and construction. For planning projects, examples of milestones may include start
41

dates, schedule for public engagement and completion dates. The schedule should be
sufficiently detailed to demonstrate that:
• all necessary activities will be complete to allow MPDG funds to be obligated14
sufficiently in advance of September 30, 2026. This is the INFRA and Rural
statutory deadline for FY 2023 funds. For Mega, there is no statutory obligation
deadline; however, the Department seeks projects that will begin construction
before September 30, 2026. While FY 2024 INFRA and Rural funds have a later
statutory deadline, the Department will evaluate all applications according to the
2026 deadline.
• any unexpected delays will not put the funds at risk of expiring before they are
obligated;
• the project can begin construction quickly upon obligation of grant funds, and
that the grant funds will be spent expeditiously once construction starts; and
• all real property and right-of-way acquisition will be completed in a timely manner
in accordance with 49 CFR part 24, 23 CFR part 710, and other applicable legal
requirements or a statement that no acquisition is necessary. A plan for securing any
required Right-of-Way agreements should be included. If applicable, this section
should describe a right-of-way acquisition plan that minimally disrupts communities
and maintains community cohesion.
ii.

Required Approvals

The application should demonstrate receipt (or reasonably anticipated receipt) of all

14

Obligation occurs when a selected applicant enters a written, project-specific agreement with the Department and
is generally after the applicant has satisfied applicable administrative requirements, including transportation
planning and environmental review requirements.

42

environmental approvals and permits necessary for the project to proceed to construction on
the timeline specified in the project schedule and necessary to meet the statutory obligation
deadline, including satisfaction of all Federal, State, and local requirements and completion
of the NEPA process. Specifically, the application should include:
A. Information about the NEPA status of the project. If the NEPA
process is complete, an applicant should indicate the date of
completion, and provide a website link or other reference to the final
Categorical Exclusion, Finding of No Significant Impact, Record of
Decision, and any other NEPA documents prepared. If the NEPA
process is underway, but not complete, the application should detail
the type of NEPA review underway, where the project is in the
process, and indicate the anticipated date of completion of all
milestones and of the final NEPA determination. If the last agency
action with respect to NEPA documents occurred more than three
years before the application date, the applicant should describe why
the project has been delayed and include a proposed approach for
verifying and, if necessary, updating this material in accordance with
applicable NEPA requirements.
B. Information on reviews, approvals, and permits by other agencies.
An application should indicate whether the proposed project requires
reviews or approval actions by other agencies,15 indicate the status of
such actions, and provide detailed information about the status of

15

Projects that may impact protected resources such as wetlands, species habitat, cultural or historic resources require review
and approval by Federal and State agencies with jurisdiction over those resources.

43

those reviews or approvals and should demonstrate compliance with
any other applicable Federal, State, or local requirements, and when
such approvals are expected. Applicants should provide a website
link or other reference to copies of any reviews, approvals, and
permits prepared.
C. Environmental studies or other documents, preferably through a
website link, that describe in detail known project impacts, and
possible mitigation for those impacts.
D. A description of discussions with the appropriate DOT operating
administration field or headquarters office regarding the project’s
compliance with NEPA and other applicable Federal environmental
reviews and approvals.
E. If applicable, for capital project right-of-way acquisition plans, with
detailed schedule and compensation plan.
F. A description of public engagement about the project that has
occurred, proactively inclusive of historically disadvantaged
communities, including details on compliance with environmental
justice requirements and the degree to which public comments and
commitments have been integrated into project development and
design. Right-of-Way acquisition plans should be provided if
applicable.
G. State and Local Approvals. The applicant should demonstrate receipt
of State and local approvals on which the capital project depends,
44

such as State and local environmental and planning approvals and
Statewide Transportation Improvement Program (STIP) or
Transportation Improvement Program (TIP) funding.
H. Federal Transportation Requirements Affecting State and Local
Planning. The planning requirements applicable to the relevant
operating administration apply to all MPDG grant projects, including
projects located at airport facilities. Applicants should demonstrate
that a project that is required to be included in the relevant State,
metropolitan, and local planning documents has been or will be
included in such documents. If the project is not included in a
relevant planning document at the time the application is submitted,
the applicant should submit a statement from the appropriate
planning agency that actions are underway to include the project in
the relevant planning document. To the extent possible, freight
projects should be included in a State Freight Plan and supported by
a State Freight Advisory Committee (49 U.S.C. 70201, 70202), if
these exist. Applicants should provide links or other documentation
supporting this consideration such as letters of support from the State
DOT if the project is intended to be included in the State Freight
Plan, or results from application of the FHWA Freight Mobility Tool
(https://ops.fhwa.dot.gov/freight/freight_analysis/mobility_trends/ind
ex.htm)
iii.

Assessment of Project Risks and Mitigation Strategies
45

Project risks, such as procurement delays, environmental uncertainties, increases in real
estate acquisition costs, uncommitted local match, unavailability of vehicles that either comply
with Federal Motor Vehicle Safety Standards or are exempt from Federal Motor Vehicle Safety
Standards in a manner that allows for their legal acquisition and deployment, unavailability of
domestically manufactured equipment, or lack of legislative approval, affect the likelihood of
successful project start and completion. The applicant should provide a public involvement plan
demonstrating meaningful engagement of the community affected by the project, to include
disadvantaged communities or other communities with environmental justice concerns, where
applicable. The applicant should identify all material risks to the project and the strategies that the
lead applicant and any project partners have undertaken or will undertake to mitigate those risks.
The applicant should assess the greatest risks to the project and identify how the project parties will
mitigate those risks.
If an applicant anticipates pursuing a waiver for relevant domestic preference laws, the
applicant should describe steps that have been or will be taken to maximize the use of domestic
goods, products, and materials in constructing its project. To the extent the applicant is unfamiliar
with the Federal program, the applicant should contact the appropriate DOT operating
administration field or headquarters offices for information on the pre-requisite steps to obligate
Federal funds in order to ensure that their project schedule is reasonable and that there are no risks
of delays in satisfying Federal requirements. For more information on how applications will be
evaluated for Environmental Risk, see Section E.1.iv of this NOFO.
(b) Technical Capacity
All applications should include a section in the Project Readiness file that describes their
Technical Capacity to deliver the project as described in Section E.1.iv of this NOFO.

46

vii. Statutory Project Requirements
To select a project for award, the Department must determine that the project—as a whole,
as well as each independent component of the project—satisfies statutory requirements
relevant to the program from which it will receive an award. This section of the application
should describe how the project as a whole, and each independent component, meets the
following requirements. Applicants are not required to reproduce the table below in their
application, but following this format will help evaluators identify the relevant information
that supports each large project determination. Supporting information provided in appendices
may be referenced.

47

Statutory Selection Requirements
23 U.S.C. 117 INFRA

49 U.S.C. 6701
Mega

23 U.S.C. 173
Rural

Guidance

(1) The project will
generate national, or
regional economic,
mobility, or safety
benefits

(1) The project is
likely to generate
national or regional
economic, mobility,
safety benefits

(1) The project will
generate regional
economic, mobility, or
safety benefits

Summarize the economic, mobility,
and safety benefits of the project and
independent project components, and
describe the scale of their impact in
national or regional terms.

(2) The project will be
cost effective

(2) The project will
be cost effective

(2) The project will be
cost effective

Highlight the results of the BCA, as
well as the analyses of independent
project components if applicable. A
project is cost-effective if the benefitcost ratio is greater than 1.

(3) The project will
contribute to 1 or more
of the national goals
described under
Section 150

No statutory
requirement

(3) The project will
contribute to 1 or more of
the national goals
described under Section
150

(4) The project is
based on the results of
preliminary
engineering

No statutory
requirement

(4) The project is based
on the results of
preliminary engineering

Specify the Goal(s) and summarize
how the project and independent
project components contribute to that
goal(s).
For a project or independent project
component to be based on the results of
preliminary engineering, please
indicate which of the following
activities have been completed as of
the date of application submission:
•
Environmental Assessments
•
Topographic Surveys
•
Metes and Bounds Surveys
•
Geotechnical Investigations
•
Hydrologic Analysis
•
Utility Engineering
•
Traffic Studies
•
Financial Plans
•
Revenue Estimates
•
Hazardous Materials
Assessments
•
General estimates of the types
and quantities of materials
•
Other work needed to establish
parameters for the final design.
If one or more of these studies was
included in a larger plan or document
not described above, please explicitly
state that and reference the document.

48

(5) With respect to
related non-federal
financial
commitments, 1 or
more stable and
dependable sources of
funding and financing
are available to
construct, maintain,
and operate the
project, and
contingency amounts
are available to cover
unanticipated cost
increases

(3) With respect to
non-federal financial
commitments, 1 or
more stable and
dependable sources
are available to
construct, operate,
and maintain the
project, and to cover
cost increases

No statutory requirement

(6) The project cannot
be easily and
efficiently completed
without other Federal
funding or financing
available to the project
sponsor

(4) The project is in
significant need of
Federal funding

No statutory requirement

Please indicate funding source(s) and
amounts that will account for all
project costs, broken down by
independent project component, if
applicable. Demonstrate that the
funding is stable, dependable, and
dedicated to this specific project by
referencing the STIP/TIP, a letter of
commitment, a local government
resolution, memorandum of
understanding, or similar
documentation. Please state the
contingency amount available for the
project.
Describe the potential negative impacts
on the proposed project if the MPDG
grant (or other Federal funding) was
not awarded. Respond to the following:
1.
How would the project scope
be affected if MPDG (or other Federal
funds) were not received?
2.
How would the project
schedule be affected if MPDG (or
other Federal funds) were not
received?
3.
How would the project cost be
affected if MPDG (or other Federal
funds) were not received?
If there are no negative impacts to the
project scope, schedule, or budget if
MPDG funds are not received, state
that explicitly. Impacts to a portfolio of
projects will not satisfy this
requirement; please describe only
project- specific impacts. Re-stating
the project’s importance for national or
regional economic, mobility, or safety
will not satisfy this requirement.

(7) The project is
reasonably expected to
begin construction not
later than 18 months
after the date of
obligation of funds for
the project

No statutory
requirement

(5) The project is
reasonably expected to
begin construction not
later than 18 months after
the date of obligation of
funds for the project

49

Please provide expected obligation
date and construction start date,
referencing project budget and
schedule as needed. If the project has
multiple independent components, or
will be obligated and constructed in
multiple phases, please provide
sufficient information to show that

each component meets this
requirement.

No statutory
requirement

(5) The applicant
has, or will have,
sufficient legal,
financial, and
technical capacity to
carry out the project.

No statutory requirement

No statutory
requirement

(6) The application
includes a plan for
the collection and
analysis of data to
identify the impacts
of the project and
accuracy of forecasts
included in the
application.

No statutory requirement

The Department will base its
determination on the project risks as
assessed by the Environmental Risk,
Financial Completeness, and Technical
Capacity evaluators. For example, if
the evaluators find the project has an
incomplete financial plan, that will
inform whether the Department makes
this determination. Similar
consideration will be given to the
technical capacity and environmental
risk ratings.

This section of the application should
refer to the data plan attachment. The
Department will base its determination
on the inclusion of a data plan that
meets requirements described in the
next section.

For an INFRA small project to be selected, the Department must consider the cost
effectiveness of the proposed project, the effect of the proposed project on mobility in the
State and region in which the project is carried out, and the effect of the proposed project on
safety on freight corridors with significant hazards such as high winds, heavy snowfall,
flooding, earthquakes, landslides, wildfire, wildlife crossing onto the roadway, or steep grades.
If an applicant seeks an award for an INFRA small project, it should use this section to
provide information on the project’s cost effectiveness, including by summarizing the results
of the benefit-cost analysis for the project, and the project’s effect on the mobility in its State
and region, and the effect of the proposed project on safety of freight corridors with significant
50

hazards, or refer to where else the information can be found in the application.
viii.

Mega Data Plan (if applicable)
In accordance with 49 U.S.C. 6701(g), a Mega grant applicant is required to submit,
as an attachment to their application, a plan for the collection and analysis of data to identify
the impacts of the project and the accuracy of any forecast prepared during the development
phase of the project and included in the grant application. The contents of the plan must
include A) an approach to measuring impacts to proposed project outcome criteria as
described in Section E and B) an approach for analyzing the consistency of predicted impacts
with actual outcomes.
Upon award, the plan will be reviewed and used to inform the performance
measures collections that are required of Mega recipients. Therefore, the data plan should
include specific performance measures related to program goals (e.g., travel time savings,
greenhouse gas emissions, passenger counts, or level of service) among other information.
Performance indicators should include measurable goals or targets, and to the extent possible,
should align with the estimated impacts to the outcome criteria described in the application.16
Before the start of construction of the Mega project, the project sponsor must submit a report
providing baseline data for the purpose of analyzing the long-term impact of the project. Not
later than six (6) years after the date of substantial completion of a project, the eligible entity
carrying out the project shall submit a project outcomes report that compares the baseline data
to quarterly project data for the duration of the fifth year of the project after substantial
completion.

16

The Department may in the future publish a more detailed framework for performance measure data collection that will:
indicate standardized measurement approaches; data storage system requirements; and any other requirements the Secretary
determines to be necessary.

51

MPDG applicants that are opting out of Mega may also choose to submit a data plan
if they intend to participate in the voluntary performance measures reporting pilot for the
INFRA and Rural programs described in Section F.3. Participation in the performance
measures reporting pilot does not make applications more competitive for those programs.
3. Unique Entity Identifier and System for Award Management (SAM)
Each applicant must: 1) be registered in SAM before submitting its application; 2) provide
a valid unique entity identifier in its application; and 3) continue to maintain an active SAM
registration with current information at all times during which it has an active Federal award
or an application or plan under consideration by a Federal awarding agency. The Department
may not make an MPDG grant to an applicant until the applicant has complied with all
applicable unique entity identifier and SAM requirements and, if an applicant has not fully
complied with the requirements by the time the Department is ready to make an MPDG grant,
the Department may determine that the applicant is not qualified to receive an MPDG grant
and use that determination as a basis for making an MPDG grant to another applicant.
4.

Submission Dates and Times
Applications must be submitted by August 21, 2023. The Grants.gov “Apply” function will

open by June 26, 2023. To submit an application through Grants.gov, applicants must:
(1)

Obtain a Unique Entity Identifier (UEI) number;17

(2)

Register with the System for Award Management (SAM) at www.sam.gov;

(3)

Create a Grants.gov username and password; and

(4)

The E-business Point of Contact (POC) at the applicant’s organization must also

17

Entities doing business with the Federal government must use a Unique Entity Identifier (UEI) created in SAM.gov. If your
entity is currently registered in SAM.gov, your UEI has already been assigned and is viewable in SAM.gov. This includes
inactive registrations.

52

respond to the registration email from Grants.gov and login at Grants.gov to authorize
the POC as an Authorized Organization Representative (AOR). Please note that there
can only be one AOR per organization.
Please note that the Grants.gov registration process usually takes 2-4 weeks to complete,
and that the Department will not consider late applications. For information and instruction
on each of these processes, please see instructions at
http://www.grants.gov/web/grants/applicants/applicant-faqs.html. If applicants experience
difficulties at any point during the registration or application process, please call the
Grants.gov Customer Service Support Hotline at 1(800) 518-4726 or email
[email protected].
5. Funding Restrictions
a. Mega
BIL specifies that 50 percent of available Mega funds are set aside for projects between
$100 million and $500 million in cost. The remaining available Mega funds, less 2 percent
for program administration, are for projects greater than $500 million in cost.
b. INFRA
The Department will make awards under the INFRA program to both large and small
projects (refer to section C.5.ii for a definition of large and small projects). For a large
project, BIL specifies that an INFRA grant must be at least $25 million. For a small project,
including both construction awards and project development awards, the grant must be at
least $5 million. For each fiscal year of INFRA funds, a minimum of 15 percent of available
funds are reserved for small projects, and a maximum of 85 percent of funds are reserved for
large projects.
The program statute specifies that not more than 30 percent of INFRA grants for each
53

of the fiscal years 2022 to 2026 may be used for grants to freight rail, water (including ports
and marine highway corridors), other freight intermodal projects that make significant
improvements to freight movement on the National Highway Freight Network or National
Multimodal Freight Network, wildlife crossing projects, projects located within or
functionally connected to an international border crossing area in the United States,
improves a transportation facility owned by a Federal, State, or local government entity,
and projects that increase the throughput efficiency of border crossings. As much as $900950 million may be available within this provision for FY 23 and FY 24. Only the
nonhighway portion(s) of multimodal projects count toward this limit.
Grade crossing and grade separation projects do not count toward the limit for freight
rail, port, and intermodal projects. The Department may award less than the full amount
available under this provision.
The program statute requires that at least 25 percent of the funds provided for INFRA
large project grants must be used for projects located in rural areas, as defined in Section C.6
The program statute requires that at least 30 percent of the funds provided for INFRA small
project grants must be used for projects located in rural areas, as defined in Section C.6. The
Department may elect to go above that threshold. The USDOT must consider geographic
diversity among grant recipients, including the need for a balance in addressing the needs of
urban and rural areas.
BIL specifies that $150 million in available INFRA funding for each of the fiscal years
2022 to 2026 be set aside for an INFRA Leverage Pilot program. The INFRA Leverage Pilot
program will fund projects with a Federal share of less than 50 percent. Not less than 10
percent of the INFRA Leverage Pilot funds will be awarded to small INFRA projects, as
defined in Section C.5.ii.(b), and not less than 25 percent of the INFRA Leverage Pilot funds
54

will be awarded to rural projects, as defined in Section C.6.
c. Rural
The Department will make awards under the Rural program. All funding under this
program will be awarded to projects defined as rural projects, as defined in Section C.6. BIL
specifies that at least 90 percent of Rural grant amounts must be at least $25 million, and up
to 10 percent of Rural grants may be for grant amounts of less than $25 million. BIL
specifies that 15 percent of the Rural program funds shall be reserved for eligible
projects located in States that have rural roadway fatalities as a result of lane departures that
are greater than the average of rural roadway fatalities as a result of lane departures in the
United States.18 This is defined based on five-year rolling average of rural roadway departure
fatality rate per 100 million VMT. BIL specifies that 25 percent of the Rural program funds
shall be reserved for eligible projects that further the completion of designated routes of the
Appalachian Development Highway System under 40 U.S.C. § 14501.

6. Other Submission Requirements
a. Consideration of Application
Only applicants who comply with all submission deadlines described in this notice and
submit applications through Grants.gov will be eligible for award. Applicants are strongly
encouraged to make submissions in advance of the deadline.
b. Late Applications
Any applications that Grants.gov time stamps after 11:59:59 PM EDT on August 21, 2023,

18

States with above average rural roadway departure fatalities (based on five-year rolling average of rural roadway departure
fatality rate per 100 million VMT) include: Alabama; Alaska; Arkansas; Idaho; Iowa; Kansas; Kentucky; Louisiana; Maine;
Mississippi; Missouri; Montana; Nebraska; New Mexico; North Carolina; North Dakota; Oklahoma; Oregon; South Carolina;
South Dakota; Tennessee; Vermont; Virginia; West Virginia; Wyoming.

55

will not be accepted. Applicants are strongly encouraged to make submissions days, if not
weeks, in advance of the deadline, and applicants facing technical issues are advised to
contact the Grants.gov helpdesk well in advance of the deadline.
E. Application Review Information
1. Criteria
i. Overall Application Rating
The Department will assign each eligible project a rating of Highly Recommended,
Recommended, or Not Recommended for each of the grant programs for which the applicant is
applying. The rating will be assigned by the Department on the following basis, which
synthesizes statutory requirements and project outcome, economic analysis, project readiness
ratings:
A rating of “Not Recommended” will be assigned to projects that:
•

The Department determines do not meet one or more statutory requirements for award, or
additional information is required for one or more statutory requirements; or

•

Receive a low rating in one or more of project outcome, economic analysis, or project
readiness; or

•

Are otherwise identified by the Senior Review Team to not be suitable for a grant award
based on its weakness within a Project Outcome Area.

A rating of “Highly Recommended” will be assigned to projects that:
•

The Department determines meet all statutory requirements for award and receive high
ratings in all of project outcomes, economic analysis, and project readiness; or

•

Meet all statutory requirements for award and are otherwise determined by the Senior
Review Team to be an exemplary project of national or regional significance that
generates significant benefits in one of the project outcome areas.
56

A rating of “Recommended” will be assigned to projects that:
•

The Department determines meet all statutory requirements for award; and

•

Are not otherwise assigned a “Highly Recommended or “Not Recommended” rating.

ii.

Project Outcome Criteria
The Department will consider the extent to which the project addresses the following

project outcome criteria, which are explained in greater detail below and reflect the key
program objectives described in Section A: (1) safety; (2) state of good repair; (3) economic
impacts, freight movement, and job creation; (4) climate change, resiliency, and the
environment; (5) equity, multimodal options, and quality of life; and (6) innovation areas:
technology, project delivery, and financing. For each project outcome area, the Project
Outcome Analysis team will assign a 0, 1, 2, or 3 according to the scoring rubrics in the
sections below.
Applications are not required to score highly in each criterion, but project sponsors are
encouraged to propose projects that score highly in as many areas as possible. The Department
will assign a high, medium-high, medium, medium-low, and low project outcome rating on the
following basis:
Score:
At least three 3’s, no 0’s

Rating
High

At least one 3, no 0’s

Medium-High

No 3’s, no 0’s

Medium

No more than one 0

Medium-Low

Two or more 0’s

Low

Projects seeking funding from the Rural program in amounts less than $25 million are not
expected to address all six outcome areas. Instead, Rural program applicants seeking amounts
57

less than $25 million may submit a streamlined application that only addresses three outcome
areas: Safety; Climate Change, Resiliency, and the Environment; and Equity, Multimodal
Options, and Quality of Life. If the application addresses all six outcome areas, then the
application will receive the full Outcome review described above. For this limited subset of
projects, the scoring rubric is below:
Score:
At least two 3’s, no 0’s

Rating
High

At least one 3, no 0’s

Medium-High

No 3’s, no 0’s

Medium

No more than one 0

Medium-Low

Two or more 0’s

Low

If an application to the Rural program addresses all six outcome areas, then the application
will receive the full Outcome review described above. Applications to the Rural program that
address 4 or 5 criteria will be treated as though similarly to those that addressed only the three
outcome areas listed above.
Criterion #1: Safety
The Department will consider the extent to which the project targets a known safety
problem and seeks to protect motorized and non-motorized travelers and communities and
local residents, including vulnerable users, from health and safety risks. The Department will
consider the project’s estimated impacts on the number, rate, and consequences of crashes,
fatalities, and serious injuries among transportation users; the degree to which the project
addresses vulnerable roadway users; and the degree to which the project addresses inequities in
crash victims; the project’s incorporation of roadway design and technology that is proven to
improve safety. Applicants are encouraged to support actions and activities identified in the
58

National Roadway Safety Strategy (National Roadway Safety Strategy | US Department of
Transportation).19
The Department is also focused on the national priority of addressing the shortage of
long-term parking for commercial motor vehicles on the National Highway System. Projects
which increase access to truck parking generate safety benefits for motorized and nonmotorized users as well as commercial vehicle operators.
Score

Example

0

The project negatively affects safety

1

The application does not contain enough
information to assess whether the project results
in safety benefits.

2

The project results in safety benefits matching
one or more of the descriptions below, BUT
safety is not a primary project purpose or the
project does not otherwise meet the description
of a “3” rating.
• Reduces fatalities and/or serious injuries
• Protects non-motorized travelers,
motorized travelers, or
communities/local residents from safety
risks
• Implements actions and activities
identified in the National Roadway
Safety Strategy
• Targets the shortage of long-term
parking for commercial motor vehicles
on the National Highway System
• Promotes safer speeds in all roadway
environments through a combination of
thoughtful, equitable, contextappropriate roadway design, targeted
education, outreach campaigns, and
enforcement
Safety is a primary purpose of the project AND
the project results in clear and direct safety
benefits matching one or more of the
descriptions below.

3

19

Safety Criterion

https://www.transportation.gov/NRSS https://www.transportation.gov/NRSS

59

Example: The project is likely to result in
increased numbers of fatalities and injuries on a
per-user basis due to unsafe design.
Example 1: The application does not describe
safety impacts of the project.
Example 2: Whether the project results in safety
benefits is ambiguous.
Example: The project results in measurable
reductions in crashes, fatalities, or serious injuries
to the traveling public, including vulnerable
roadway users, by adopting actions and activities
identified in the National Roadway Safety
Strategy.

Example: The project targets a well-known safety
problem; results in a significant reduction in
fatalities or serious injuries to motorized and
nonmotorized users. The project incorporates

•
•

Significantly reduces fatalities and/or
serious injuries, bringing them below the
state-wide average
Significantly protects vulnerable or nonmotorized users from health and safety
risks

innovative roadway design or technology aimed
at protecting the health and safety of vulnerable
roadway users.

Criterion #2: State of Good Repair
DOT will consider the extent to which the project: (1) is consistent with relevant plans to
maintain transportation facilities or systems in a state of good repair, including Departmentrequired asset management plans; and (2) addresses current and projected vulnerabilities that,
if left unimproved, will threaten future transportation network efficiency, mobility of goods or
accessibility and mobility of people, or economic growth. The Department will also consider
whether the project includes a plan to maintain the transportation infrastructure built with grant
funds in a state of good repair. The Department will prioritize projects that ensure the good
condition of transportation infrastructure, including rural transportation infrastructure, and
support commerce and economic growth. Projects that represent routine or deferred
maintenance will be less competitive in this criterion. Per FHWA’s published Policy on Using
Bipartisan Infrastructure Law Resources to Build a Better America,20 the Department
encourages applicants to improve the condition and safety of existing State and locally owned
transportation infrastructure within the right-of-way.

20

Score
0

State of Good Repair Criterion
The project negatively affects state of good repair

1

The application does not contain enough information
to assess whether the project results in state of good
repair benefits.

Example
Example: The project ignores pre-existing
maintenance liabilities and increases ongoing
maintenance costs without a clear plan to
manage or maintain the expanded
infrastructure.
Example: The project is identified in the
sponsor’s Asset Management Plan, but it is
difficult to verify that the infrastructure asset
will operate at a full level of performance after
the project improvements.

https://www.fhwa.dot.gov/bipartisan-infrastructure-law/docs/building_a_better_america-policy_framework.pdf

60

2

3

The project results in state of good repair benefits
matching one or more of the descriptions below, BUT
state of good repair is not primary project purpose or
the project does not otherwise meet the description of
a “3” rating.
• Restores existing core infrastructure at the
end of its useful life to a state of good repair
• Creates new infrastructure in remote
communities that will be maintained in a state
of good repair, as evidenced by the project’s
inclusion in an Asset Management Plan
State of good repair is a primary purpose of the
project AND the project results in clear and direct
state of good repair benefits matching one or more of
the descriptions below.
• Restores and modernizes existing core
infrastructure (such as through road diets,
complete streets, or other design
improvements) that will result in lower longterm maintenance costs
• Addresses current and projected
vulnerabilities that if left unaddressed will
threaten future transportation network
efficiency, mobility of goods or people, or
economic growth.

Example: The project is identified in the
sponsor’s Asset Management Plan and will
repair or rebuild an infrastructure asset so that
will operate at a full level of performance.

Example: The project is identified in the
sponsor’s Asset Management Plan, will repair
or rebuild an infrastructure asset so that will
operate at a full level of performance, and is
designed to significantly reduce future
operation and maintenance costs throughout the
asset life, beyond the costs saved from the
initial project expenditure, and/or that will
significantly lengthen the standard useful life of
the asset.

Criterion #3: Economic Impacts, Freight Movement, and Job Creation
The Department will consider the extent to which the project can be anticipated to
contribute to one or more of the following outcomes: (1) improve intermodal and/or
multimodal freight mobility, especially for existing freight and supply chain bottlenecks; (2)
improve multimodal transportation systems that incorporate affordable transportation options
to improve mobility of people and goods; (3) decrease transportation costs and improve access
to employment centers and job opportunities; (4) enhance recreational and tourism
opportunities by providing access to Federal land, national parks, national forests, national
recreation areas, national wildlife refuges, wilderness areas, or State parks or increasing
economic activity along rural main streets or downtowns; (5) result in high quality job creation
by supporting good-paying jobs with a free and fair choice to join a union, in project
61

construction and in on-going operations and maintenance, and incorporate strong labor
standards, such as through the use of project labor agreements; (6) invests in high-quality
workforce training programs such as registered apprenticeship programs and joint-labor
management training programs21 to recruit, train, and retain skilled workers, and implement
policies such as targeted hiring preferences that will promote the entry and retention of local
underrepresented populations into those jobs including women, people of color, and people
with convictions; (7) foster economic growth and development while creating long-term high
quality jobs, while addressing acute challenges, such as energy sector job losses in energy
communities as identified in the report released in April 2021 by the interagency working
group established by section 218 of Executive Order 14008; (8) promote integrated land use,
economic development, and transportation planning that facilitates greater public and private
investments in sustainable land-use productivity, including rural main street revitalization,
equitable commercial and mixed-income residential development; or (9) help the United States
compete in a global economy by encouraging the location of important industries and future
innovations and technology in the U.S. and facilitating efficient and reliable freight movement.
Score:
0

1

21

Economic Impacts, Freight Movement, and
Job Creation Criterion
The project negatively impacts “Economic
Impacts, Freight Movement, and Job Creation”

The application does not contain enough
information to assess whether the project results
in “Economic Impacts, Freight Movement, and
Job Creation” benefits.

https://www.apprenticeship.gov/ https://www.apprenticeship.gov

62

Example
Example: The project will detract from local economic
activity by demolishing existing homes, businesses, or
rendering future development impossible, while failing
to generate any appreciable benefits to freight mobility
or job accessibility.
Example 1: The project sponsor provides some
justification, but with minimal evidence, that the
project will help to positively impact regional
economic development in the area or help to offset job
losses in the area.
Example 2: The project sponsor provides minimal
evidence that the project will create high quality jobs
with a free choice to join a union or the incorporation
of strong labor standard and practice, such as project

2

The project results in “Economic Impacts,
Freight Movement, and Job Creation” benefits
matching one or more of the descriptions below,
BUT “Economic Impacts, Freight Movement,
and Job Creation” is not the primary project
purpose or the project does not otherwise meet
the description of a “3” rating.
Economic Impacts:
• Improves multimodal transportation
systems that incorporate affordable
transportation options to improve
mobility of people and goods
• Decreases transportation costs and
improves access to employment centers
and job opportunities
• Enhances recreational and tourism
opportunities by providing access to
Federal land, national parks, national
forests, national recreation areas,
national wildlife refuges, wilderness
areas, or State parks
• Help the United States compete in a
global economy by encouraging the
location of important industries and
future innovations and technology in the
U.S. and facilitating efficient and
reliable freight movement
Freight Movement:
• Improve intermodal and/or multimodal
freight mobility, especially for
bottlenecks
Job Creation:
• Results in high quality job creation by
supporting good-paying jobs with a free
and fair choice to join a union, in
project construction and in on-going
operations and maintenance
• Results in workforce opportunities for
historically underrepresented groups,
such as through the use of local hire
provisions or other workforce strategies
targeted at or jointly developed with
historically underrepresented groups, to
support project development

3

“Economic Impacts, Freight Movement, and Job
Creation” is a primary purpose of the project
63

labor agreements, use of registered apprenticeships or
other joint labor-management training programs, and
the use of an appropriately credentialed workforce.
Example 1: The project sponsor demonstrates some or
limited new short-term or long-term job creation as a
result of the project and it is documented by a signed
letter from a business(es) stating the amount of new
jobs to be created, and how the project is vital to the
creation of those jobs.
Example 2: The project opens additional new tourism
or recreational access and is aligned with a plan that
demonstrates that intention.
Example: 3: The project sponsor demonstrates some
evidence that the project will create high quality jobs
with a free choice to join a union or the incorporation
of strong labor standard and practice, such as project
labor agreements, use of registered apprenticeships or
other joint labor-management training programs, and
the use of an appropriately credentialed workforce.

Example 1: The project expands direct access to a
national park, with demonstrable benefits to the

AND the project results in clear and direct
“Economic Impacts, Freight Movement, and Job
Creation” benefits matching one or more of the
descriptions below.
Economic Impact:
• Demonstrates that the project will
directly, and in the near-term, result in
greater public and private investments
in land-use productivity, including rural
main street revitalization, equitable
commercial and mixed-income
residential development.
• Enhances recreational and tourism
opportunities by providing direct access
to Federal land, national parks, national
forests, national recreation areas,
national wildlife refuges, wilderness
areas, or State parks
Freight Movement:
• Improve intermodal and/or multimodal
freight mobility along corridors
identified as major freight highway
bottlenecks or congested corridors
ranked in the top 100 of FHWA’s
Freight Mobility Trends Report 2019
Job Creation:
• Result in high quality job creation by
supporting good-paying jobs with a free
and fair choice to join a union, in
project construction and in on-going
operations and maintenance, and
incorporate strong labor standards, such
as through the use of project labor
agreements
Invests in high-quality workforce training
programs such as registered apprenticeship
programs and joint-labor management training
programs22 to recruit, train, and retain skilled
workers, and implement policies such as
targeted hiring preferences that will promote the
entry and retention of local underrepresented
populations into those jobs including women,
people of color, and people with convictions

22

https://www.apprenticeship.gov/ https://www.apprenticeship.gov

64

recreational and tourism economic activity in a rural
area.
Example 2: The project sponsor demonstrates that the
project addresses a national supply chain bottleneck
(identified in the top 100 nationwide), the main goal of
the project is to positively impact that bottleneck, and
ample evidence is provided that shows significant
national supply chain benefits from the project.
Example 3: The project sponsor provided a letter from
a labor union or worker organization that describes the
number and characteristics of the high-quality jobs on
the project, and indicating that the project sponsor
intends to utilize a project-labor agreement.

Criterion #4: Climate Change, Resiliency, and the Environment
The Department will consider the extent to which the project incorporates considerations
of climate change, environmental impacts and environmental justice23 in the planning stage
and in project delivery. The Department will evaluate the degree to which the project is
expected to reduce transportation-related pollution such as air pollution and greenhouse gas
emissions, shift to use of lower-carbon travel modes such as transit and active transportation,
improve the resilience of at-risk infrastructure to climate change and other natural hazards,
incorporate lower-embodied carbon pavement and construction materials, and/or address the
disproportionate negative environmental impacts of transportation on disadvantaged
communities. DOT will evaluate the extent to which the project prevents stormwater runoff
that would be a detriment to aquatic species and ecosystems. The Department will also
consider whether the project will promote energy efficiency, support fiscally responsible land
use and transportation efficient design, facilitate the production or preservation of locationefficient affordable housing, incorporate electrification or zero-emission vehicle infrastructure,
incorporate enhance climate resilience, advance integration of nature-based solutions, and/or to
provide other societal benefits, and recycle or redevelop brownfield sites, particularly in
communities that disproportionally experience climate-change-related consequences. The
Department will consider whether projects in floodplains are upgraded consistent with the
Federal Flood Risk Management Standard, to the extent consistent with current law, in
Executive Order 14030 Climate-Related Financial Risk (86 FR 27967) and Executive Order
13690, Establishing a Federal Flood Risk Management Standard and a Process for Further

23

Environmental justice, as defined by the Environmental Protection Agency, is the fair treatment and meaningful involvement
of all people regardless of race, color, national origin, or income, with respect to the development, implementation, and
enforcement of environmental laws, regulations, and policies.

65

Soliciting and Considering Stakeholder Input (80 FR 6425).
The Department will assess whether the project has addressed environmental
sustainability, including but not limited to consideration of the following examples:
(1) The project results in greenhouse gas emissions reductions relative to a no-action baseline;
(2) A Local/Regional/State Climate Action Plan that results in lower greenhouse gas emissions
has been prepared and the project directly supports that Climate Action Plan;
(3) The regional transportation improvement program (TIP) or statewide transportation
improvement program (STIP) is based on integrated land use and transportation planning and
design that increases low-carbon mode travel, reduction of greenhouse gases and vehicle miles
traveled or multimodal transportation choices and/or incorporates electrification or zero emission
vehicle infrastructure.
(4) Applicants used the Climate and Economic Justice Screening Tool (CEJST), a tool created by
the White House Council on Environmental Quality (CEQ), that aims to help Federal agencies
identify disadvantaged communities as part of the Justice40 initiative to accomplish the goal that
40% of benefits from certain federal investment reach disadvantaged communities. Applicants
should use the CEJST to identify disadvantaged communities, per M-23-09,24 and can use the
USDOT’s Equitable Transportation Community (ETC) Explorer l to understand how their
community or project area is experiencing disadvantage related to lack of transportation
investments or opportunities and to assess benefits flowing to disadvantaged communities.
Through understanding how a community or project area is experiencing transportation-related
disadvantage, applicants are able to address how the benefits of a project will reverse or mitigate

24

See Addendum to the Interim Implementation Guidance for the Justice40 Initiative, M-21-28, on using the Climate and
Economic Justice Screening Tool (CEJST) (Jan. 27, 2023), whitehouse.gov/wp-content/uploads/2023/01/M-2309_Signed_CEQ_CPO.pdf; https://screeningtool.geoplatform.gov.

66

the burdens of disadvantage and demonstrate how the project will address challenges and accrued
benefits;
(5) A Local/Regional/State Energy Baseline Study has been prepared and the project directly
supports that study;
(6) The project supports a modal shift in freight (e.g., from highway to rail) or passenger
movement (e.g., from driving to transit, walking, and/or cycling) to reduce emissions. The
project utilizes demand management strategies to reduce congestion, induced travel demand,
and greenhouse gas emissions;
(7) The project incorporates electrification infrastructure (e.g., installation of electric vehicle
charging stations, zero-emission vehicle infrastructure, or both);
(8) The project promotes energy efficiency;
(9) The project serves renewable energy supply chains;
(10) The project improves disaster preparedness and resilience to all hazards;
(11) The project incorporates nature-based solutions, and/or avoids adverse environmental
impacts to air or water quality, ecosystems, and endangered species, such as through reduction
in Clean Air Act criteria pollutants and greenhouse gases, improved stormwater management,
or improved habitat connectivity;
(12) The project repairs existing dilapidated or idle infrastructure that is currently causing
environmental harm (e.g., brownfield redevelopment);
(13) The project supports or incorporates the construction of energy- and location-efficient
buildings, including residential or mixed-use development; or
(14) The project proposes recycling of materials, use of materials known to reduce or reverse
carbon emissions, or both.
Score: Climate Change, Resiliency, and the

Example
67

0

Environment Criterion
The project negatively impacts “Climate
Change, Resiliency, and the Environment”

1

The application does not contain enough
information to assess whether the project
results in “Climate Change, Resiliency and the
Environment” benefits.

2

The project results in “Climate Change,
Resiliency, and the Environment” benefits
matching one or more of the descriptions
below, BUT “Climate Change, Resiliency, and
the Environment” is not primary project
purpose or the project does not otherwise meet
the description of a “3” rating.
• Reduces air pollution and greenhouse
gas emissions from transportation,
• Incorporates lower-embodied carbon
pavement and construction materials
• Explicitly considers climate change and
environmental justice in the planning
and design stage, particularly in
communities that disproportionally
experience climate change
consequences
• Incorporates electrification or zero
emission vehicle infrastructure
• Incorporates nature-based solutions
• Reduces air or water pollution, recycles
or redevelops brownfield sites
• Results in a modal shift that reduces
emissions
• Promotes energy efficiencies
• Serves the renewable energy supply
chain
• Improves the resilience of at-risk
infrastructure, including upgrade of
projects in floodplains
“Climate Change, Resiliency, and the
Environment” is a primary purpose of the
project AND the project results in clear and
“Climate Change, Resiliency, and the
Environment” benefits matching one or more of
the descriptions below.
• Significantly reduces air pollution and
greenhouse gas emissions from
transportation as a result of modal shift
or electrification
68

3

Example: The project will increase GHG and harmful
pollutant emissions while failing to contribute to
increased resiliency or addressing other environmental
harms.
Example: The project will add capacity to the 2-mile
roadway segment which may induce additional VMT
increasing emissions, however, potential congestion
reduction may reduce some emissions leaving the overall
emissions picture ambiguous, particularly when combined
with other resiliency and environmental benefits.
Example 1: The project will provide alternative
transportation modes to access the technology park by
adding a separated bicycle lane and dedicating one of the
roadway lanes to new bus service. These added travel
options to the technology park will offer lower carbon
travel modes to workers getting to work in the park.
Example 2: The project is aimed at reconstructing a
vulnerable transportation facility with a design
specifically addressing resilience—flood mitigation
measures and stormwater infrastructure, including naturebased elements, that will help keep the roadway operable
consistently in spite of increased frequency of climaterelated flood events.

Example: The project’s goal is to incentivize carpooling
and eliminate a major roadway bottleneck with an average
length of 4.93 miles and average daily duration of 1 hour
15 minutes and AADT of 37,238. The project will provide
free flow travel by adding a high-occupancy-vehicle lane
for 3+ passengers and a gateless toll gantry thereby
encouraging carpooling and reduce traffic and vehicular
idling thereby reducing CO2 tail pipe emissions by 60
percent along this segment of road. In addition, the project
will install 10 public EV chargers at an existing park and

•

•

Explicitly considers climate change and
environmental justice in the planning
and design stage, particularly in
communities that disproportionally
experience climate change
consequences, as captured by the
CEJST tool
Improves the resiliency of at-risk
infrastructure, including upgrades to
projects in floodplains, while NOT
increasing air pollution and greenhouse
gas emissions through increased
capacity and induced demand.

ride facility a 1/4 mile off the roadway.

Criterion #5: Equity, Multimodal Options, and Quality of Life
The Department will consider the extent to which the project improves quality of life in
rural areas or urbanized areas. This may include projects that:
(1)

increase affordable and accessible transportation choices and equity for individuals,
including disadvantaged communities;

(2)

improve access to emergency care, essential services, healthcare providers, , or drug and
alcohol treatment and rehabilitation centers;

(3)

reduce transportation and housing cost burdens, including through public and private
investments to support greater commercial and mixed-income residential development
near public transportation, along rural main streets or in walkable neighborhoods;

(4)

increase the walkability, accessibility for pedestrians and encourage thriving communities
for individuals to work, live, and play by creating transportation choices for individuals to
move freely with or without a car in a healthy environment;

(5)

proactively address equity25 or other disparities and barriers to opportunity, through the
planning process or through incorporation of design elements;

Definitions for “equity” and “underserved communities” are found in Executive Order 13985, Advancing Racial Equity and
Support for Underserved Communities Through the Federal Government, Sections 2 (a) and (b).
25

69

(6)

have engaged, or will engage, diverse people and communities and demonstrate that
equity considerations and community input and ownership, particularly among
disadvantaged communities, are meaningfully integrated into planning, development, and
implementation of transportation investments. Competitive applications should
demonstrate strong collaboration and support among a broad range of stakeholders,
including community-based organizations, other public or private entities, and labor
unions; or

(7)

support a Local/Regional/State Equitable Development Plan.

The Department will assess whether the project proactively addresses equity and barriers to
opportunity, including but not limited to the following examples:
(1)

An equity impact analysis has been completed for the project;

(2)

The project sponsor has adopted an equity and inclusion program/plan or has otherwise
instituted equity-focused policies related to project procurement, material sourcing,
construction, inspection, hiring, or other activities designed to ensure equity in the overall
project delivery and implementation;

(3)

The project includes comprehensive planning and policies to promote hiring of
underrepresented populations including local and economic hiring preferences and
investments in high-quality workforce development programs with supportive services,
including labor-management programs, to help train, place, and retain people in goodpaying jobs or registered apprenticeship.

(4)

The project includes physical-barrier-mitigating land bridges, caps, lids, linear parks, and
multimodal mobility investments that either redress past barriers to opportunity or that
proactively create new connections and opportunities for underserved communities that
are underserved by transportation;
70

(5)

The project includes new or improved walking and bicycling infrastructure, reduces
automobile dependence, and improves access for people with disabilities and proactively
incorporates Universal Design26; or

(6)

The project includes new or improved freight access to underserved communities to
increase access to goods and job opportunities for those underserved communities;

The Department will also consider the extent to which the project benefits a Historically
Disadvantaged Community, or Areas of Persistent Poverty, as defined in Section C of this Notice.
In addition to the Climate and Economic Justice Screening Tool, which is the tool to use to
identify disadvantaged communities27, as discussed in the eligibility section above, applicants are
also encouraged to use USDOT’s Equitable Transportation Community (ETC) Explorer to
understand how their community or project area is experiencing disadvantage related to lack of
transportation investments or opportunities. Through understanding how a community or project
area is experiencing transportation-related disadvantage, applicants are able to address how the
benefits of a project will reverse or mitigate the burdens of disadvantage and demonstrate how
the project will address challenges and accrued benefits.

Score: Equity, Multimodal Options, and Quality of Life
Criterion
0
The project negatively impacts “Equity, Multimodal
Options, and Quality of Life”

1

The application does not contain enough information
to assess whether the project results in “Equity,
Multimodal Options, and Quality of Life” benefits.

Example
Example: The project exacerbates existing
inequitable outcomes by constructing new
barriers to walking and biking and burdening a
disadvantaged community with higher costs.
Example 1: The project sponsor has developed
and published a general equity policy statement
for their agency but has not demonstrated any
other equity considerations for the actual
project.

”Universal design” is a concept in which products and environments are designed to be usable by all people, to the greatest
extent possible, without the need for adaptation or specialized design. For more information:
https://www.section508.gov/develop/universal-design/
27
https://screeningtool.geoplatform.gov/en/#3/33.47/-97.5
26

71

2

3

The project results in “Equity, Multimodal Options,
and Quality of Life” benefits matching one or more
of the descriptions below, BUT “Equity, Multimodal
Options, and Quality of Life” is not a primary project
purpose or the project does not otherwise meet the
description of a “3” rating.
• Increases affordable and accessible
transportation choices
• Improves access to emergency care, essential
services, healthcare providers, or drug and
alcohol treatment and rehabilitation centers
• Results in lower transportation and housing
cost burdens, including through public and
private investments to support greater
commercial and mixed-income residential
development near public transportation,
along rural main streets or in walkable
neighborhoods
• Increases the walkability, accessibility for
pedestrians and encourage thriving
communities for individuals to work, live,
and play by creating transportation choices
for individuals to move freely with or
without a car in a healthy environment
“Equity, Multimodal Options, and Quality of Life” is
a primary purpose of the project AND the project
results in clear and direct “Equity, Multimodal
Options, and Quality of Life” benefits matching one
or more of the descriptions below.
• The project is located in an Area of
Persistent Poverty or Historically
Disadvantaged Community AND the project
directly benefits the population in that area
• The project sponsor has adopted an equity
and inclusion program/plan or has otherwise
instituted equity-focused policies related to
project procurement, material sourcing,
construction, inspection, hiring, or other
activities designed to ensure equity in the
overall project delivery and implementation
• The project includes comprehensive
planning and policies to promote hiring of
underrepresented populations including local
and economic hiring preferences and
investments in high-quality workforce
72

Example 2: The project sponsor has created
additional multimodal access in conjunction
with the project, but only as a minimum project
requirement, and not as a result of intentional
planning efforts.
Example 1: The project is transforming
roadway conditions or adding functionality that
improves access to emergency care and
essential services in a rural area.
Example 2: The project sponsor is supporting
workforce development programs, including
labor-management programs, local hire
provisions and incorporating workforce
strategy into project development in a manner
that produces non-trivial benefits.

Example: The project sponsor includes new
and/or greatly improved multimodal access
across previously bifurcated disadvantaged
neighborhoods, and demonstrates how
specifically the disadvantaged neighborhoods
will be positively impacted, and how those
improvements were as a result of intentional
planning and public input.

•

•

•

development programs with supportive
services, including labor-management
programs, to help train, place, and retain
people in good-paying jobs or registered
apprenticeship.
The project includes physical-barriermitigating land bridges, caps, lids, linear
parks, and multimodal mobility investments
that either redress past barriers to
opportunity or that proactively create new
connections and opportunities for
underserved communities that are
underserved by transportation
The project includes new or improved
walking and bicycling infrastructure, reduces
automobile dependence, and improves access
for people with disabilities and proactively
incorporates Universal Design
The project includes new or improved freight
access to underserved communities to
increase access to goods and job
opportunities for those underserved
communities

Criterion #6: Innovation Areas: Technology, Project Delivery, and Financing
Consistent with the Department’s Innovation Principles28 to support workers, to allow for
experimentation and learn from failure, to provide opportunities to collaborate, and to be flexible
and adapt as technology changes, the Department will assess the extent to which the applicant
uses innovative and secure-by-design strategies, including: (1) innovative technologies, (2)
innovative project delivery, or (3) innovative financing.
Innovative Technology: Consistent with the Department’s Innovation Principles, the
Department will assess innovative and secure-by-design technological approaches to
transportation, particularly in relation to automated, connected, and electric vehicles and the
detection, mitigation, and documentation of safety risks. When making grant award decisions, the

28

https://www.transportation.gov/priorities/innovation/us-dot-innovation-principles

73

Department will consider any innovative technological approaches proposed by the applicant,
particularly projects that incorporate innovative technological design solutions, enhance the
environment for connected, electric, and automated vehicles, or use technology to improve the
detection, mitigation, and documentation of safety risks.
Innovative technological approaches may include, but are not limited to:
•

Conflict detection and mitigation technologies (e.g., intersection alerts and signal
prioritization);

•

Dynamic signaling, smart traffic signals, or pricing systems to reduce congestion;

•

Traveler information systems, to include work zone data exchanges;

•

Signage and design features that facilitate autonomous or semi-autonomous vehicle
technologies;

•

Applications to automatically capture and report safety-related issues (e.g., identifying and
documenting near-miss incidents);

•

Vehicle-to-Everything (V2X) Technologies (e.g., technology that facilitates passing of
information between a vehicle and any entity that may affect the vehicle);

•

Vehicle-to-Infrastructure (V2I) Technologies (e.g., digital, physical, coordination, and other
infrastructure technologies and systems that allow vehicles to interact with transportation
infrastructure in ways that improve their mutual performance);

•

Vehicle-to-Grid Technologies (e.g., technologies and infrastructure that encourage electric
vehicle charging, and broader sustainability of the power grid);

•

Cybersecurity elements to protect safety-critical systems;

•

Broadband deployment and the installation of high-speed networks concurrent with the
transportation project construction;
74

•

Technology at land and seaports of entry that reduces congestion, wait times, and delays,
while maintaining or enhancing the integrity of our border;

•

Work Zone data exchanges or related data exchanges; or

•

Other Intelligent Transportation Systems (ITS) that directly benefit the project’s users or
workers, such as a project to develop, establish, or maintain an integrated mobility
management system, a transportation demand management system, or on-demand mobility
services.
For innovative safety proposals, the Department will evaluate safety benefits that those

approaches could produce and the broader applicability of the potential results. The Department
will also assess the extent to which the project uses innovative technology that supports surface
transportation to significantly enhance the operational performance of the transportation
system. Please note that all innovative technology must be in compliance with 2 CFR §
200.216. 29
Innovative Project Delivery: The Department will consider the extent to which the project
utilizes innovative practices in contracting (such as public-private partnerships and single
contractor design-build arrangements), congestion management, asset management, or longterm operations and maintenance.
The Department also seeks projects that employ innovative approaches to improve the
efficiency and effectiveness of the environmental permitting and review to accelerate project
delivery and achieve improved outcomes for communities and the environment. The
Department’s objective is to achieve timely and consistent environmental review and permit
decisions. Participation in innovative project delivery approaches will not remove any statutory

29

https://ecfr.federalregister.gov/current/title-2/subtitle-A/chapter-II/part-200/subpart-C/section-200.216

75

requirements affecting project delivery.
Innovative Financing: The Department will assess the extent to which the project
incorporates innovations in transportation funding and finance through both traditional and
innovative means, including by using private sector funding or financing or using congestion
pricing or other demand management strategies to address congestion. This includes the use of
non-traditional sources of transportation funding to leverage traditional federal sources of
funding to expand the overall investment in transportation infrastructure.
Score:
0

1

2

3

Innovation Criterion
Example
The project negatively impacts Innovation Example: The project removes
previously installed innovative
technology.
The application does not contain enough
Example: The project references
information to assess whether the project
the incorporation of innovative
is results in Innovation benefits.
technologies but does not elaborate
on the benefits of those
technologies or demonstrate how
those technologies align with
USDOT’s innovation principles.
The project results in Innovation benefits Example 1: The project
matching one or more of the descriptions incorporates some or limited
below, BUT Innovation is not a primary
amount of materials or
project purpose or the project does not
construction processes that reduce
otherwise meet the description of a “3”
greenhouse gas emissions.
rating.
Example 2: The project
incorporates innovative technology
• Deploy technologies, project
that advances USDOT innovation
delivery, or financing methods
goals and employs innovative
that are new or innovative to the
project delivery methods that will
applicant or community
accelerate delivery and achieved
improved outcomes.
Innovation is a primary purpose of the
Example: The project incorporates
project AND the project results in clear
a significant amount of materials
and Innovation benefits matching two or
or construction processes that
more of the descriptions below. (Benefits reduce greenhouse gas emissions
can be within the same area)
and will uses practices to facilitate
• Innovative Technologies
accelerated project delivery.
o Enhance the environment
for electric, connected, and
automated vehicles to
improve the detection,
mitigation,
and
documentation of safety
76

risks; or
Use low-carbon materials; or
Use caps, land bridges, or
underdecks
Innovative Project Delivery
o Use practices that
facilitate accelerated
project delivery such as
single contractor designbuild arrangements,
congestion
management, asset
management, or longterm operations and
maintenance
Innovative Financing
o Secure TIFIA, RRIF,
or private activity bond
financing; or
o Use congestion pricing
or other demand
management strategies
o
o

•

•

iii.

Economic Analysis Rating
The Department will consider a project’s benefits as compared to its costs to

determine whether a project is cost effective and assign an economic analysis rating. To the
extent possible, the Department will rely on quantitative, evidence-based, and data-supported
analysis, including an assessment of the project’s estimated benefit-cost ratio (BCR) based
on the applicant-supplied BCA described in Section D.2.v. Based on the Department’s
assessment, the Department will assign an economic analysis rating of high, medium-high,
medium, medium-low, or low according to the following table:
Rating

Description

High

The project’s benefits will exceed its costs, with a benefit-cost ratio of at least 1.5

Medium-High The project's benefits will exceed its costs
Medium

The project's benefits are likely to exceed its costs

Medium-Low

The project's costs are likely to exceed its benefits

Low

The project’s costs will exceed its benefits

77

iv.

Project Readiness Rating
The Department will consider project readiness to assess the likelihood of a successful

project. In that project readiness analysis, the Department will consider three evaluation ratings:
Environmental Risk, Technical Capacity Assessment, and Financial Completeness Assessment.
As described in section D.2.vi, the application should contain information that explicitly
addresses Environmental Risk and Technical Capacity, but the Financial Completeness
Assessment will be based on information contained in the application budget. Low ratings in any
of these readiness areas do not disqualify projects from award but may result in a “Not
Recommended” overall rating. Competitive applications should clearly and directly describe
achievable risk mitigation strategies. A project with mitigated risks or with a risk mitigation plan
is more competitive than a comparable project with unaddressed risks.
(a) Environmental Risk
Environmental Risk assessment analyzes the project’s environmental approvals and likelihood of
the necessary approvals negatively affecting project obligation as described in Section D.2.vi. of
this NOFO, and results in a rating of “high risk,” “moderate risk,” or “low risk.”
(b) Technical Capacity
The Technical Capacity Assessment will assess the applicant’s capacity to successfully deliver the
project in compliance with applicable Federal requirements based on factors including, but not
limited to, the recipient’s experience working with Federal agencies, civil rights compliance,
previous experience with DOT discretionary grant awards and/or the technical experience and
resources dedicated to the project. This review is partially based on information submitted with the
application and partially based on DOT Operating Administration knowledge of the applicant’s
performance. Technical Capacity ratings will be one of the following: “certain,” “somewhat
certain,” or “uncertain.” DOT will assign the highest rating of “certain,” if the applications
78

demonstrate that: the applicant has extensive experience with Federal funds; the applicant has
extensive experience completing projects with similar scope; the applicant has the resources to
deliver the project; the project has minimal or no incomplete ROW acquisition; and the project will
comply with all applicable Federal requirements including but not limited to Buy America
provisions, ADA regulations, Civil Rights requirements, Federal Motor Vehicle Safety Standards
(FMVSS), and/or the Federal Motor Carrier Safety Regulations (FMCSR).
(c) Financial Completeness
The Financial Completeness Assessment reviews the availability of funding for the
project and whether the applicant presented a complete funding package. Financial Completeness
ratings are: “complete,” “partially complete,” or “incomplete.” DOT will assign the highest rating
of “complete,” if the application identifies funding sources for the full project budget, indicates
the funding level of commitment or availability, includes documented support such as letters of
commitment, and indicates a plan to address potential cost overruns (by including an explicit
contingency amount with a source, or otherwise). DOT will also consider whether the applicant
indicated the level of design that the project is based on. Projects with funding estimates that are
based on early stages of design (e.g., less than 30 percent design) or outdated cost estimates
without specified budget contingencies may receive a lower rating.
(d) Major Project Cost Review ($1 billion and higher requests only)
Applications which are seeking $1 billion or more in MPDG funding will be reviewed by
a Major Project Cost Review team who will assess, based on the current phase of project
development, whether the current project’s estimated costs are reasonable and whether lower cost
alternatives exist. The team will rely on the information in the Project Readiness and Project
Budget submissions and may also seek additional information from the applicant during their
review. This analysis will not result in formal rating but may be used by the Senior Review Team
79

in their assignment of an Overall rating or by the Secretary while making final selections. It may
also be used to identify projects for targeted technical assistance or inform project oversight
decisions.
(e) Overall Readiness Rating
The Project Readiness Ratings—Environmental Review and Permitting Risk, Financial
Completeness, and Technical Capacity—will be translated to a high, medium-high, medium,
medium-low, or low rating, using the table below:

80

Rating

1

2

3

Technical Capacity
Assessment

Uncertain:
The team is not
confident in the
applicant’s capacity
to deliver this project
in a manner that
satisfies Federal
requirements
Incomplete Funding:
The project lacks full
funding, or one or
more Federal or nonFederal match
sources are still
uncertain as to
whether they will be
secured in time to
meet the project’s
construction
schedule
High Risk: The
project has not
completed or begun
NEPA and there are
known
environmental or
litigation concerns
associated with the
project.

Somewhat
Certain/Unknown:
The team is moderately
confident in the applicant’s
capacity to deliver the
project in a manner that
satisfies Federal
requirements
Partially Complete/Appear
Stable and Highly Likely
to be Available:
Project funding is not fully
committed but appears
highly likely to be secured
in time to meet the
project’s construction
schedule

Certain: The team is
confident in the
applicant’s capacity to
deliver the project in a
manner that satisfies
Federal requirements

Moderate Risk: The
project has not completed
NEPA or secured
necessary Federal permits,
and it is uncertain whether
they will be able to
complete NEPA or secure
necessary Federal permits
in the time necessary to
meet their project
schedule.

Low Risk: The Project
has completed NEPA, or
it is highly likely that
they will be able to
complete NEPA and
other environmental
reviews in the time
necessary to meet their
project schedule.

Financial
Completeness

Environmental
Review and
Permitting Risk

Score:
All 3’s
Two 3’s, one 2
One 3, two 2’s
All 2’s
Any 1’s

v.

Rating
High
Medium-High
Medium
Medium-Low
Low

Additional Considerations

a. Geographic Diversity
81

Complete, Stable and
Committed: The
Project’s Federal and
non-Federal sources are
fully committed—and
there is demonstrated
funding available to
cover contingency/cost
increases.

By statute, when selecting MPDG projects, the Department must consider contributions to
geographic diversity among recipients, including the need for a balance between the needs
of rural and urban communities. The Department will consider whether the project is
located in an Area of Persistent Poverty or a Historically Disadvantaged Community, as
defined in Section C of this Notice.
The Department will also consider whether the project is located in the Department or
Federally designated area such as a qualified opportunity zone, Empowerment Zone, Promise
Zone, Choice Neighborhoods, DOE-Energy Communities, USDA’s Rural Partner Network,
DOT Thriving Communities, or the Interagency Thriving Communities Network. Applicants
can find additional information about each of the designated zones at the sites below:
•

Opportunity Zones: (https://opportunityzones.hud.gov/)

•

Empowerment Zones: (HUD)

•

Promise Zones:
(https://www.hud.gov/program_offices/field_policy_mgt/fieldpolicymgtp
z)

•

Choice Neighborhoods:
(https://www.hud.gov/program_offices/public_indian_housing/programs/ph/c
n)

•

DOE’s Energy Communities: (https://energycommunities.gov/priorityenergy-communities/)

•

USDA’s Rural Partners Network: (https://www.rural.gov/communitynetworks/all-community-networks)

•

DOT Thriving Communities: (https://www.transportation.gov/grants/thrivingcommunities/tcp-fy-2022-selected-recipients)
82

A project located in a Federally designated community development zone is more
competitive than a similar project that is not located in a Federally designated community
development zone. The Department will rely on applicant-supplied information to make this
determination and will only consider this if the applicant expressly identifies the designation
in their application.
b. Evaluation of Project Requirements
The following table describes how the Department will evaluate the statutory
Project requirements for the MPDG opportunity:
Statutory Selection Requirements
23 U.S.C. 117 INFRA
(Large projects only)

49 U.S.C. 6701
Mega

23 U.S.C. 173
Rural

Evaluation

(1) The project will
generate national, or
regional economic,
mobility, or safety
benefits

(1) The project is
likely to generate
national or regional
economic, mobility,
safety benefits

(1) The project will
generate regional
economic, mobility, or
safety benefits

(2) The project will be
cost effective

(2) The project will
be cost effective

(2) The project will be
cost effective

The Department will base its
determination on the ratio of project
benefits to project costs as assessed by
the Economic Analysis Team. A
project is cost-effective if the benefitcost ratio is greater than 1.

(3) The project will
contribute to 1 or more
of the national goals
described under
Section 150

No statutory
requirement

(3) The project will
contribute to 1 or more of
the national goals
described under Section
150

The Department will base its
determination on the assessment of this
information by Project Outcome
evaluators. The Section 150 national
goals are:
(1)
Safety
(2)
Infrastructure condition
(3)
Congestion reduction
(4)
System reliability
(5)
Freight movement and
economic vitality
(6)
Environmental sustainability
(7)
Reduced project delivery
delays

83

The Department will base its
determination on the assessment of this
information by Project Outcome
evaluators.

(4) The project is
based on the results of
preliminary
engineering

No statutory
requirement

(4) The project is based
on the results of
preliminary engineering

(5) With respect to
related non-federal
financial
commitments, 1 or
more stable and
dependable sources of
funding and financing
are available to
construct, maintain,
and operate the
project, and
contingency amounts
are available to cover
unanticipated cost
increases

(3) With respect to
non-federal financial
commitments, 1 or
more stable and
dependable sources
are available to
construct, operate,
and maintain the
project, and to cover
cost increases

No statutory requirement

(6) The project cannot
be easily and
efficiently completed
without other Federal
funding or financing
available to the project
sponsor

(4) The project is in
significant need of
Federal funding

No statutory requirement

84

Evaluators will verify which, if any, of
the following activities have been
completed as of the date of application
submission:
•
Environmental Assessments
•
Topographic Surveys
•
Metes and Bounds Surveys
•
Geotechnical Investigations
•
Hydrologic Analysis
•
Utility Engineering
•
Traffic Studies
•
Financial Plans
•
Revenue Estimates
•
Hazardous Materials
Assessments
•
General estimates of the types
and quantities of materials
•
Other work needed to establish
parameters for the final design.
A project meets this requirement if the
application demonstrates that funding
sources adequate to complete the
proposed project are dedicated to the
proposed project and are highly likely
to be available within the proposed
project schedule, and if it provides
evidence of contingency funding in the
project budget. The Department will
base its determination on an
assessment of this information by
financial completeness evaluators.

Evaluators will note the potential
negative impacts on the proposed
project if the MPDG grant (or other
Federal funding) was not awarded,
including:
1.
How would the project scope
be affected if MPDG (or other Federal
funds) were not received?
2.
How would the project
schedule be affected if MPDG (or
other Federal funds) were not
received?
3.
How would the project cost be
affected if MPDG (or other Federal
funds) were not received?

If there are no negative impacts to the
project scope, schedule, or budget if
MPDG funds are not received, state
that explicitly. (If this is the case, DOT
will determine the project does NOT
meet the requirement).
Impacts to a portfolio of projects will
not satisfy this requirement. Re-stating
the project’s importance for national or
regional economic, mobility, or safety
will not satisfy this requirement.
(7) The project is
reasonably expected to
begin construction no
later than 18 months
after the date of
obligation of funds for
the project

No statutory
requirement

(5) The project is
reasonably expected to
begin construction no
later than 18 months after
the date of obligation of
funds for the project

No statutory
requirement

(5) The applicant
has, or will have,
sufficient legal,
financial, and
technical capacity to
carry out the project.

No statutory requirement

No statutory
requirement

(6) The application
includes a plan for
the collection and
analysis of data to
identify the impacts
of the project and
accuracy of forecasts
included in the
application.

No statutory requirement

The Department will base its
determination on the schedule
presented in the application and may
also consider the Environmental Risk
rating.
The Department will base its
determination on the project risks as
assessed by the Environmental Risk,
Financial Completeness, and Technical
Capacity evaluators. For example, if
the evaluators find the project has an
incomplete financial plan, that will
inform whether the Department makes
this determination. Similar
consideration will be given to the
technical capacity and environmental
risk ratings.

The Department will base its
determination on the inclusion of a
data plan that meets requirements
described in Section D.2.

For Small INFRA projects to be selected, the Department must consider: the cost
effectiveness of the proposed project; the effect of the proposed project on mobility in the State
and region in which the project is carried out; and the effect of the proposed project on safety
85

on freight corridors with significant hazards, such as high winds, heavy snowfall, flooding,
rockslides, mudslides, wildfire, wildlife crossing onto the roadway, or steep grades. The
Department will consider a Small INFRA project’s cost effectiveness as described in section
E.1.iii. The Department will consider the effect of the proposed project on mobility as part of
the Economic Impacts and Equity Project Outcome Areas. The Department will consider the
effect on safety on freight corridors with significant hazards as part of the Climate, Safety, and
Economic Impact Project Outcome areas.
vi.

Previous Awards
The Department may consider whether the project has previously received an award from

RAISE, MPDG, or other departmental discretionary grant programs.
2. Review and Selection Process
The MPDG evaluation process consists of an Analysis Phase and Senior Review Phase.
In the Analysis Phase, teams will, for each project, determine whether the project satisfies
statutory requirements and rate how well it addresses the selection criteria using the rating
system described in section E.1. If an applicant opts out of a specific program, then the
Department will not consider whether the proposed project meets that program’s
requirements.
The Senior Review Team (SRT) will consider the applications and the technical
evaluations, assign an overall rating according to the methodology described in section E.1.
Once every project has been assigned an overall rating for each program, all Highly
Recommended projects are added to a proposed list of Projects for Consideration for that
program. The SRT will review if the proposed list of Projects for Consideration under each
program is sufficient to satisfy program set-asides and geographic diversity requirements. If
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not, ‘Recommended’ projects may be added to each program’s proposed list of Projects for
Consideration until each program’s list can satisfy necessary program set asides and
geographic diversity requirements. The SRT can add a Recommended project only if (1) that
project directly addresses an identified insufficiency related to the program set-asides,
geographic diversity requirements, or to ensure there are sufficient projects to distribute all
available funds, and (2) the SRT treats all similarly situated Recommended projects the same.
For each program, the SRT will present the list of Projects for Consideration to the
Secretary, either collectively or through a representative. The SRT may advise the Secretary
on any project on the list of Projects for Consideration, including options for reduced awards,
but the Secretary makes final project selections. The Secretary must prioritize selections from
among the projects assigned a “Highly Recommended” Rating. The Secretary’s selections
identify the applications that best address program requirements and are most worthy of
funding.
3. Additional Information
Prior to award, each selected applicant will be subject to a risk assessment as required
by 2 CFR § 200.206. The Department must review and consider any information about the
applicant that is in the designated integrity and performance system accessible through SAM
(currently the Federal Awardee Performance and Integrity Information System (FAPIIS)). An
applicant may review information in FAPIIS and comment on any information about itself that
a Federal awarding agency previously entered. The Department will consider comments by the
applicant, in addition to the other information in FAPIIS, in making a judgment about the
applicant's integrity, business ethics, and record of performance under Federal awards when
completing the review of risk posed by applicants.
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F. Federal Award Administration Information
1. Federal Award Notices
Following the evaluation outlined in Section E, the Secretary will announce awarded
projects by posting a list of selected projects at https://www.transportation.gov/grants/mpdgannouncement Following the announcement, the Department will contact the point of contact
listed in the SF 424 to initiate negotiation of a project-specific agreement.

2. Administrative and National Policy Requirements
i.

Safety Requirements
The Department will require MPDG projects to meet two general requirements related

to safety. First, MPDG projects must be part of a thoughtful, data-driven approach to safety.
Each State maintains a strategic highway safety plan.30 MPDG projects will be required to
incorporate appropriate elements that respond to priority areas identified in that plan and are
likely to yield safety benefits. Second, MPDG projects will incorporate appropriate safetyrelated activities that the Federal Highway Administration (FHWA) has identified as “proven
safety countermeasures” due to their history of demonstrated effectiveness.31
After selecting MPDG recipients, the Department will work with those recipients on a
project-by-project basis to determine the specific safety requirements that are appropriate
for each award.
ii.

Program Requirements
(a) Climate Change and Environmental Justice Impact Consideration
Each applicant selected for MPDG grant funding must demonstrate effort to

30

Information on State-specific strategic highway safety plans is available at
https://safety.fhwa.dot.gov/shsp/other_resources.cfm.
31
Information on FHWA proven safety countermeasures is available at: https://safety.fhwa.dot.gov/provencountermeasures/.

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consider climate change and environmental justice impacts as described in Section A.
Projects that have not sufficiently considered climate change and environmental
justice in their planning, as determined by the Department, will be required to do so
before receiving funds for construction, consistent with Executive Order 14008,
Tackling the Climate Crisis at Home and Abroad (86 FR 7619).32
(b) Equity and Barriers to Opportunity
Each applicant selected for MPDG grant funding must demonstrate effort to
improve equity and reduce barriers to opportunity as described in Section A. Projects
that have not sufficiently considered equity and barriers to opportunity in their
planning, as determined by the Department, will be required to do so before receiving
funds for construction, consistent with Executive Order 13985, Advancing Racial
Equity and Support for Underserved Communities Through the Federal Government
(86 FR 7009).33
(c) Labor and Work
Each applicant selected for MPDG grant funding must demonstrate, to the full
extent possible consistent with the law, an effort to create good-paying jobs with the
free and fair choice to join a union and incorporation of high labor standards as
described in Section A. To the extent that applicants have not sufficiently considered
job quality and labor rights in their planning, as determined by the Department of
Labor, the applicants will be required to do so before receiving funds for construction,
consistent with Executive Order 14025, Worker Organizing and Empowerment (86

32

An illustrative example of how these requirements are applied to recipients can be found here:
https://www.transportation.gov/grants/infra-grant-implementation/infra-fy22-fhwa-general-terms-and-conditions
33
An illustrative example of how these requirements are applied to recipients can be found here:
https://www.transportation.gov/grants/infra-grant-implementation/infra-fy22-fhwa-general-terms-and-conditions

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FR 22829), and Executive Order 14052, Implementation of the Infrastructure
Investment and Jobs Act (86 FR 64335).
As expressed in section A, equal employment opportunity is an important
priority. The Department wants to ensure that project sponsors have the support they
need to meet requirements under EO 11246, Equal Employment Opportunity (30 FR
12319, and as amended). All federally assisted contractors are required to make good
faith efforts to meet the goals of 6.9% of construction project hours being performed
by women and goals that vary based on geography for construction work hours and
for work being performed by people of color.34 The U.S. Department of Labor’s
Office of Federal Contract Compliance Programs (OFCCP) has a Mega Construction
Project Program through which it engages with project sponsors as early as the design
phase to help promote compliance with non-discrimination and affirmative action
obligations. Through the program, OFCCP offers contractors and subcontractors
extensive compliance assistance, conducts compliance evaluations, and helps to build
partnerships between the project sponsor, prime contractor, subcontractors, and
relevant stakeholders. OFCCP will identify projects that receive an award under this
notice and are required to participate in OFCCP’s Mega Construction Project Program
from a wide range of federally assisted projects over which OFCCP has jurisdiction
and that have a project cost above $35 million. DOT will require project sponsors
with costs above $35 million that receive awards under this funding opportunity to
partner with OFCCP, if selected by OFCCP, as a condition of their DOT award.
Under that partnership, OFCCP will ask these project sponsors to make clear to prime

34

https://www.dol.gov/sites/dolgov/files/ofccp/ParticipationGoals.pdf

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contractors in the pre-bid phase that project sponsor’s award terms will require their
participation in the Mega Construction Project Program. Additional information on
how OFCCP makes their selections for participation in the Mega Construction Project
Program is outlined under “Scheduling” on the Department of Labor website:
https://www.dol.gov/agencies/ofccp/faqs/construction-compliance.
(d) Critical Infrastructure Security, Resilience, and Cybersecurity
It is the policy of the United States to strengthen the security and resilience of its critical
infrastructure against all hazards, including physical and cyber risks, consistent with
Presidential Policy Directive 21 - Critical Infrastructure Security and Resilience, and the
National Security Memorandum on Improving Cybersecurity for Critical Infrastructure
Control Systems. Each applicant selected for MPDG grant funding must demonstrate,
prior to the signing of the grant agreement, effort to consider and address physical and
cyber security risks relevant to the transportation mode and type and scale of the project.
Projects that have not appropriately considered and addressed physical and cyber security
and resilience in their planning, design, and project oversight, as determined by the
Department and the Department of Homeland Security, will be required to do so before
receiving funds.
iii.

Other Administrative and Policy Requirements
All awards will be administered pursuant to the Uniform Administrative Requirements,

Cost Principles and Audit Requirements for Federal Awards found in 2 CFR part 200, as
adopted by the Department at 2 CFR part 1201. INFRA and Rural grant funds are made
available under title 23 of the United States Code and generally subject to the requirements of
that title. Consistent with 23 U.S.C. §§ 117(l) and 173(o), for freight projects awarded INFRA
grant funds and all projects award Rural grant funds, the project will be treated as if it is
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located on a Federal-aid highway. The Department will also treat non-Freight projects eligible
for INFRA funding under 23 U.S.C. § 117(c)(l)(A)(iv)–(vii) as though they are federal-aid
highway projects for the purposes of applying federal requirements. For projects awarded
Mega grant funds, the project will be treated in relation to project’s modal nature: the
requirements of title 23 shall apply to a highway, road or bridge project; the requirements of
chapter 53 of title 49 of the United States Code shall apply to a transit project; the
requirements of 49 U.S.C. § 22905 shall apply to a rail project or component; and, the
requirements of 49 U.S.C. § 5333 shall apply to any public transportation component of a
project. Additionally, as permitted under the requirements described above, applicable Federal
laws, rules, and regulations of the relevant operating administration administering the project
will apply to the projects that receive MPDG grants, including planning requirements,
Stakeholder Agreements, and other requirements under the Department’s other highway,
transit, rail, and port grant programs. For an illustrative example, the Terms and Conditions for
the FY 2022 INFRA awards can be found at: https://www.transportation.gov/grants/infragrant-implementation.
As expressed in Executive Order 14005, Ensuring the Future Is Made in All of America
by All of America’s Workers (86 FR 7475), it is the policy of the executive branch to maximize,
consistent with law, the use of goods, products, and materials produced in, and services offered
in, the United States. The Mega, INFRA, and Rural programs are infrastructure programs
subject to the Build America, Buy America Act (Pub. L. No. 117-58, div. G §§ 70901–70927).
All INFRA and Rural projects are subject to the Buy America requirement at 23 U.S.C. § 313,
as are Mega projects administered by the Federal Highway Administration. Mega projects
administered by other OAs will be subject to the Buy America requirements applicable to that
OA. The Department expects all recipients to be able to complete their project without needing
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a waiver. However, to obtain a waiver, a recipient must be prepared to demonstrate how they
will maximize the use of domestic goods, products, and materials in constructing their project.
The applicability of Federal requirements to a project may be affected by the scope of
the NEPA reviews for that project. For example, under 23 U.S.C. § 313(g), Buy America
requirements apply to all contracts that are eligible for assistance under title 23, United States
Code, and are carried out within the scope of the NEPA finding, determination, or decision
regardless of the funding source of such contracts if at least one contract is funded with Title
23 funds. As another example, Americans with Disabilities Act (ADA) regulations apply to all
projects funded under this Notice.
As a condition of a grant award, grant recipients should demonstrate that the recipient
has a plan for compliance with civil rights obligations and nondiscrimination laws, including
Title VI of the Civil Rights Act of 1964 and implementing regulations (49 CFR § 21), the
Americans with Disabilities Act of 1990 (ADA), and Section 504 of the Rehabilitation Act, all
other civil rights requirements, and accompanying regulations. This should include a current
Title VI plan, completed Community Participation Plan, and a plan to address any legacy
infrastructure or facilities that are not compliant with ADA standards. DOT’s and the
applicable Operating Administrations’ Office of Civil Rights may work with awarded grant
recipients to ensure full compliance with federal civil rights requirements.
In connection with any program or activity conducted with or benefiting from funds
awarded under this notice, recipients of funds must comply with all applicable requirements of
Federal law, including, without limitation, the Constitution of the United States; the conditions
of performance, nondiscrimination requirements, and other assurances made applicable to the
award of funds in accordance with regulations of the Department of Transportation; and
applicable Federal financial assistance and contracting principles promulgated by the Office of
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Management and Budget. In complying with these requirements, recipients, in particular, must
ensure that no concession agreements are denied, or other contracting decisions made, on the
basis of speech or other activities protected by the First Amendment. If the Department
determines that a recipient has failed to comply with applicable Federal requirements, the
Department may terminate the award of funds and disallow previously incurred costs, requiring
the recipient to reimburse any expended award funds.
MPDG projects involving vehicle acquisition must involve only vehicles that comply
with applicable Federal Motor Vehicle Safety Standards and Federal Motor Vehicle Safety
Regulations, or vehicles that are exempt from Federal Motor Carrier Safety Standards or
Federal Motor Carrier Safety Regulations in a manner that allows for the legal acquisition and
deployment of the vehicle or vehicles.
3. Reporting
i.

Progress Reporting on Grant Activity

Each applicant selected for an MPDG opportunity grant must submit the Federal
Financial Report (SF-425) on the financial condition of the project and the project’s
progress, as well as an Annual Budget Review and Program Plan to monitor the use of
Federal funds and ensure accountability and financial transparency in the MPDG
opportunity. In addition, Mega grant recipients will be required to submit a data collection
baseline and a Project Outcomes report, as described in Section D.2.viii.
ii.

Reporting of Matters Related to Integrity and Performance

If the total value of a selected applicant’s currently active grants, cooperative
agreements, and procurement contracts from all Federal awarding agencies exceeds
$10,000,000 for any period of time during the period of performance of this Federal award,
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then the applicant during that period of time must maintain the currency of information
reported SAM that is made available in the designated integrity and performance system
(currently the Federal Awardee Performance and Integrity Information System (FAPIIS)) about
civil, criminal, or administrative proceedings described in paragraph 2 of this award term and
condition. This is a statutory requirement under section 872 of Pub. L. No.110-417, as
amended (41 U.S.C. § 2313). As required by section 3010 of Pub. L. No. 111-212, all
information posted in the designated integrity and performance system on or after April 15,
2011, except past performance reviews required for Federal procurement contracts, will be
publicly available.
iii.

Program Evaluation

As a condition of grant award, grant recipients may be required to participate in an
evaluation undertaken by DOT or another agency or partner. The evaluation may take different
forms such as an implementation assessment across grant recipients, an impact and/or
outcomes analysis of all or selected sites within or across grant recipients, or a benefit/cost
analysis or assessment of return on investment. The DOT may require applicants to collect data
elements to aid the evaluation. As a part of the evaluation, as a condition of award, grant
recipients must agree to: (1) make records available to the evaluation contractor; (2) provide
access to program records, and any other relevant documents to calculate costs and benefits; (3)
in the case of an impact analysis, facilitate the access to relevant information as requested; and
(4) follow evaluation procedures as specified by the evaluation contractor or DOT staff.
Recipients and subrecipients are also encouraged to incorporate program evaluation
including associated data collection activities from the outset of their program design and
implementation to meaningfully document and measure their progress towards meeting an
agency priority goal(s). Title I of the Foundations for Evidence-Based Policymaking Act of
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2018 (Evidence Act), Pub. L. No. 115-435 (2019) urges federal awarding agencies and federal
assistance recipients and subrecipients to use program evaluation as a critical tool to learn, to
improve equitable delivery, and to elevate program service and delivery across the program
lifecycle. Evaluation means “an assessment using systematic data collection and analysis of
one or more programs, policies, and organizations intended to assess their effectiveness and
efficiency.” Evidence Act § 101 (codified at 5 U.S.C. § 311). Credible program evaluation
activities are implemented with relevance and utility, rigor, independence and objectivity,
transparency, and ethics (OMB Circular A-11, Part 6 Section 290). To that end, MPDG
applicants that are opting out of Mega (and therefore not required to submit a performance data
plan with their application) may choose to submit a performance data plan as described in
Section D.2.viiiwith the intention of participating in a performance measures reporting pilot for
the INFRA and Rural programs. Submission of a performance data plan with the application is
not required for those programs and does not make applications more competitive for those
programs but would support DOT’s initiatives to improve the performance monitoring
framework and program evaluation.
For grant recipients receiving an award, evaluation costs are allowable costs (either as
direct or indirect), unless prohibited by statute or regulation, and such costs may include the
personnel and equipment needed for data infrastructure and expertise in data analysis,
performance, and evaluation. (2 CFR Part 200).
G. Federal Awarding Agency Contacts
For further information concerning this notice, please contact the Office of the
Secretary via email at [email protected] addition, up to the application deadline, the
Department will post answers to common questions and requests for clarifications on the
Department’s website at https://www.transportation.gov/grants/mpdg-frequently-asked96

questions. To ensure applicants receive accurate information about eligibility or the program,
the applicant is encouraged to contact the Department directly, rather than through
intermediaries or third parties, with questions. Department staff may also conduct briefings on
the MPDG Transportation grant selection and award process upon request.
H. Other Information
1. Protection of Confidential Business Information
All information submitted as part of, or in support of, any application shall use publicly
available data or data that can be made public and methodologies that are accepted by industry
practice and standards, to the extent possible. If the application includes information the
applicant considers to be a trade secret or confidential commercial or financial information,
the applicant should do the following: (1) note on the front cover that the submission
“Contains Confidential Business Information (CBI)”; (2) mark each affected page “CBI”; and
(3) highlight or otherwise denote the CBI portions.
The Department protects such information from disclosure to the extent allowed under
applicable law. In the event the Department receives a Freedom of Information Act (FOIA)
request for the information, the Department will follow the procedures described in its FOIA
regulations at 49 CFR § 7.17. Only information that is ultimately determined to be confidential
under that procedure will be exempt from disclosure under FOIA.
2. Publication of Application Information
Following the completion of the selection process and announcement of awards, the Department
intends to publish a list of all applications received along with the names of the applicant
organizations and funding amounts. Except for the information properly marked as described in
Section H, the Department may make application narratives publicly available or share
application information within the Department or with other Federal agencies if the Department
determines that sharing is relevant to the respective program’s objectives.
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As required by statute the Department will also publish the overall rating for each project
seeking Mega Project funds.
3. Department Feedback on Applications
The Department strives to provide as much information as possible to assist applicants with
the application process. The Department will not review applications in advance, but
Department staff are available for technical questions and assistance. To efficiently use
Department resources, the Department will prioritize interactions with applicants who have not
already received a debrief on their FY 2022 MPDG application. Program staff will address
questions to [email protected] throughout the application period.
4. Prohibition on Use of Funds to Support or Oppose Union Organizing
MPDG funds may not be used to support or oppose union organizing.
5. MPDG Extra, Eligibility and Designation
The MPDG Extra initiative is aimed at encouraging sponsors with competitive projects that
do not receive an MPDG award to consider applying for TIFIA credit assistance.
Projects for which a MPDG application receives a Highly Recommended rating, as described
in Section E, but that are not awarded, are automatically designated MPDG Extra Projects, unless
the Department determines that they are not reasonably likely to satisfy the TIFIA project type
(23 U.S.C. § 601(a)(12)) and project size (23 U.S.C. § 602(a)(5)) eligibilities. This designation
provides the sponsors of these projects the opportunity to apply for TIFIA credit assistance for up
to 49% of eligible project costs. Under current policy, TIFIA credit assistance is limited to 33%
of eligible project costs unless the applicant provides strong rationale for requiring additional
assistance or is eligible through special programs (TIFIA 49 or Rural Projects Initiative).
Projects designated as MPDG Extra Projects will be announced by the Secretary after MPDG
award announcements are made.
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For further information about the TIFIA or RRIF programs, including details about the types
of credit assistance available, eligibility requirements and the creditworthiness review process,
please refer to the Build America Bureau Credit Programs Guide, available on the Build America
Bureau website: https://www.transportation.gov/buildamerica/financing/program-guide.
DISCLAIMER: A MPDG Extra Project designation does not guarantee that an applicant will
receive TIFIA credit assistance, nor does it guarantee that any award of TIFIA credit assistance
will be equal to 49% of eligible project costs. Receipt of TIFIA credit assistance is contingent on
the applicant’s ability to satisfy applicable creditworthiness standards and other Federal
requirements.
6. Survey
In order to better understand the MPDG grant process from the applicant’s point of view,
the Department plans to conduct a survey after all award decisions have been made. DOT will
send this survey to all applicants and to webinar attendees who did not apply to any of the
programs. This survey is voluntary and will be collected anonymously, answers will not impact
award decisions in this round or future rounds.

Issued in Washington D.C. on June 23, 2023:

________________
Peter Paul Montgomery Buttigieg
Secretary of Transportation

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