LegiStorm

Summary:

The Transportation Investments Generating Economic Recovery (TIGER) grant program is a discretionary program providing grants to surface transportation projects on a competitive basis, with recipients selected by the U.S. Department of Transportation (DOT). It originated in the American Recovery and Reinvestment Act of 2009 (ARRA; P.L. 111-5), where it was called "national infrastructure investment" (as it has been in subsequent appropriations acts); in FY2018 the program was renamed the Better Utilizing Investments to Leverage Development (BUILD) program. Although the program's stated purpose is to fund projects of national, regional, and metropolitan area significance, in practice its funding has gone more toward projects of regional and metropolitan-area significance. In large part this is a function of congressional intent, as Congress has directed that the funds be distributed equitably across geographic areas, between rural and urban areas, and among transportation modes, and has set relatively low minimum grant thresholds (currently $5 million for urban projects, $1 million for rural projects). The average grant size has been in the $10 million to $15 million range; such sums are only a small portion of the funding requirements for projects of national significance. The TIGER/BUILD program is not a statutory program. Congress has continued the program by providing funding for it each year in the annual DOT appropriations act. It is a popular program in part because for most of its existence it has been one of a few transportation grant programs that offer regional and local governments the opportunity to apply directly to the federal government for funding, and one of a few that offer states additional funding beyond their annual highway and public transportation formula funding. The program is heavily oversubscribed; over the 10-year period FY2009-F2018, the amount of funding applied for totaled around 24 times the amount of money available for grants. The U.S. Government Accountability Office (GAO) has reported that, while DOT has selection criteria for the TIGER grant program, it has sometimes awarded grants to lower-ranked projects while bypassing higher-ranked projects without explaining why it did so, raising questions about the integrity of the selection process. DOT has responded that while its project rankings are based on transportation-related criteria, such as safety and economic impact, it must sometimes select lower-ranking projects over higher-ranking ones to comply with other selection criteria established by Congress, such as geographic balance and a balance between rural and urban awards. Although Congress established the parameters of the program, since the grantees are selected by DOT the Administration controls the grant process. The Obama Administration distributed grants relatively evenly across modes and population areas. The Trump Administration has prioritized grants to road projects in rural areas; in the FY2018 round, 69% of the grant funds went to rural areas. DOT also announced that it would favor projects that provided new nonfederal sources of revenue ("better utilizing investments to leverage development"). Congress subsequently rejected that initiative, directing DOT not to favor projects that provided additional revenue or even projects that requested a low federal share. Congress also capped the share of funding that can go to rural areas in response to the Administration's tilt toward awarding grants to rural areas. DOT has published two reports on the topic of the performance of projects that received TIGER grants. The reports note that measuring the performance of the array of projects in several modes eligible for TIGER grants is challenging. DOT has required grantees to develop performance plans and measures for each project, beginning before the construction of the project and continuing for years. The reports themselves largely consist of case studies of several projects.