BUILD grants
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| BUILD grants | |
|---|---|
| Name | BUILD grants |
| Established | 2018 |
| Administered by | United States Department of Transportation |
| Type | Grant program |
| Purpose | Surface transportation, infrastructure, economic development |
| Region | United States |
BUILD grants are a competitive federal funding program focused on surface transportation and infrastructure investment for urban, suburban, and rural projects across the United States. The program emphasizes multimodal transportation, safety improvements, and economic development in communities affected by transportation needs, with projects spanning roads, bridges, transit, ports, and rail. BUILD grants link federal resources with state, tribal, and local planning processes to advance targeted capital projects and public works initiatives.
Overview
The program provides discretionary capital grants awarded through a national competition overseen by the United States Department of Transportation, competing alongside programs such as INFRA (grant) and TIGER grant. Awards support projects designed to improve safety along corridors like the Interstate Highway System or regional connectors linked to facilities such as the Port of Los Angeles, Port of New York and New Jersey, and intermodal hubs like Chicago Union Station. Recipients include state departments of transportation, metropolitan planning organizations such as the Metropolitan Transportation Authority (New York), tribal governments like the Navajo Nation, and local municipalities including City of Seattle and City of Miami. The program encourages partnerships with entities like Amtrak, regional transit agencies such as Los Angeles County Metropolitan Transportation Authority, and development authorities like the New York City Economic Development Corporation.
History and Evolution
The initiative originated from earlier discretionary programs rooted in legislation tied to reauthorization acts of the United States Congress, and evolved from competitive grant pilots administered under the Department of Transportation during administrations including those of Barack Obama and Donald Trump. Early antecedents include the Federal Highway Administration's pilot projects and the TIGER competitions established under the American Recovery and Reinvestment Act of 2009. Subsequent reauthorizations and budget appropriations through committees such as the House Committee on Transportation and Infrastructure and the Senate Committee on Environment and Public Works refined selection criteria, funding ceilings, and eligible applicants. The program’s statutory language interacts with statutes like the Fixing America’s Surface Transportation Act and other surface-transportation legislation passed by the United States Congress.
Eligibility and Application Process
Eligible applicants encompass state governments such as California, Texas, and New York, tribal authorities including the Cherokee Nation, local governments like City of Chicago and City of Phoenix, metropolitan planning organizations such as the Metropolitan Transportation Commission (California), and certain transit agencies like Bay Area Rapid Transit. Applicants must propose capital projects demonstrating readiness, cost-effectiveness, and community impact; examples include bridge replacements on corridors tied to the Interstate 95 corridor, rail improvements affecting Amtrak Northeast Corridor, and port access upgrades serving facilities like the Port of Long Beach. Applications undergo evaluation against criteria set by the United States Department of Transportation and informed by guidance from federal officials and congressional appropriations; competitive rounds are announced in Federal Register notices and coordinated with regional planning entities such as the Chicago Metropolitan Agency for Planning. Matching funds often come from state treasuries, municipal bonds overseen by agencies like the Municipal Securities Rulemaking Board, or private partners including infrastructure investors such as Macquarie Group.
Funding Allocation and Administration
Award sizes vary from small grants for local corridor improvements to multi-hundred-million-dollar projects for major reconstruction near nodes like Los Angeles International Airport or rail hubs like Denver Union Station. The program distributes funds through negotiated grant agreements managed by the Federal Highway Administration in coordination with the Federal Transit Administration when projects involve transit assets. Administration includes environmental review consistent with the National Environmental Policy Act, compliance with labor standards enforced by the United States Department of Labor, and coordination with agencies such as the Environmental Protection Agency on mitigation. Project finance mixes federal grant shares with state and local capital, bond financing under state statutes, and sometimes contributions from private developers, equity funds, or public–private partnership entities like those involved in large-scale undertakings referenced by the U.S. Securities and Exchange Commission filings.
Impact and Outcomes
Recipient projects have targeted freight bottlenecks affecting corridors like the I-81 and I-95 corridors, transit modernization efforts in metropolitan regions including Washington, D.C. and San Francisco, and safety improvements in rural counties from regions such as Appalachia and the Great Plains. Reported outcomes include reduced travel times near major ports like the Port of Savannah, enhanced resilience of bridges that connect to national networks like the National Highway System, and improved access to employment centers served by agencies like Metra. Independent analyses by research institutions such as the Brookings Institution and the Urban Institute have assessed economic multipliers, job creation, and return on investment, while state departments of transportation monitor performance metrics and publish progress through transportation planning organizations.
Criticism and Controversies
Critiques have centered on perceived political influence in award decisions, drawing scrutiny from members of the United States Congress, analysts at think tanks such as the Cato Institute, and investigative reporting in outlets like The New York Times and The Washington Post. Concerns include uneven geographic distribution favoring certain states like Florida or Texas, administrative burdens faced by smaller jurisdictions like rural counties in Iowa or tribal governments, and debates over cost overruns on high-profile projects near sites such as LaGuardia Airport. Legal challenges have involved litigants including municipal actors and advocacy groups, sometimes invoking statutes administered by the Federal Highway Administration or contesting compliance with the National Environmental Policy Act. Ongoing policy discussion in forums such as hearings before the House Committee on Transportation and Infrastructure continues to shape program rules and oversight.