Opportunity Information: Apply for DTOS59 17 RA TIGER9
The FY 2017 National Infrastructure Investments opportunity (commonly referred to as the TIGER FY 2017 Discretionary Grants, TIGER9) was a U.S. Department of Transportation (DOT) competitive grant program funded through the Consolidated Appropriations Act, 2017. Congress provided $500 million for DOT to award as discretionary grants focused on capital investments in surface transportation infrastructure. The central aim was to support projects that deliver meaningful, measurable impact at a national, metropolitan, or regional scale, rather than small, routine upgrades. DOT was also allowed to set aside a small portion of the total appropriation for program oversight and administrative costs, and it reserved the option to issue additional solicitations if the initial notice did not result in all available funds being awarded and obligated.
Funding amounts were tightly defined by statute. In most cases, individual TIGER awards had to fall between $5 million and $25 million, with $25 million serving as the award ceiling. Rural projects received special treatment on the minimum threshold: projects located in rural areas could request as little as $1 million, recognizing that high-impact rural investments often come with smaller overall price tags. At the same time, Congress imposed a cap to prevent one state from dominating the awards: no more than 20 percent of total available TIGER funds (effectively $50 million) could be awarded to projects in a single state.
The appropriation also built in explicit rural investment and geographic balance requirements. At least 20 percent of the total program funding (at least $100 million) had to be used for projects located in rural areas. Beyond that minimum rural set-aside, DOT was directed to take steps to ensure equitable geographic distribution across the country, maintain an appropriate balance between urban and rural needs, and support a variety of transportation modes. In practice, this meant the competition was not only about project quality but also about building a portfolio of awards that was diverse by region and mode (for example, not concentrating entirely on one type of infrastructure or a handful of large metropolitan areas).
Timing and readiness were major features of this funding round. FY 2017 TIGER funds were only available for obligation through September 30, 2020, and no funds could be expended after September 30, 2025. DOT stated it would evaluate whether applicants were ready to proceed quickly enough to meet these statutory deadlines, and the legislation made clear that no waivers were possible. As a result, strong applications needed to show credible schedules, permitting and environmental status where relevant, realistic procurement plans, and an ability to move to obligation within the allowed window.
The program also allowed an important financing-related option tied to TIFIA credit assistance. Up to 20 percent of the available TIGER funds (up to $100 million) could be used by DOT to pay subsidy and administrative costs for a project receiving credit assistance under the Transportation Infrastructure Finance and Innovation Act (TIFIA), as long as doing so advanced TIGER program purposes. This effectively created flexibility for DOT to support certain projects through a mix of grant funding and federal credit, potentially helping larger or more complex projects achieve financial close.
Prior TIGER recipients were not excluded. Entities that had received TIGER awards in earlier rounds could apply again to fund additional phases of a previously supported project. However, DOT signaled that competitiveness would depend on demonstrated performance, including whether the earlier phase stayed on schedule and within budget and whether it was on track to deliver the benefits originally promised. This emphasis encouraged continuity for multi-phase programs while discouraging repeat funding for projects that had struggled to execute.
Eligibility was broad but centered on public-sector applicants and other governmental entities involved in transportation delivery. Eligible applicants included state governments, local governments, tribal governments (including U.S. territories), transit agencies, port authorities, metropolitan planning organizations (MPOs), and other political subdivisions of state or local governments. The opportunity also accommodated multi-jurisdictional projects: multiple states or jurisdictions could submit a joint application, but they had to name a lead applicant to serve as the primary point of contact. Every party to a joint application had to be an eligible applicant, and the submission needed to clearly spell out roles and responsibilities and include signatures from each participating entity.
Administratively, DOT anticipated that each selected TIGER award would be administered through one of DOT's modal administrations under a grant agreement with the recipient. The opportunity was listed as a discretionary grant under DOT, tied to CFDA 20.933, with the funding opportunity number DTOS59-17-RA-TIGER9. The original application closing date for this solicitation was October 16, 2017, and the maximum award amount (ceiling) was $25 million, consistent with the statutory cap.Apply for DTOS59 17 RA TIGER9
- The Department of Transportation in the transportation sector is offering a public funding opportunity titled "FY 2017 National Infrastructure Investments" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.933.
- This funding opportunity was created on 2017-09-07.
- Applicants must submit their applications by 2017-10-16. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- Each selected applicant is eligible to receive up to $25,000,000.00 in funding.
- Eligible applicants include: Others.
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FY 2017 National Infrastructure Investments (TIGER9) - FAQs
1) What is the FY 2017 National Infrastructure Investments opportunity (TIGER9)?
The FY 2017 National Infrastructure Investments opportunity (commonly called TIGER FY 2017 Discretionary Grants or TIGER9) was a U.S. Department of Transportation (DOT) competitive discretionary grant program funded through the Consolidated Appropriations Act, 2017. Congress provided $500 million for DOT to award as discretionary grants for capital investments in surface transportation infrastructure.
2) How much total funding was available under TIGER9?
Congress provided $500 million total for DOT to award as TIGER9 discretionary grants. DOT was also allowed to set aside a small portion of the appropriation for program oversight and administrative costs.
3) What kinds of projects was TIGER9 intended to support?
The central aim was to support capital investments in surface transportation infrastructure that deliver meaningful, measurable impact at a national, metropolitan, or regional scale, rather than small, routine upgrades.
4) What was the typical minimum and maximum award size?
In most cases, individual TIGER awards had to be between $5 million and $25 million. The statutory award ceiling was $25 million.
5) Was there a different minimum award size for rural projects?
Yes. Projects located in rural areas could request as little as $1 million, recognizing that high-impact rural investments may have smaller overall budgets.
6) Was there a limit on how much one state could receive?
Yes. No more than 20 percent of total available TIGER funds could be awarded to projects in a single state. Based on the $500 million appropriation described, this cap was effectively $50 million per state.
7) Was there a required rural set-aside?
Yes. At least 20 percent of total program funding (at least $100 million) had to be used for projects located in rural areas.
8) How did DOT address geographic distribution and balance across the country?
Beyond the rural minimum, DOT was directed to take steps to ensure equitable geographic distribution, maintain an appropriate balance between urban and rural needs, and support a variety of transportation modes. This meant selection was not only based on project quality, but also on building a diverse award portfolio by region and mode.
9) What does it mean that TIGER9 focused on "meaningful, measurable impact"?
Based on the notice description, DOT emphasized projects expected to produce significant outcomes at a national, metropolitan, or regional scale, and de-emphasized small or routine upgrades. Applications needed to make a strong case that benefits would be measurable and substantial.
10) What were the obligation and expenditure deadlines for FY 2017 TIGER funds?
FY 2017 TIGER funds were only available for obligation through September 30, 2020. No TIGER9 funds could be expended after September 30, 2025.
11) Could DOT waive the statutory deadlines?
No. The legislation made clear that no waivers were possible, and DOT indicated it would evaluate whether applicants were ready to proceed quickly enough to meet the statutory deadlines.
12) What did DOT look for regarding project readiness and timing?
DOT stated it would consider whether projects were ready to proceed quickly enough to meet the obligation and expenditure deadlines. Strong applications therefore needed to show credible schedules and, where relevant, permitting and environmental status, realistic procurement plans, and the ability to move to obligation within the allowed timeframe.
13) Could TIGER9 funds be used in connection with TIFIA credit assistance?
Yes. Up to 20 percent of available TIGER funds (up to $100 million) could be used by DOT to pay subsidy and administrative costs for a project receiving credit assistance under the Transportation Infrastructure Finance and Innovation Act (TIFIA), as long as doing so advanced TIGER program purposes.
14) What did the TIFIA-related option allow DOT to do?
It created flexibility for DOT to support certain projects through a combination of grant funding and federal credit support, potentially helping larger or more complex projects with financing and reaching financial close.
15) Could prior TIGER grant recipients apply again under TIGER9?
Yes. Prior TIGER recipients were not excluded. Entities that previously received TIGER awards could apply again, including to fund additional phases of a previously supported project.
16) How did DOT view repeat applicants seeking additional phases?
DOT signaled that competitiveness would depend on demonstrated performance of earlier phases, including whether the prior work stayed on schedule and within budget and whether it was on track to deliver the originally promised benefits.
17) Who was eligible to apply for TIGER9?
Eligible applicants included state governments, local governments, tribal governments (including U.S. territories), transit agencies, port authorities, metropolitan planning organizations (MPOs), and other political subdivisions of state or local governments.
18) Were multi-jurisdictional or multi-state applications allowed?
Yes. Multiple states or jurisdictions could submit a joint application, but they had to name a lead applicant to serve as the primary point of contact.
19) What were the requirements for joint applications?
Every party to a joint application had to be an eligible applicant. The submission needed to clearly describe roles and responsibilities and include signatures from each participating entity.
20) How were selected TIGER9 awards expected to be administered?
DOT anticipated that each selected TIGER award would be administered through one of DOT's modal administrations under a grant agreement with the recipient.
21) What is the CFDA number associated with this opportunity?
The opportunity was tied to CFDA 20.933.
22) What is the funding opportunity number for TIGER9?
The funding opportunity number listed for this solicitation was DTOS59-17-RA-TIGER9.
23) What was the original application closing date for this solicitation?
The original application closing date was October 16, 2017.
24) Could DOT issue additional solicitations under this appropriation?
DOT reserved the option to issue additional solicitations if the initial notice did not result in all available funds being awarded and obligated.
25) Why did the program emphasize portfolio diversity by region and mode?
The appropriation directed DOT to ensure equitable geographic distribution, balance urban and rural needs, and support a variety of transportation modes. In practice, this encouraged awards that were not concentrated in only one region, one mode, or a handful of major metropolitan areas.
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