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  • Key Investors

Moving Ahead for Progress in the 21st Century Act (Map-21)

Passed June 29, 2012

Signed into Law July 6, 2012


  • Provides highway/transit authorizations for the remaining 2 months of FY12 plus for all of FY13 and 14.  (Getting here took 10 SFETEA-LU extensions.)  Also provides authorizations for NHTSA highway safety, motor carrier safety and some miscellaneous programs.  Does not provide any rail authorizations.
  • In general, maintains funding at FY12 levels with some adjustment for inflation. (FY12 funding is a decrease from FY11 level.)
  • Consolidates several programs.  In highways, most significant consolidation is elimination of Interstate Maintenance and Bridges as separate program, with these programs rolled into an expanded National Highway System program.
  • In transit, most significant program changes include replacement of Rail Modernization program with State of Good Repair program and expansion of new starts program to include core capacity projects on existing lines — which could help CTA and Metra.
  • Continues funding through FY13 for projects of Regional and National Significance, using General Funds (which require appropriation).
  • Provides for environmental streamlining, and establishes transit/highway performance requirements and asset management plans – with multi-year timeframes for achieving.
  • Requires development of national freight network, but provides no special funding.
  • Prohibits using NHTSA safety money for red light or speed cameras.
  • Extends current user fees through the end of FY16 (FY17, in the case of the heavy vehicle use tax).  Supplements Highway Trust Fund revenues through transfers of $18.8 billion from the General Fund and $2.4 billion from the LUST fund (Leaking Underground Storage Tank).
  • Congressional Budget Office projects Highway Trust Fund balance exhausted in FY15.
  • Does not include any rail authorizations.
  • Below is an overview funding table of apportioned funds.  See end of document for more detailed funding tables.

Estimated Apportionments:  $ Million

                                                                                 FY12                                     FY13                                      FY14   


-National                                                          37,476                                   37,477                                   37,798

-Illinois                                                                 1,376                                     1,376                                     1,388


-National                                                             7,200                                     8,328                                  8,444

-Illinois                                                                      457                                        524                                        531





  • Continues the following core programs:  Surface Transportation Program (STP), the Congestion Mitigation/Air Quality Program (CMAQ), and the Metropolitan Planning Program.
  • Continues the Enhancement Program, but consolidates it with Safe Routes To School and Recreational Trails programs.  Renames the program Transportation Alternatives and funds it at somewhat lower levels than had been provided by SAFETEA-LU.
  • Beginning with FY 13, eliminates Bridges and Interstate Maintenance as separate programs.
  • Consolidates Interstate Maintenance, National Highway System (NHS) and Bridges on the Interstate and NHS into a new National Highway Performance Program.
  • While the Bridge program is eliminated, states must continue to obligate for off-system bridges an amount not less than 15% of their FY09 bridge apportionment.
  • Provides funding for Projects of National and Regional Significance only through FY13, with such funding coming from the General Fund.  Projects are selected by US DOT, based on legislative criteria; Congress is given the opportunity to disapprove any of these projects through a joint resolution.
  • Continues the Transportation Infrastructure Finance and Innovation Program (TIFIA), which provides federal credit assistance, at greatly increased funding levels (from $122 million to $750 million in FY13 and $1 billion in FY14).  Removes evaluation criteria for projects seeking credit assistance and provides funds for projects on a first-come, first-served basis.

Performance Management/Asset Management

  • Establishes national goals with respect to safety, infrastructure condition, congestion reduction, reliability, freight movement and economic vitality, environmental sustainability, and reduced project delivery delays.  Requires US DOT, in consultation with stakeholders, to establish performance measures and standards.
  • Requires states to set performance targets that reflect the federal performance measures and to report biennially on progress in achieving such targets plus information relating to the condition and performance of the National Highway System.
  • Requires metropolitan and statewide transportation planning processes to establish and use a performance-based approach to transportation decision-making, setting targets for both highways and transit that is supportive of national goals and performance measures.
  • Requires states to develop an asset management plan for the National Highway System within a set time-frame, or the federal share of project costs will drop to 65%.  The plan must include at a minimum identification and description of assets; asset management objectives and measures; performance gap identification; lifecycle cost and risk management analysis; a financial plan; and investment strategies.
  • With respect to the Interstate system, US DOT is to establish a minimum condition level; states failing to achieve that level for two consecutive years will be required to obligate at least certain portions of their federal funding on the Interstate.
  • With respect to Bridges, no more than 10% of the deck area of National Highway System bridges may be structurally deficient;  states failing to achieve this measure will be required to obligate at least certain portions of their federal funding on bridges.
  • In consultation with the states, US DOT is to inventory all bridges and assign to each bridge a risk-based priority for systematic preventative maintenance, replacement or rehabilitation and is to determine the cost of replacing or rehabilitating each structurally deficient bridge.
  • States must develop Highway Safety Improvement Programs and Strategic Highway Safety Plans that identify safety problems and potential improvement projects and set performance targets.
  • Areas with over one million population which receive CMAQ funding must develop performance plans which set targets for air quality and traffic congestion.


  • US DOT is to establish a national freight network, including identification of a “primary freight network”, that is, those portions most critical to the movement of freight.  Within three years, a National Freight Strategic Plan is to be developed.  It is to include an assessment of the condition and performance of the national freight network, identification of highway bottlenecks, long-range forecasts, identification of major trade gateways and other information.
  • While no special funding is provided for freight projects, eligible projects may receive a higher federal funding share.
  • Encourages states to establish freight advisory committees and freight plans.

Environmental Streamlining/Speed-up of Project Delivery

  • Expands flexibility to undertake activities such as property acquisition and design prior to completion of NEPA.
  • Expands the situations where categorical exclusions apply, including those situations involving limited federal funding or where the project is within a road’s “operational right of way.”
  • Set stricter timeframes for project reviews; pushes federal agencies to work together on reviews; and allows financial penalties for federal agencies failing to meet project review deadlines.


  • Tolling:  Expands ability of states to use federal funds to construct – and then toll – new capacity on existing roads provided that the number of toll-free lanes does not decrease.
  • Truck Size and Weight:  Requires US DOT to do a size and weight study to assess the impact of trucks operating in excess of federal weight limits.
  • Safety:  Prohibits using NHTSA safety money for red light or speed cameras.
  • Finance:  Provides no funding for a Mileage Based User Fee Demonstration (i.e., vehicle miles traveled fee).




  • Sec. 5307 Urbanized Area Formula Grants:  Maintains the basic structure for this, the largest transit program.  Rolls Job Access and Reverse Commute (JARC) program into Section 5307 and discontinues special set-aside for JARC.  Increases ability to use funds for operating expenses in areas greater than 200,000 population which operate fewer than 100 buses.
  • Sec. 5309 Fixed Guideway Grants (New Starts):  Streamlines project development steps and project review process.  Establishes a new category – core capacity projects – for significant investments on existing systems that achieve at least a 10% increase in a corridor’s capacity.  (Core capacity program should offer funding opportunities to CTA and Metra.)
  • Sec. 5310 Formula Grants for the Enhanced Mobility of Seniors and Individuals with Disabilities: Consolidates the Sec. 5310 Elderly and Disabled program with the Sec. 5317 New Freedom program.  New program will continue to provide funding for non-profit providers of transportation as well as for public transportation services that exceed ADA requirements.
  • Sec. 5311 Formula Grants for Rural Areas:  Maintains existing program structure.  Expands formula to include the rural component of JARC program and level of service within rural areas.
  • Sec. 5337 State of Good Repair Grant Program:  Replaces Rail Modernization program with State of Good Repair Program.  Program has two components: 97.15% of funding for rail fixed guideway systems, and 2.85% for High Intensity Bus.
  • Sec. 5339 Bus/Bus Facilities Formula Grants:  Replaces discretionary program with formula program.

Performance Management/Asset Management

  • Requires metropolitan and statewide transportation planning processes to establish and use a performance-based approach to transportation decision-making, setting targets for both highways and transit supportive of national goals and performance measures.
  • Requires US DOT to establish and implement a national transit asset management system; to define “state of good repair”; to establish objective standards for measuring the condition of capital assets; to develop decision support tool for use by transit systems that allows for the estimation of capital needs and assists with asset investment prioritization; and to establish performance measures based on the state of good repair standards.
  • Requires transit grant recipients to establish performance targets in relation to the performance measures established by US DOT and to report annually on progress towards meeting those targets.
  • Requires transit grant recipients to develop transit asset management plans, to report on the condition of their system and any changes since the last report.


  • Requires US DOT to establish a national public transportation safety plan.
  • Requires public transportation agencies to establish comprehensive safety plans.  Sets additional requirements and funding for State Safety Oversight Agencies.

Transit Fringe Benefits

  • Does not include provision to provide parity for transit fringe benefits with parking fringe benefits.

 View detailed funding tables


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