Bridges & Structures

Bridge Investment Program (BIP) Questions and Answers (Q&As)

The Q&As provide guidance on the BIP established under section 11118 of the Infrastructure Investment and Jobs Act (IIJA) (Pub. L. 117-58, also known as the "Bipartisan Infrastructure Law" (BIL)) (23 U.S.C. 124).

Original Q&As posted August 18, 2022. Revised Q&As as noted and additional Q&As 28-34 published on November 3, 2023. Deadline date for FY23/24 grant applications updated November 21, 2023. New Q&As 35-36 published on December 17, 2024.

Except for any statutes or regulations cited, the contents of this document do not have the force and effect of law and are not meant to bind the public in any way. This document is intended only to provide clarity regarding existing requirements under the law or agency policies.

Q1) What is the Bridge Investment Program (BIP)?

A1) The BIP is a competitive discretionary grant program to improve the safety, efficiency, and reliability of the movement of people and freight by replacing, rehabilitating, preserving, and protecting bridges in the National Bridge Inventory (NBI). It has a focus on improving the condition of bridges in poor condition and supporting activities to prevent bridges in fair condition from dropping to poor condition.

Q2) What types of grants are available under the BIP?

A2) The BIP authorized the following 3 types of grants:

1. Planning Grants – Planning grants are available for projects in the early phases of project development, where eligible activities include planning, feasibility analysis, and revenue forecasting. The goal of these grants is to provide BIP assistance associated with the development of a project that would subsequently be eligible to apply for a Large Bridge Project grant or a Bridge Project grant.
2. Large Bridge Project Grants – Large Bridge Project grants are available for bridge replacement, rehabilitation, preservation, and protection projects with total eligible costs of greater than $100 million.
3. Bridge Project Grants – Bridge Project grants are available for bridge replacement, rehabilitation, preservation, and protection projects with total eligible costs of $100 million or less.

Q3) What types of projects are eligible under the BIP? (Revised 11/03/2023)

A3) Projects to replace, rehabilitate, preserve, or protect bridges in the NBI are eligible. This includes projects which bundle two or more bridges into a single project and projects to replace or rehabilitate bridge-sized culverts for the purpose of improving flood control and improved habitat connectivity.

To be eligible for BIP funding, a project which includes more than one bridge is required to be executed as one project or a single bundled bridge project under one procurement and included in the application STIP/TIP as a single project. As such, each project will have one project agreement and will be executed under one Federal-Aid project in FHWA’s Fiscal Management Information System or under one procurement request under FHWA’s DELPHI System.

Q4) Who are the eligible applicants for a BIP grant?

A4) Eligible applicants are (see 23 U.S.C. 124(d)):

• A State or a group of States.
• A metropolitan planning organization that serves an urbanized area with a population of over 200,000.
• A unit of local government or a group of local governments.
• A political subdivision of a State or local government.
• A special purpose district or public authority with a transportation function.
• A Federal land management agency.
• A Tribal government or a consortium of Tribal governments.
• A multistate or multijurisdictional group of entities described above.

Q5) How much funding is available for the BIP in Fiscal Year (FY) 22, FY23, FY24, FY25 & FY26? (Revised 11/03/2023)

A5)

Of the amounts noted above, $20 million is reserved for funding Planning grants for each Fiscal Year 2022-2026. The remaining balance will fund Large Bridge Project and Bridge Project grants.

FY24, FY25, and FY26 BIP funds are subject to the imposition of the annual obligation limitation in future Appropriation Acts by Congress.

Q6) Is there a minimum or maximum award size?

A6) Yes. For Large Bridge Project and Bridge Project grants, the minimum and maximum award size is as follows (see 23 U.S.C. 124(c)):

• Large Bridge Project Grants
1. A maximum award amount cannot exceed 50 percent of the total eligible projects cost
2. A minimum award amount of $50 million
• Bridge Project Grants
1. A maximum award amount cannot exceed 80 percent of the total eligible project cost
2. A minimum award amount of $2.5 million

There is no maximum or minimum award size for planning grants.

Q7) Is there an anticipated number of awards to be made for the BIP awards? (Revised 11/03/2023)

A7) No. Awards will be made in accordance with how projects satisfy the selection criteria for each funding category and the amount of available funding.

Additionally, during the period of FY22 through FY26, for each State, 1 Large Bridge Project grant or 2 Bridge Project grants will be awarded, as long as a minimum of 1 Large Bridge project grant or 2 Bridge Project grants are deemed to be justified. This requirement may limit the award of a Large Bridge Project grant or Bridge Project grant in a State which previously received a Large Bridge Project grant or 2 Bridge Project grants, until all States have received a Large Bridge Project or 2 Bridge Project grants (see 23 U.S.C. 124 (4)(B)(ii)).

Q8) Is there a matching funds requirement for these grants? (Revised 11/03/2023)

A8) Yes, recipients of Large Bridge Project grants and Bridge Project grants must provide a match to the BIP grant. Federal assistance other than a grant under the BIP may be used to satisfy the non-Federal share of the cost of a project for which a BIP grant is made, as long as total Federal assistance for the project does not exceed the Federal share under 23 U.S.C. 120 and the total Federal share for off-system bridges under 23 U.S.C. 124 which is 90%.

For Federal land management agencies and Tribal governments, Federal funds other than those made available under the BIP may be used to satisfy 100 percent of the non-Federal share (see 23 U.S.C. 124 (c)(4)(C)).

See Q19 for matching fund requirements for Planning grants.

Q9) What funding can Tribal governments use as matching funds for these grants?

A9) Tribal governments may use Federal funds other than Federal funds made available under BIP for the required matching funds (see 23 U.S.C. 124(c)(4)(C), this includes Tribal funds or Tribal Transportation Program (TTP) funds provided under 23 U.S.C. 202 (see 23 U.S.C. 120(k)). Since funds made available for tribal bridges under 23 U.S.C. 124(q) are treated as TTP funds made available for eligible purposes under 23 U.S.C. 202(d), Tribes may also use tribal bridge set-aside funds for the matching share of a BIP award.

Q10) Are there any restrictions on funding? (Revised 11/03/2023)

A10) Yes. A minimum of 50 percent of funds made available for this program from the Highway Trust Fund must be spent on Large Bridge Projects (see 23 U.S.C. 124(p)(1)). For FY23-26, this equates to approximately $1.04 billion, after accounting for previously awarded Large Bridge Projects using Highway Trust Fund funding. Additionally, a maximum of 5 percent of funding may be awarded solely to projects that replace or rehabilitate culverts (see 23 U.S.C. 124(c)(6)).

Q11) What are eligible project costs under the BIP?

A11) Eligible project costs under the BIP include:

• Development phase activities, including planning, feasibility analysis, revenue forecasting, environmental review, preliminary engineering and design work, and other preconstruction activities (see 23 U.S.C. 124(h)(1));
• 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 directly related to improving system performance (see 23 U.S.C. 124(h)(2)); and
• Expenses related to protection (as described in 23 U.S.C. 133(b)(10)) of a bridge, including seismic or scour protection (see 23 U.S.C. 124(h)(3)).

On request, costs to pay subsidy and administrative costs necessary to the entity receiving Federal credit assistance under chapter 6 of title 23, United States Code (TIFIA Program) may be eligible (see 23 U.S.C. 124(i)). Also, under certain situations, costs related to interest and financing costs may be reimbursable (see 23 U.S.C. 124(k)(2) and 124(j)(3)(C)).

The U.S. Department of Transportation (USDOT) recognizes that there are other eligible project costs, such as community engagement, that may be necessary for performance of a BIP award.

Q12) Is multi-year funding available?

A12) Yes, for Large Bridge Projects with a BIP award of greater than $100 million, the award may be split into a multi-year award. A maximum period of 4 years is allowed for disbursement of the full grant amount within 4 fiscal years after the fiscal year in which the initial amount is provided.

Q13) Are there any funding availability limitations with BIP funds? (Revised 11/03/2023)

A13) Yes. BIP funding comes from the Highway Trust Fund (HTF) and the United States Treasury General Fund for the Highway Improvement Program (HIP).

Q14) Is there any grant application development support? (Revised 11/03/2023)

A14) Yes. A grant application template has been developed for each BIP funding category (Planning, Large Bridge Project, and Bridge Project). Applicants seeking FY23-26 BIP funds are highly encouraged, but are not required, to submit a completed application template for the respective BIP funding category. The templates provide an opportunity for applicants to briefly describe the project, succinctly address the BIP eligibility criteria, project readiness, total funding sources and uses, the merit criteria, and the USDOT’s priority considerations. Applicants may submit a supplemental project narrative to provide any additional information necessary and supporting documentation for USDOT to determine that the project meets the eligibility criteria and to assess the responsiveness to the merit criteria and USDOT priority considerations.

Additionally, a BCA Tool has been developed for applicant to utilize to aid in developing a Benefit-Cost Analysis for their project and to understand what data USDOT utilizes in reviewing a BCA. A BCA is required for Large Bridge Project and Bridge Project grant applications. Applicants seeking FY23-26 BIP funds are highly encouraged, but are not required, to utilize the BCA Tool to develop their BCA. Applicants may submit a supplemental BCA narrative to provide any additional information necessary and supporting documentation for USDOT to determine accuracy of assumptions made in a BCA.

Lastly, general information about applying for USDOT grants can be found at the DOT navigator website: https://www.transportation.gov/grants/dot-navigator/fy-2023-discretionary-grant-preparation-checklist.

Q15) Is there a deadline for submitting a grant application? (Revised 11/03/2023)

A15) See Q28 for Large Bridge Project application timeline. Information will be updated for Planning and Bridge Project application timeline following the publication of that NOFO.

Q16) Will there be future webinars on the application process and requirements? (Revised 11/03/2023)

A16) Presentations, videos and tools to aid BIP applicants will continue to be posted at BIP - Funding Programs - Management and Preservation - Bridges & Structures - Federal Highway Administration (dot.gov).

Q17) How many applications can an eligible applicant submit? Are they limited by project type (Planning, Bridge, or Large Bridge) or overall? (Revised 11/03/2023)

A17) There is no limit to how many applications an eligible applicant can submit for BIP grants. However, as stated in Q7, awards in a State which previously received a Large Bridge Project grant or 2 Bridge Project grants may be limited in receiving additional awards, until all States have received a Large Bridge Project or 2 Bridge Project grants.

Q18) Can BIP applications include the latest bridge inspection report in lieu of the National Bridge Inventory Data? (Revised 11/03/2023)

A18) Yes, a BIP application can include the latest bridge inspection report. However, a bridge inspection report may provide more detail than the items listed in the NBI Data section of the Bridge and Large Bridge application templates. The data in the bridge inspection report should be supplemented as necessary to allow FHWA to determine whether the project satisfies BIP eligibility requirements and how well the application addresses the merit criteria and DOT policy considerations described in the NOFO. Applicants are reminded that an application should provide verifiable data on the condition of the bridge and other related information included in a BIP application.

Q19) Are matching funds required for planning grants? (Revised 11/03/2023)

A19) Yes, matching funds are required for planning grants. The match should follow the amounts defined in 23 U.S.C. 120, except for off-system bridges for which total Federal assistance shall not exceed 90 percent of the total eligible project costs.

Q20) Can a group of bridges be packaged into a single project to meet the minimum threshold for a grant?

A20) Yes, bridge bundling is specifically identified in 23 U.S.C. 124(a)(1)(B)(i) as an eligible project, and such projects are encouraged under the BIP. Bundling of multiple bridges into a single project is a method to meet the project threshold requirements for a BIP grant and often results in total project cost savings.

Q21) What does “bridges on the National Bridge Inventory” mean?

A21) “Bridges on the National Bridge Inventory” (see 23 U.S.C. 124(a)(1)(A)) means a bridge that is in the FHWA database of bridges required by 23 U.S.C. 144 (the National Bridge Inventory), meets the definition of a bridge in 23 CFR 650.305, is located on a public road, and is subject to the National Bridge Inspection Standards (NBIS).

Under 23 CFR 650.305, “Bridge” is defined as a structure including supports erected over a depression or an obstruction, such as water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 20 feet between under copings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is less than half of the smaller contiguous opening.

The NBIS apply to all bridges as defined under 23 CFR 650.305 located on public roads and require all of these bridges to be included in the National Bridge Inventory (National Bridge Inventory). (23 CFR 650.303)

Q22) What is an NBI-sized culvert?

A22) An NBI-sized culvert meets the definition of a bridge as applicable to the NBIS; see question 21. Additional information about how to measure and make the determination on the NBIS bridge length can be found in the Specifications for the National Bridge Inventory (dot.gov) on pages 98, 99, and 100. Page 98 includes a verbal description and pages 99 and 100 include figures to further illustrate how to measure bridge length including instances of side-by-side boxes and multiple pipes.

Q23) Where can I check to see if my bridge is in the National Bridge Inventory?

A23) Data from the NBI can be accessed at the following link: National Bridge Inventory - Management and Preservation - Bridges & Structures - Federal Highway Administration (dot.gov).

Q24) For a construction grant, will a project scope of replacing or rehabilitating have to be known at the time an application is submitted?

A24) Yes, for a BIP Bridge or Large Bridge construction grant application, the scope of work has to be identified and clearly described in the application. The scope of work must be consistent with the purpose and need for the project as defined in the final environmental review document and other preconstruction activities such as preliminary and final design.

Q25) Will there be future BIP grant opportunities?

A25) Yes, BIP is a multi-year grant program with guaranteed funding for FY22 through FY26.

Q26) How does a phased grant work and is that different from a planning grant?

A26) A phased grant is different from a planning grant. A BIP phased grant may be used to provide BIP funds for projects that need to complete final design and any right-of-way acquisition (Phase 1) before construction (Phase 2). Under the BIP grant, BIP funds would be awarded to complete both phases. However, the ability to receive the construction Phase 2 BIP funding is subject to completion of final design and any right-of-way acquisition within 12 months and start of construction no later than 18 months of obligation of the FY22 BIP funds for completion of the Phase 1 final design and right-of-way acquisition.

Q27) Is Preliminary Engineering required to be completed in order to apply for a BIP Bridge or Large Bridge grant?

A27) No, preliminary engineering is not required to be completed in order to apply for a Bridge or Large Bridge BIP grant. However, preliminary engineering must be complete before BIP funds may be obligated to a project selected to receive a BIP grant. 23 U.S.C. 124(e). Projects will be evaluated for project readiness including the planned completion date of preliminary engineering, and environmental risk factors, which will be used to determine if a project is likely to meet the BIP funding obligation requirements.

Q28) Can a new bridge be constructed with BIP funding?

A28) No, construction of a new highway bridge at a new location is not an eligible project as an eligible project is a project to replace, rehabilitate, preserve, or protect one or more bridges on the National Bridge Inventory under 23 U.S.C. 144(b) (see 23 U.S.C. 124(a)(1)(A)).

Q29) What is the application submittal deadline for Large Bridge Project applications?

A29)

Submissions by these dates ensure the technical review and selection process can be completed in a timely manner to be considered for eligible funding and be included into a report to Congress identifying eligible projects, which could be funded in in future Fiscal Years.

Q30) What does the debrief after eligibility determination and technical review look like for Large Bridge Project grants?

A30) Following a determination of project eligibility and an overall rating determination, USDOT will inform each applicant of their status.

After the eligibility review, if assigned an ineligible status, the applicant will be informed if the application was determined to be ineligible and will be offered the opportunity to request a debrief within 14 calendar days of the notification. Following the debrief, they will have 14 days, or by the amended application submission deadline stated in the NOFO, to provide an amendment for their application. Applicants will be allowed to submit only one amended application to address an ineligible determination. Upon receipt of the amended application, USDOT will reevaluate the application for eligibility. If an amended application, is determined to be eligible, the application will be evaluated for the Merit Criteria, Economic Analysis, and Project Readiness Ratings and will be assigned an overall rating.

After an overall rating is assigned to the project, the applicant will be informed of the overall rating (Highly Recommended, Recommended, or Not Recommended) and the ratings assigned to Merit Criteria, Economic Analysis, and Project Readiness (High, Medium-High, Medium, Medium-Low, or Low). Each applicant will be offered the opportunity to request a debrief within 14 days of the notification. Following the debrief, they will have 14 days, or by the amended application submission deadline stated in the NOFO, to provide an amendment for their application. Applicants will be allowed to submit only one amended application to address an overall application rating. However, an applicant that submits an amended application to address an eligibility issue and the application advances to the Merit Criteria, Economic Analysis Rating, and Project Readiness Rating, can submit an amended application to address the application’s overall application rating. Upon receipt of the amended application, USDOT will reevaluate the application and update the ratings as applicable.

During the debrief for an initial determination or an overall application rating, as applicable, DOT will identify discussion points and information under the eligibility criteria, Merit Criterion, BCA, and/or Project Readiness Rating that were not addressed or did not include information described in the NOFO that resulted in the application receiving the assigned eligibility determination or overall rating. DOT will not provide technical assistance to any applicant, including providing guidance on how an applicant could improve an application or commenting on or reviewing an applicant’s proposed amendments to an application.

Q31) What does reasonably expected to begin construction not later than 18 months after the date on which funds are obligated mean?

A31) To be considered for selection, some environmental analysis and preliminary engineering must be undertaken before applying. Though preliminary engineering is not required to be completed in order to apply for a Bridge or Large Bridge BIP grant, preliminary engineering must be complete before BIP funds may be obligated to a project selected to receive a BIP grant. DOT will evaluate the level of completion of development phase activities to assess project readiness and risk, including whether a project is reasonably expected to begin construction within 18 months of obligation of BIP grant funds. This requirement only applies upon obligation of BIP funding. Obligation is the commitment of BIP funds being designated for a project, either in FMIS or DELPHI, which occurs when a selected applicant enters a grant agreement. Upon that obligation, for any eligible activity for reimbursement of BIP funding including design, it is expected that construction will begin within 18 months.

Q32) What does ”Federal assistance other than a grant under the program may be used to satisfy the non-Federal share of the cost of the project” mean?

A32) BIP funding is designed to be supplemented with other Federal Sources, as long as, the maximum Federal involvement is not exceeded. The maximum Federal involvement will follow 23 U.S.C. 120 or 23 U.S.C. 124 (c)(4)(B).

Example 1: An Interstate bridge with total eligible costs of $200 million. BIP funding for a Large Bridge Project is statutorily set at 50% or $100 million. Maximum Federal involvement for an Interstate bridge is 90% or $180 million. The non-Federal share of the project with regards to BIP funding is $100 million. However, up to $80 million of that portion can be from other Federal sources, such as National Highway Performance Program (NHPP) or Surface Transportation Block Grant Program (STBG) or from other grant programs.

Example 2: An off-system bridge project with total eligible costs of $10 million. BIP funding for a Bridge Project is capped at 80% or $8 million. Maximum Federal involvement for an off-system bridges is 90% or $9 million. The non-Federal share of the project with regards to BIP funding is $2 million. However, up to $1 million of that portion can be from other Federal sources, such as Surface Transportation Block Grant Program (STBG) or from other grant programs.

Example 3: A non-NHS bridge carrying a minor arterial highway with total eligible costs of $60 million. BIP funding a Bridge Project statutorily set at 80% or $48 million. Maximum Federal involvement for a non-NHS, minor arterial bridge is 80% or $48 million. Additional Federal sources cannot be used, as the BIP funding matches the maximum Federal involvement.

Q33) Is bridge approach work (and bridge approach slabs) eligible for BIP funding? Is there any guidance or expectation on limiting approach work to the bridge (attainable touchdown) using BIP funds?

A33) Approach roadway work for bridge projects funded under BIP will follow similar guidance for bridge projects funded under the NHPP and the Surface Transportation Block Grant Program (STBG) approach roadway work. A nominal amount of approach work, sufficient to connect the new facility to the existing roadway or to return the gradeline to an attainable touchdown point in accordance with good design practice, is eligible. Please refer to the Additional Guidance on 23 CFR Part 650 D.

Q34) What if costs increase or decrease following the announcement of an award?

A34) During the review process, applications budgets are reviewed to determine if the estimate is reasonable, including cost breakdowns and inclusion of contingencies for potential cost overruns. If following an award, costs increase, such that a project reviewed and awarded as a Bridge Project grant with costs less than $100 million is being expected to proceed to construction with total eligible costs greater than $100 million, the project will continue to be implemented as a Bridge Project grant. Conversely, if construction costs are reduced, such that the a Large Bridge Project grant has total eligible costs of less than $100 million, the project will continue to be implemented as a Large Bridge Project grant.

Compliance with 23 U.S.C. 217(e) and Safe Accommodations for Bicyclists and Pedestrians

Under 23 U.S.C. 217(e) and the NOFO, BIP Large Bridge and Bridge projects that replace or rehabilitate a highway bridge deck are required to provide safe accommodations for pedestrians and bicyclists, as applicable, on the bridge, when both of the following conditions are met: (1) the bridge is located on a highway on which pedestrians and bicyclists are allowed to operate at each end of the bridge; and (2) FHWA determines that safe accommodations can be provided at reasonable cost.

Q35) What does a “bridge located on a highway on which pedestrians and bicyclists are allowed to operate at each end of the bridge” mean?

A35) “Allowed to operate at each end of the bridge” means that State law or other legal authority does not prohibit bicyclists and pedestrians’ use of the highway at each end of a bridge. For example, bicyclists and pedestrians are generally prohibited by law in most States from operating on limited access highways such as the Interstate. This is in contrast to non-limited access highways where there is generally no legal prohibition against bicyclists and pedestrians operating on these facilities, but such use is not common or is unsafe.

To assist FHWA’s eligibility review of applications, if bicyclists and pedestrians are not allowed to operate on the highway at each end of the proposed bridge project, applicants are encouraged to describe the basis for the prohibition, including citations to any legal authority that prohibits such use.

Q36) If bicyclists and pedestrians are allowed to operate on the highway at each end of a bridge, how will FHWA determine whether safe accommodations can be provided at reasonable cost?

A36) To determine whether a project complies with the requirements of 23 U.S.C. 217(e) for the safe accommodation of bicyclists and pedestrians at reasonable cost, FHWA will rely on its Bicycle and Pedestrian Planning, Program, and Project Development Guidance (2023). FHWA’s guidance provides information on several key provisions of Federal surface transportation law relating to planning requirements and building connected networks of bicycle and pedestrian facilities. Bicycle and pedestrian provisions are concentrated in 23 U.S.C. 217, but there are provisions and references throughout title 23, U.S.C., including references to safety, planning, and design. To assist applicants with compliance with the requirements under 23 U.S.C. 217(e), FHWA encourages applicants to review FHWA’s guidance to learn more about safe accommodations for bicyclists and pedestrians before submitting their application.

To determine whether safe accommodation of bicyclists and pedestrians can be provided at reasonable cost, in accordance with FHWA’s Bicycle and Pedestrian Planning, Program, and Project Development Guidance, FHWA will presume that safe accommodation for bicyclists and pedestrians can be provided at reasonable cost for all bridge projects absent an affirmative showing by the applicant that the cost of such accommodation would exceed 20 percent of the cost of the larger transportation project. If safe accommodations of bicyclists and pedestrians can be provided at reasonable cost, applicants must include with their application a statement confirming such accommodations will be designed in accordance with all applicable design standards.

If an applicant does not intend to provide for safe accommodation of bicyclists and pedestrians in its proposed project, then the applicant must provide information in its application explaining why such accommodation cannot be provided at reasonable cost in accordance with FHWA’s Bicycle and Pedestrian Planning, Program, and Project Development Guidance. Failure to provide such information will result in the application to be found ineligible.

Applicants are reminded that the requirements of 23 U.S.C. 217(e) apply to all projects regardless of the stage of design. Applicants that submit applications for BIP grant funds for construction projects where final design is complete are not exempt from those requirements. For these projects, if safe accommodation of bicyclists and pedestrians is not included in the final design of the proposed project but can be provided at reasonable cost, potential applicants may need to modify the final design of the project accordingly and include with their application a statement confirming such accommodations will comply with all applicable design standards.