Congestion Mitigation & Air Quality Improvement Program (CMAQ) (2024)

1. Traditional Improvements – Traditional traffic flow improvements, such as the construction of roundabouts, HOV lanes, and left-turn or other managed lanes, are eligible for CMAQ funding provided they demonstrate net emissions benefits through congestion relief.
2. Value/Congestion Pricing – Congestion pricing is a market-based mechanism that allows tolls or parking pricing to rise and fall depending on available capacity and demand.

Regional multimodal traveler information systems, traffic signal control systems, freeway management systems, electronic toll-collection systems, transit management systems, incident management programs, and other Intelligent Transportation Systems (ITS) projects are eligible. This may include projects such as the following.

• Traffic monitoring through vehicle detectors and closed-circuit video equipment
• Traffic management through synchronized signals and activated traffic control systems
• Variable message and speed limit signs
• Regional traffic control centers
• Provision of real-time roadway information to vehicles and travelers
• 511 telephone services and websites
• Road weather information systems
• Traffic incident and work zone management programs
• Installation of V2I communication equipment such as electronic open road tolling

Program funds may be used to support projects involving alternative or renewable fuels. Typically, stand-alone purchase of any fuel – alternative or otherwise – is not an eligible CMAQ cost. Generally, CMAQ support for alternative fuel vehicle projects can be broken into the following areas:

1. Infrastructure – Except as noted below, establishing publicly-owned fueling facilities and other infrastructure needed to fuel alternative-fuel vehicles is an eligible expense unless privately-owned fueling stations are in place and reasonably accessible. Fueling facilities can dispense one or more of the alternative fuels identified in section 301 of the 1992 Energy Policy Act or biodiesel or provide recharging for electric vehicles. Additionally, CMAQ funds may support converting a private fueling facility to support alternative fuels through a public-private partnership agreement. Finally, the modernization or rehabilitation of a lock and dam, or a marine highway corridor, connector, or crossing if functionally connected to the Federal-aid highway system and likely to contribute to the attainment or maintenance of national ambient air quality standards (capped at 10% of CMAQ apportionment); and [§ 11115(1) and (2); 23 U.S.C. 149(b)(10), (b)(11), and (c)(4)].
   
2. Non-transit Vehicles – The CMAQ funds may be used to purchase publicly-owned alternative fuel vehicles, including passenger vehicles, service trucks, street cleaners, and others. However, only publicly owned vehicles providing a dominant transportation function can be fully funded, such as paratransit vans, incident management support vehicles, refuse haulers, and others. Costs associated with converting fleets to run on alternative fuels are also eligible. When non-transit vehicles are purchased through PPPs, only the cost difference between alternative fuel vehicles and comparable conventional fuel vehicles is eligible. Such vehicles should be fueled by one of the alternative fuels identified in section 301 of the 1992 Energy Policy Act or biodiesel. Eligible projects also include alternatives to diesel engines and vehicles. Alternative fuel vehicle projects that are implemented as diesel retrofits and involve the replacement of an operable engine – not a standard fleet turnover – are eligible.
3. Hybrid Vehicles – Certain hybrid vehicles that have lower emissions rates than their non-hybrid counterparts may be eligible for CMAQ investment. Projects involving heavier vehicles, including refuse haulers and delivery trucks, also may be appropriate for program support. Eligibility should be based on a comparison of the emissions projections of these larger candidate vehicles and other comparable models. Vehicle refueling infrastructure that would reduce emissions from nonroad vehicles and nonroad engines used in construction projects or port-related freight operations.

These efforts are defined as vehicle replacement, repowering (replacing an engine with a cleaner diesel engine, alternative fuels, etc.), rebuilding an engine, or other technologies determined by the EPA as appropriate for reducing emissions from diesel engines. Diesel engine retrofits are noted in the guidance as typically being cost-effective. The purchase of diesel replacements, or medium-duty or heavy-duty zero-emission vehicles, and related charging equipment. This may include projects such as the following.

• Acquisition of retrofitted vehicles
• Installation of tailpipe emissions control devices
• Provision of diesel-related outreach activities

Travel Demand Management (TDM) includes activities that focus on physical assets and services that provide real-time information on network performance and support better decision-making for travelers choosing modes, times, routes, and locations. Eligible activities must be aimed at reducing single-occupancy vehicle travel, and include fringe parking, traveler information services, shuttle services, guaranteed ride home programs, carpools and vanpools, traffic calming measures, parking pricing, variable road pricing, telecommuting, and teleworking, employer-based commuter choice programs, and other TDM projects.

1. Carpooling – Includes activities related to marketing existing, expanded, or new carpools, as well as eligible operating expenses.
2. Vanpooling – Includes activities related to marketing existing, expanded, or new vanpools, as well as capital costs, including purchasing or leasing vans for use in vanpools and eligible operating expenses.
3. Carsharing – These efforts involve the pooling of efficient, low-emission vehicles provided to travelers who have the occasional need for a vehicle but not the constant, daily necessity that demands ownership.

For vehicle acquisitions, only the incremental cost of the difference in price between the alternative-fueled vehicle and a comparable conventional fuel vehicle will be covered. The estimated eligible portion of future vehicle purchases must be prorated based on the projected share of costs attributable to generating air quality benefits. CMAQ or CRP-funded projects should have independent utility; that is, they must have standalone emissions benefits that do not depend upon other uncompleted projects.

As under the FAST Act, the Bipartisan Infrastructure Law (BIL), enacted as the Infrastructure Investment and Jobs Act (IIJA), directs MPOs to give priority to cost-effective projects; that is, projects with the greatest emissions reduction per dollar funded. Secondary benefits may also be considered in the selection process, but the primary criteria will be the unit cost of the emissions reduction. Secondary selection factors include congestion relief, greenhouse gas reductions, safety, system preservation, access to opportunity, sustainable development and freight, reduced single-occupancy vehicle reliance, multimodal benefits, and others. For more information on how projects are evaluated, please see theProject Evaluation Formused by the CMAQ & CRP Project Selection Committee. For technical assistance in planning, design, construction, preserving, and improving public roads, and guidance of Federal funds, please see theBIL FHWA Technical Assistance & Local Support.