(1) Beyond Traffic 2045, a comprehensive as-
sessment of the national transportation system re-
cently published by the Department of Transpor-
tation, identified transportation trends that need to 
be proactively addressed, including— 
(A) the population of the United States 
will increase by 70,000,000 during the 30-year 
period ending in 2045; 
(B) emerging megaregions could absorb 75 
percent of the United States population by 
2050; 
(C) freight volume will increase by more 
than 40 percent by 2045; 
(D) Americans are currently stuck in traf-
fic for more than 42 hours each year, on aver-
age; 
(E) the current annual cost of congestion 
in 
delays 
and 
lost 
fuel 
amounts 
to 
$160,000,000,000; 
(F) 96 people die in motor vehicle crashes 
in the United States every day, on average, and 
nearly 6,700 are injured per day; and 
(G) connected vehicles and new crash 
avoidance technology could potentially address 
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81 percent of crashes involving unimpaired 
drivers. 
(2) According to the Department of Transpor-
tation, in 2015— 
(A) traffic crash-related deaths increased 
by more than 7 percent compared to 2014; 
(B) pedestrian fatalities increased by more 
than 9 percent compared to 2014; and 
(C) pedalcyclist fatalities increased by 
more than 12 percent compared to 2014. 
(3) In 2015, the Secretary of Transportation 
created the Smart City Challenge to assist cities in 
addressing the challenges facing our Nation’s trans-
portation system through innovative and creative 
means, utilizing both the public and the private sec-
tors. 
(4) By asking American cities to use emerging 
transportation technologies to address their most 
pressing problems, the Smart City Challenge aimed 
to spark and spread innovation through a mixture of 
collaboration, competition, and experimentation. 
(5) The following outcomes were expected from 
the original Smart City Challenge and are expected 
to result from the SMART grants awarded under 
this Act: 
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(A) Improved safety from the use of ad-
vanced technologies, including connected vehicle 
technologies, to reduce the number of collisions, 
fatalities, and injuries for vehicle occupants and 
nonvehicle occupants. 
(B) 
Enhanced 
mobility 
by 
providing 
realtime traveler information and emerging mo-
bility services to improve personal mobility for 
all citizens including people with lower incomes, 
people with disabilities, and older adults. 
(C) Enhanced ladders of opportunity by— 
(i) providing access to advanced tech-
nology and its benefits for underserved 
areas and residents; 
(ii) increasing connectivity to employ-
ment, education, and other services; and 
(iii) contributing to revitalization by 
incentivized reinvestment in underserved 
communities. 
(D) Reduction in pollution by imple-
menting advanced technologies and policies that 
support a more sustainable and cost-effective 
relationship between transportation and the en-
vironment through more efficient fuel use and 
emissions reductions. 
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SEC. 3. DEFINITIONS. 
In this Act: 
(1) LARGE COMMUNITY.—The term ‘‘large com-
munity’’ means an applicant community with a pop-
ulation between 400,000 and 1,000,000, according 
to the Census Bureau’s most recent annual esti-
mates of resident population. 
(2) MID-SIZED COMMUNITY.—The term ‘‘mid- 
sized community’’ means an applicant community 
with a population between 75,000 and 400,000, or 
an applicant community with a population between 
10,000 and 75,000 that is located within an urban-
ized area or cluster, according to the Census Bu-
reau’s most recent annual estimates of resident pop-
ulation. 
(3) MULTI-JURISDICTIONAL GROUP.—The term 
‘‘multi-jurisdictional group’’ means an applicant 
composed of 2 or more combination of States, tribal 
governments, local governments, public transit agen-
cies, public toll authorities, or metropolitan planning 
organizations (as defined in section 134(b) of title 
23, United States Code), each of which is eligible to 
apply for a SMART grant under section 4. 
(4) REGIONAL PARTNERSHIP.—The term ‘‘re-
gional partnership’’ means a group of 2 or more ju-
risdictions with a combined population between 
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10,000 and 75,000, according to the Census Bu-
reau’s most recent annual estimates of resident pop-
ulation, which have entered into a partnership to 
apply for a SMART grant under section 4. 
(5) RURAL
COMMUNITY.—The term ‘‘rural 
community’’ means an applicant community with a 
population between 10,000 and 75,000 people that 
is not located within an urbanized area or cluster, 
according to the Census Bureau’s most recent an-
nual estimates of resident population. 
(6) SECRETARY.—The term ‘‘Secretary’’ means 
the Secretary of Transportation. 
(7) STRENGTHENING MOBILITY AND REVOLU-
TIONIZING
TRANSPORTATION
GRANT; 
SMART 
GRANT.—The terms ‘‘Strengthening Mobility and 
Revolutionizing 
Transportation 
grant’’ 
and 
‘‘SMART grant’’ means a grant awarded to an eligi-
ble applicant under section 4. 
SEC. 4. SMART GRANT PROGRAM. 
(a) GRANTS AUTHORIZED.—During each of the fiscal 
years 2020 through 2024, the Secretary is authorized to 
award— 
(1) 1 SMART grant of not less than 
$30,000,000 or more than $50,000,000 to an appli-
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cant on behalf of a large community to carry out an 
eligible project; 
(2) 1 SMART grant of not less than 
$30,000,000 or more than $50,000,000 to an appli-
cant on behalf of a mid-sized community to carry 
out an eligible project; and 
(3) 2 SMART grants, totaling not more than 
the greater of $20,000,000 or 20 percent of the 
amount appropriated pursuant to section 6(a) for 
the fiscal year, to applicants on behalf of rural com-
munities or regional partnerships to carry out eligi-
ble projects. 
(b) ELIGIBLE APPLICANTS.—The following entities 
are eligible to receive a grant under this section: 
(1) A unit of local government, including coun-
ties. 
(2) A tribal government. 
(3) A public transit agency or authority. 
(4) A public toll authority. 
(5) A metropolitan planning organization. 
(6) 
A 
multi-jurisdictional 
group 
applying 
through a single lead applicant. 
(c) APPLICATION PROCESS.— 
(1) IN
GENERAL.—An eligible applicant may 
apply for a grant under this section by submitting 
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an application to the Secretary at such time, in such 
manner, and containing such information as the Sec-
retary may reasonably require to evaluate the merits 
of the proposed project in accordance with the selec-
tion criteria set forth in subsection (d). 
(2) TECHNICAL ASSISTANCE.— 
(A) STATE DEPARTMENTS OF TRANSPOR-
TATION.—Eligible rural and regional partner-
ship applicants are strongly encouraged to seek 
technical assistance from the department of 
transportation in their respective States during 
the application process and during the imple-
mentation of a project that is awarded a 
SMART grant, as applicable. 
(B) FEDERAL
DEPARTMENT
OF
TRANS-
PORTATION.—The Secretary, after reviewing all 
of the applications for SMART grants sub-
mitted in a fiscal year under paragraphs (1), 
(2), and (3) of subsection (a), shall— 
(i) provide not fewer than 2 applicants 
from each of the 3 groups of applicants 
that submitted applications deemed supe-
rior by the Secretary with limited technical 
assistance to improve their respective ap-
plications; and 
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(ii) allow such applicants to resubmit 
their improved applications before deter-
mining which applicants will receive a 
SMART grant in such fiscal year. 
(3) MULTIPLE GRANTS.—An eligible applicant 
may not be awarded more than 1 SMART grant 
during the duration of the SMART Grant Program. 
(d) SELECTION CRITERIA.— 
(1) IN GENERAL.—A panel of experts from the 
Department of Transportation, including representa-
tives from the applicable subagencies within the De-
partment and representatives from any of the Na-
tional Institute of Standards and Technology’s 
Smart Cities and Communities Projects, shall evalu-
ate applications for SMART grants based on the ap-
plicable criteria described in paragraphs (2) and (3). 
(2) APPLICANT
READINESS.—The panel re-
ferred to in paragraph (1) shall determine the extent 
to which the applicant or applicant community— 
(A) has a dense urban population typical 
for a large or mid-sized American city (except 
for grants described in subsection (a)(3)); 
(B) represents more than 15 percent of the 
population of the census-designated place in 
which it is located, according to the Census Bu-
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reau’s most recent annual estimates of resident 
population; 
(C) has a public transportation system or 
other transit options committed to integrating 
with the sharing economy, and is considering 
options to reduce the frequency of single occu-
pancy vehicles; 
(D) has an environment that is conducive 
to demonstrating proposed strategies; 
(E) has continuity of committed leadership 
and capacity to carry out the proposed project; 
(F) is committed to making open, ma-
chine-readable data accessible, discoverable, and 
usable by the public, in a secure fashion, to fuel 
entrepreneurship and innovation; and 
(G) is likely to successfully implement the 
project, including technical and financial com-
mitments from public and private sectors, and 
its functional capability to perform. 
(3) EFFECTIVE
USE
OF
TECHNOLOGY
AND 
PROJECT BENEFITS.—The panel shall determine the 
extent to which the proposed project will use ad-
vanced data and intelligent transportation systems 
technologies and applications to provide significant 
benefits to a local area, a State, a region, or the 
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United States, including the extent to which the 
project will— 
(A) reduce congestion and delays for com-
merce and the traveling public; 
(B) improve the safety of transportation 
facilities and systems for pedestrians, bicyclists, 
and the broader traveling public; 
(C) provide access to jobs, education, and 
essential services, including health care; 
(D) connect underserved populations and 
reduce their transportation costs; 
(E) contribute to medium- and long-term 
economic competitiveness; 
(F) improve the condition, reliability, and 
user experience of existing transportation facili-
ties and systems; 
(G) promote connectivity between con-
nected vehicles, roadway infrastructure, pedes-
trians, bicyclists, the public, and transportation 
systems; 
(H) use innovative strategies or tech-
nologies to pursue any of the primary selection 
criteria; 
(I) 
demonstrate 
strong 
collaboration 
among a broad range of participants, including 
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the private sector, job centers, or the integra-
tion of transportation with other public service 
efforts, including working with existing mobile 
and fixed telecommunication service provides 
whenever possible; 
(J) improve the overall environment, in-
cluding through improved energy efficiency, re-
duced dependence on oil, or reduced pollution; 
(K) promote or improve positive public 
health outcomes for a community; 
(L) increase resiliency of the transpor-
tation system; 
(M) incorporate relevant security solutions 
and address emergency situations based on the 
scope and necessity; 
(N) includes sufficient technical, physical, 
and administrative measures to ensure security 
of information and protection of individuals’ 
privacy; and 
(O) address issues identified by the De-
partment of Transportation in the Beyond 
Traffic 2045 report. 
(e) USE OF GRANT FUNDS.— 
(1) VISION ELEMENTS.—A SMART grant may 
be used for a project that demonstrates a sound, in-
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novative, integrated, and holistic approach and in-
corporates many aspects of the applicable vision ele-
ments set forth in this paragraph. 
(A) COORDINATED AUTOMATION.—The use 
of automated transportation and autonomous 
vehicles, which offer tremendous possibilities for 
enhancing safety, mobility, accessibility, equity, 
and the environment, while working to minimize 
the impact on the accessibility of any other user 
group or mode of travel. 
(B) CONNECTED
VEHICLES.—Connected 
vehicles, which send and receive information 
about their movements in the network, use vehi-
cle-to-vehicle, vehicle-to-infrastructure, and ve-
hicle-to-pedestrian communications to provide 
connectivity that will enable countless safety, 
mobility, and environmental applications. 
(C) INTELLIGENT, SENSOR BASED INFRA-
STRUCTURE.—The use of a collective intelligent 
infrastructure allows sensors to collect and re-
port real-time data to inform every day trans-
portation-related operations, performance, and 
trends of a community, ensuring that data col-
lection and dissemination is conducted in a 
safe, secure manner. 
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(D) ARCHITECTURE
AND
STANDARDS.— 
The explicit use of architectures, which— 
(i) are governed by rules, documenta-
tion, and standards; 
(ii) may be extended to a nationwide 
or broader deployment; 
(iii) are defined and demonstrate inte-
gration of intelligent transportation sys-
tems with other systems which comprise a 
smart community; and 
(iv) include a description of the re-
quired interfaces to other systems that uti-
lize existing networking or other standards, 
if available, and any new standards that 
may be needed. 
(E) LOW COST, EFFICIENT, SECURE, AND 
RESILIENT
INFORMATION
AND
COMMUNICA-
TIONS TECHNOLOGY.—Strategies and practices 
that advance information and communications 
technology that is affordable, adaptable, effi-
cient, secure and resilient, including integrated 
telecommunications platforms, enterprise soft-
ware, storage, and visualization systems. 
(F) SMART
LAND
USE.—Strategies and 
practices that ensure land use is efficiently opti-
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mized through a combination of planning and 
innovation deployments designed to lead to a 
better connected community that incorporates 
new modes of shared and sustainable transpor-
tation into its existing infrastructure, expanding 
the range of transportation choices and access 
to employment, housing, education and health 
services, which may include— 
(i) the establishment of value capture 
programs and value capture districts to 
use a portion of the increase in value re-
sulting infrastructure investments as part 
of a mixed package of funding for the in-
frastructure and other public benefits; and 
(ii) planning updates and policy 
changes to increase the supply of housing 
located in proximity to public transpor-
tation services. 
(G) COMPREHENSIVE
ANALYTICS.—The 
development of platforms for understanding and 
analyzing data to address complex challenges, 
including personal safety and mobility, network 
efficiency, and environmental sustainability, and 
measuring the performance of a transportation 
network. 
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(H) USER-FOCUSED
MOBILITY
SERVICES 
AND CHOICES.—Strategies, initiatives, and serv-
ices, including connected vehicles, automated 
vehicles, and ride, bicycle, and scooter share in-
novations, consistent with current law, that in-
crease transportation choices and options by 
supporting and improving mobility for all trav-
elers, including aging Americans and persons 
with disabilities and advanced traveler informa-
tion systems that provide real-time traffic, tran-
sit, parking, and other transportation-related 
information to travelers. 
(I) COMMERCE
DELIVERY
AND
LOGIS-
TICS.—Innovative solutions supporting efficient 
goods movement in ways that use data or de-
ploy technology, such as connected vehicle probe 
data, road weather data, or GPS, to create op-
portunities for a more efficient supply chain ap-
proach that delivers safer logistics management, 
improved on-time pickups and delivery, im-
proved travel time reliability, reduced fuel con-
sumption, and reduced labor and vehicle main-
tenance costs. 
(J) LEVERAGE THE USE OF INNOVATIVE 
AVIATION TECHNOLOGY.—Leveraging the use of 
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innovative aviation technologies, such as un-
manned aircraft systems, to support transpor-
tation safety and efficiencies, including traffic 
monitoring and infrastructure inspection. 
(K) STRATEGIC
BUSINESS
MODELS
AND 
PARTNERING
OPPORTUNITIES.—Creative stra-
tegic partnerships that— 
(i) draw in stakeholders, including pri-
vate sector, nonprofit, foundation, philan-
thropic, academia, and other public agen-
cies, to advance SMART grant solutions; 
and 
(ii) may include collaboration among 
transit agencies and other transportation 
providers to integrate multiple transpor-
tation services for increased efficiency, reli-
ability, and convenience in first and last 
mile travel. 
(L) SMART GRID, ROADWAY ELECTRIFICA-
TION, AND
ELECTRIC
VEHICLES.—Strategies 
and initiatives that— 
(i) leverage the smart grid (a pro-
grammable and efficient energy trans-
mission and distribution system) to sup-
port the adoption or expansion of roadway 
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electrification, energy capture, and electric 
vehicle deployment, including electrically 
assisted bicycles, or freight or commercial 
fleet fuel efficiency; and 
(ii) explore and utilize interactions be-
tween electric vehicles and intelligent 
transportation systems with the smart 
grid. 
(M) 
SYNCHRONIZATION
OF
TECH-
NOLOGY.—Strategies and initiatives that utilize 
technology, such as integrated mobile commerce 
infrastructure— 
(i) to enhance public interaction with 
transportation systems; 
(ii) to increase intermodal efficiency; 
and 
(iii) to accelerate the transition to 
open payment fare systems, broadband, 
GPS, or Wi-Fi access. 
(N) CONNECTED, INVOLVED
CITIZENS.— 
Strategies, local campaigns, and processes to 
proactively engage and inform citizens at the 
individual level by deploying hardware, soft-
ware, and open data platforms in an effort to 
increase personal mobility. 
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(2) ELIGIBLE
PROJECT
COSTS.—A SMART 
grant may be used for— 
(A) development phase activities, including 
a reasonable amount of funding, as determined 
by the Secretary, for— 
(i) planning; 
(ii) feasibility analysis; 
(iii) revenue forecasting; 
(iv) environmental review; 
(v) permitting; 
(vi) preliminary engineering and de-
sign work; 
(vii) acquisition of real property (in-
cluding land related to the eligible project 
and improvements to land); 
(viii) systems development or informa-
tion technology work; and 
(ix) other preconstruction activities; 
and 
(B) construction phase activities, includ-
ing— 
(i) construction; 
(ii) reconstruction; 
(iii) rehabilitation; 
(iv) replacement; 
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(v) environmental mitigation; 
(vi) construction contingencies; and 
(vii) acquisition of equipment, includ-
ing vehicles. 
(3) PROHIBITED
USE
OF
GRANT
FUNDS.— 
SMART grants may not be used— 
(A) to reimburse any pre-award costs or 
application preparation costs under the pro-
posed project application; 
(B) for traffic or parking enforcement ac-
tivities; or 
(C) to purchase or lease license plate read-
ers. 
(f) TRANSPARENCY.— 
(1) IN GENERAL.—The Secretary shall include, 
in any notice of funding availability, a full descrip-
tion of how applications will be evaluated against the 
criteria set forth in subsection (d). 
(2) CONSULTATIONS ON DECISIONS.—After all 
SMART grants have been awarded for a fiscal year, 
the Secretary (or the Secretary’s designee) shall be 
available to communicate directly with and have a 
debrief with each unsuccessful applicant. 
(g) SUBMISSION OF APPLICATION FOR OTHER FED-
ERAL TRANSPORTATION FUNDING PROGRAMS TO CARRY 
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OUT PROPOSED SMART GRANT PROJECTS.—Notwith-
standing any other provision of law, an eligible project 
under this section is deemed to be an eligible project under 
any of the following programs: 
(1) The Better Utilizing Investments to Lever-
age Development (BUILD) discretionary grant pro-
gram (previously known as the ‘‘Transportation In-
vestment Generating Economic Recovery (TIGER) 
discretionary grants’’) established under title XII of 
division A of the American Recovery and Reinvest-
ment Act of 2009 (Public Law 111–5). 
(2) The Infrastructure for Rebuilding America 
(INFRA) grant program (previously known as the 
‘‘Nationally 
Significant 
Freight 
and 
Highway 
Projects Program’’) established under section 117 of 
title 23, United States Code. 
(3) The Transportation Infrastructure Finance 
and Innovation program (commonly known as 
‘‘TIFIA’’) established under chapter 6 of title 23, 
United States Code. 
(4) The Railroad Rehabilitation and Improve-
ment Financing Program of the Federal Railroad 
Administration established under title V of the Rail-
road Revitalization and Regulatory Reform Act of 
1976 (45 U.S.C. 821 et seq.). 
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(5) The Capital Investment Grants Program of 
the Federal Transit Administration authorized 
under section 5309 of title 49, United States Code. 
(6) The Congestion Mitigation and Air Quality 
Improvement Program of the Federal Highway Ad-
ministration established pursuant to section 149 of 
title 23, United States Code. 
(7) The Advanced Transportation and Conges-
tion Management Technologies Deployment program 
(commonly known as ‘‘ATCMTD’’) established 
under section 503(c)(4) of title 23, United States 
Code. 
SEC. 5. REPORTING REQUIREMENTS. 
(a) REPORT TO SECRETARY.—Not later than 3 years 
after the date on which a SMART grant recipient receives 
a grant under section 4, and annually thereafter until such 
grant is expended, the recipient shall submit an implemen-
tation report to the Secretary that describes— 
(1) the deployment and operational costs com-
pared to the benefits and savings from the project; 
and 
(2) how the project has met the original expec-
tation as projected in the deployment plan submitted 
with the application, including— 
(A) data on how the project— 
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(i) affected the measurement and im-
provement of transportation system per-
formance through the deployment of ad-
vanced technologies; 
(ii) reduced traffic-related fatalities 
and injuries; 
(iii) reduced traffic congestion, im-
proved travel time reliability, and reduced 
costs; 
(iv) 
reduced 
transportation-related 
emissions; 
(v) optimized multimodal system per-
formance; 
(vi) improved access to all transpor-
tation alternatives; 
(vii) implemented technological inno-
vation to increase efficiency with regards 
to intermodal communication, energy con-
sumption, information and communications 
technology, and personal mobility; 
(viii) provided the public with access 
to real-time integrated traffic, transit, and 
multimodal transportation information to 
make informed travel decisions; 
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(ix) provided cost savings to transpor-
tation agencies, businesses, and the trav-
eling public; 
(x) provided other benefits to trans-
portation users and the general public; 
(xi) reduced barriers or improved ac-
cess to jobs, education, or various essential 
services; and 
(xii) utilized partnerships with the pri-
vate sector, such as creative strategic part-
nerships, which— 
(I) draw in stakeholders, includ-
ing the private sector, nonprofit orga-
nizations, foundations, philanthropic 
organizations, academia, and other 
public agencies, to advance SMART 
grant solutions; and 
(II) may include collaboration 
among transit agencies and other 
transportation providers to integrate 
multiple transportation services for in-
creased efficiency, reliability, and con-
venience in first and last mile travel; 
(B) the effectiveness of providing real-time 
integrated traffic, transit, and multimodal 
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transportation information to the public to 
make informed travel decisions; and 
(C) lessons learned and recommendations 
for future deployment strategies to optimize 
transportation efficiency and multimodal system 
performance. 
(b) GAO BIENNIAL REVIEWS.—Not later than 2 
years after the first SMART grant is awarded, and bienni-
ally thereafter, the Comptroller General of the United 
States shall conduct a review of the SMART grant selec-
tion process and submit a report containing the results 
of such review to the Committee on Commerce, Science, 
and Transportation of the Senate, the Committee on Envi-
ronment and Public Works of the Senate, the Committee 
on Appropriations of the Senate, the Committee on En-
ergy and Commerce of the House of Representatives, the 
Committee on Appropriations of the House of Representa-
tives, and the Committee on Transportation and Infra-
structure of the House of Representatives. 
(c) REPORT TO CONGRESS.—Not later than 2 years 
after the date on which initial grants are awarded under 
section 4, the Secretary shall submit a report to the Com-
mittee on Commerce, Science, and Transportation of the 
Senate, the Committee on Appropriations of the Senate, 
the Committee on Environment and Public Works of the 
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Senate, the Committee on Energy and Commerce of the 
House of Representatives, the Committee on Appropria-
tions of the House of Representatives, and the Committee 
on Transportation and Infrastructure of the House of 
Representatives that— 
(1) describes all of the grant recipients; 
(2) identifies the amount each grant recipient 
was awarded; 
(3) summarizes the intended uses for the 
grants; 
(4) describes the effectiveness of SMART grant 
recipients in meeting their projected deployment 
plan; 
(5) analyzes how the projects funded by such 
grants or by other Department of Transportation fi-
nancial assistance described in section 4(f) have— 
(A) affected the measurement and im-
provement of transportation system perform-
ance through the deployment of advanced tech-
nologies; 
(B) reduced traffic-related fatalities and 
injuries; 
(C) reduced traffic congestion, improved 
travel time reliability, and reduced costs; 
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(D) reduced transportation-related emis-
sions; 
(E) optimized multimodal system perform-
ance; 
(F) improved access to all transportation 
alternatives; 
(G) implemented technological innovation 
to increase efficiency with regards to intermodal 
communication, energy consumption, informa-
tion and communications technology, and per-
sonal mobility; 
(H) provided the public with access to real- 
time integrated traffic, transit, and multimodal 
transportation information to make informed 
travel decisions; 
(I) provided cost savings to transportation 
agencies, businesses, and the traveling public; 
(J) provided other benefits to transpor-
tation users and the general public; 
(K) reduced barriers or improved access to 
jobs, education, or various essential services; 
(L) utilized partnerships with the private 
sector, such as creative strategic partnerships, 
which— 
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(i) draw in stakeholders, including the 
private sector, nonprofit organizations, 
foundations, philanthropic organizations, 
academia, and other public agencies, to ad-
vance SMART grant solutions; and 
(ii) may include collaboration among 
transit agencies and other transportation 
providers to integrate multiple transpor-
tation services for increased efficiency, reli-
ability, and convenience in first and last 
mile travel; and 
(M) effectively provided real-time inte-
grated traffic, transit, and multimodal trans-
portation information to the public to make in-
formed travel decisions; and 
(6) describes lessons learned and recommenda-
tions for future deployment strategies to optimize 
transportation efficiency and multimodal system per-
formance. 
SEC. 6. AUTHORIZATION OF APPROPRIATIONS. 
(a) IN GENERAL.—There are authorized to be appro-
priated 
to 
the 
Department 
of 
Transportation 
$100,000,000 for each of the first 5 fiscal years beginning 
after the date of the enactment of this Act, of which— 
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(1) not more than 80 percent shall be used for 
SMART grants to large communities and mid-sized 
communities under paragraphs (1) and (2) of sec-
tion 4(a); 
(2) not more than 20 percent shall be used for 
SMART grants to rural communities or regional 
partnerships under section 4(a)(3); and 
(3) not more than 2 percent shall be used for 
administrative costs by the Office of the Secretary 
within the Department of Transportation. 
(b) LIMITATION.—A grant recipient may not use 
more than 2 percent of the grant award each fiscal year 
to carry out reporting specifications required under the 
administration of this program. 
(c) AVAILABILITY.—Amounts appropriated for a fis-
cal year pursuant to this section shall be available for obli-
gation during the 2-year period beginning on the first day 
of the fiscal year for which such amounts were appro-
priated. 
Æ 
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