ADAPT Assets Act
- Sponsor
- Rep. Garamendi, John [D-CA-8]
- Committees
- Transportation and Infrastructure Committee (primary)
- Last action
- May 4, 2026
Bottom line
This bill creates a new federal grant program, authorizing $10 billion over five years, to fund innovative, large-scale projects designed to enhance the resilience of transportation infrastructure against natural disasters.
What it actually does
This bill directs the Secretary of Transportation to establish a competitive grant program, known as the "Accelerating Demonstration Approaches for Protecting Transportation Assets Program" (ADAPT Assets Program). The program would provide up to 10 grants to eligible applicants for demonstration projects aimed at making critical transportation infrastructure more resilient to natural hazards. Funds can be used for both predevelopment activities and capital construction, with a focus on large-scale, innovative projects that address complex delivery challenges.
Proponents argue
Supporters argue that this bill is crucial for proactively protecting vital transportation networks from the increasing risks posed by natural hazards and climate change. They emphasize that the program's focus on demonstration projects, innovation, and regional partnerships will lead to scalable solutions that ensure continued mobility, economic stability, and effective emergency response across the nation.
Opponents contend
No specific opposition is explicitly stated in the provided bill text. Potential arguments against such a program, if raised, might include concerns about the overall level of federal spending, the scope of federal involvement in local infrastructure decisions, or the potential for bureaucratic inefficiencies in administering a new grant program.
The bill is relatively short and clearly structured, allowing an informed reader to understand its core provisions and implications within a reasonable timeframe.
Section 2(a)
Establishment of the ADAPT Assets Program
This provision directs the Secretary of Transportation to create a new competitive grant program called the "Accelerating Demonstration Approaches for Protecting Transportation Assets Program." The program is designed to provide up to 10 grants to eligible entities for projects that enhance the resilience of critical transportation infrastructure against natural hazards.
Supporters argue
Supporters argue that establishing this program is a vital step toward addressing the growing vulnerability of national transportation infrastructure to climate change and extreme weather events, providing a dedicated funding stream for proactive resilience measures.
Critics contend
No specific opposition is typically raised against the establishment of programs addressing infrastructure resilience, though concerns about overall federal spending may be voiced.
Tradeoffs
The creation of a new program requires federal resources and administrative capacity, potentially diverting attention or funds from existing infrastructure initiatives. However, it also offers a targeted approach to a critical national challenge.
Section 2(b)
Eligible Applicants
This section defines the entities that can apply for grants under the ADAPT Assets Program. Eligible applicants include metropolitan planning organizations, states, units of local government, public transportation agencies, port or public toll authorities, Tribal governments, and consortia of these entities, with an emphasis on regional partnerships.
Section 2(d)
Project Selection Criteria
This provision outlines the minimum criteria the Secretary of Transportation must consider when selecting projects for grants. These criteria include addressing documented hazard risks, providing broad transportation system benefits (mobility, economy, safety), enhancing resilience of adjacent communities, consistency with resilience plans, demonstrated readiness to proceed (including regional partnerships and planning completion), and advancing innovation and replicability.
Section 2(e)
Eligible Uses of Grant Funds
This section specifies what grant funds can be used for. It allows for large-scale resilience investments to protect, elevate, adapt, relocate, or otherwise improve transportation assets. Eligible uses include predevelopment activities like data collection, engineering, environmental review, and permitting, as well as capital construction for hardening assets, protective features, system resilience improvements, levees (including natural infrastructure), and other related resilience enhancements.
Section 2(f)
Multiyear Project Requirements and Barriers
This provision allows the Secretary to enter into multiyear grant agreements for eligible projects. To qualify, projects or suites of projects must have an estimated total cost of at least $500,000,000 (with exceptions for Tribal, rural, or insular areas) and involve significant delivery challenges or institutional, regulatory, or funding barriers. These barriers include multi-owner governance, integration of natural infrastructure, investments outside the transportation right-of-way, projects benefiting multiple critical systems, or those requiring coordinated funding across two or more Federal departments.
Section 2(j)
Authorization of Appropriations
This section authorizes the appropriation of $2,000,000,000 for each of fiscal years 2027 through 2031 to fund the ADAPT Assets Program. This totals $10 billion over five years. The funds are to remain available until expended, and up to 2 percent of the appropriated amount may be used for administrative expenses and technical assistance.
Defines "eligible transportation asset" to include highway projects (under title 23, U.S. Code), public transportation facilities or services (under chapter 53 of title 49, U.S. Code), and port facilities (including those connecting ports to other modes, improving evacuations, or aiding transportation).
Section 2(k)(1)
Why it matters:It is standard legislative practice to consolidate definitions in a dedicated section to ensure clarity and avoid repetition throughout the main text.
Case for: Supporters argue that this broad and inclusive definition ensures a comprehensive approach to transportation resilience, covering various modes and their interconnections, which is essential for a robust national infrastructure system.
Case against: No specific opposition is typically raised against this definitional clarity, as it helps to delineate the program's scope.
Estimated impact: Expands the scope of projects that can receive federal resilience funding beyond just roads and bridges to include public transit and port infrastructure, significantly broadening the program's potential reach and impact.
Allows grant funds to be used for "protective features described in section 119(k) of title 23, United States Code" and "system resilience improvements described in section 176(c)(3)(C) of title 23, United States Code."
Section 2(e)(2)(B)(i) and (ii)
Why it matters:This is a common legislative drafting technique to avoid redundancy and ensure consistency with established definitions and authorities within the U.S. Code.
Case for: Supporters argue that referencing existing statutes streamlines the bill, leverages established legal frameworks, and ensures that the new grant program aligns with current federal standards and practices for infrastructure resilience.
Case against: No specific opposition is typically raised against this technical drafting approach, as it is standard practice.
Estimated impact: Integrates the new grant program with existing federal frameworks for infrastructure resilience, ensuring a consistent approach to what constitutes an eligible improvement and providing clarity for applicants familiar with current transportation law.