Opportunity Information: Apply for FR RRD 13 005
Apply for FR RRD 13 005
- The DOT/Federal Railroad Administration in the transportation sector is offering a public funding opportunity titled "FY13 Continuation of Wireless Sensor Networks (Hybrid)" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.313 Railroad Research and Development.
- This funding opportunity was created on May 6, 2013 and posted on May 6, 2013.
- Applicants must submit their applications by May 31, 2013 No Explanation. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- Each selected applicant is eligible to receive up to $25,000.00 in funding.
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Only the University Of Nebraska Tele communications Center is eligible to apply for this grant.
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Opportunity Summary:
The FY13 Continuation of Wireless Sensor Networks (Hybrid) grant (Funding Opportunity Number FR RRD 13 005) was a discretionary Federal Railroad Administration (FRA) research and development award under the U.S. Department of Transportation. It focused on advancing an onboard monitoring approach for freight railcars using wireless sensor networking, with the practical goal of improving rail safety and reliability by detecting components that show signs of imminent failure before they can contribute to derailments or cause service disruptions and train delays. The concept centers on collecting condition data directly from freight cars and using that information to flag developing problems early enough for railroads to take preventive action.
This opportunity represented the fourth phase of an ongoing project and emphasized moving beyond earlier development into field validation and implementation planning. The core work for this phase included completing field tests at the Transportation Technology Center, Inc. (TTCI) as well as in active railroad yard environments, which are critical settings for proving whether an onboard sensing and communications system can function under real operational stresses like vibration, weather exposure, train makeup changes, and yard handling. Alongside these field tests, the project was expected to support a broader technology demonstration and to produce a roadmap describing how the system could be implemented at scale and commercialized in the rail industry.
A major deliverable in this phase was the completion and publication of the communication protocol for the HTN (Hybrid Train Network) concept. Rather than treating the system as a closed, proprietary solution, the grant emphasized positioning the technology as an Open Architecture Specification. In practical terms, that means defining interfaces and communications rules in a way that enables equipment from different vendors to work together, encourages wider adoption, and reduces the risk that railroads get locked into a single supplier. To strengthen this standards pathway, the project also required close coordination with the IEEE Communications Standard Working Group, with the explicit aim of proposing HTN for consideration as an IEEE specification and ultimately a formal standard. That standards angle is an important feature of the opportunity because it ties the research effort to a realistic path for industry implementation.
The scope also extended into integration questions that matter for real-world railroad operations. During this phase, the project was to investigate the feasibility of interfacing HTN-based onboard monitoring systems with in-cab display solutions, so that actionable alerts or condition information could be presented to crews in a usable way. In addition, the work included exploring how HTN might interface with ECP (Electronically Controlled Pneumatic) brake systems, recognizing that braking and trainline communications are a major part of modern freight technology discussions. These integration tasks were expected to be carried out in collaboration with at least one railroad and industry partners involved in developing in-cab display technology, reflecting the FRA interest in practical deployment considerations rather than lab-only results.
Administratively, the award was a grant with no cost sharing or matching requirement. The award ceiling was listed as $25,000 (with an award floor of $0), and it fell under CFDA 20.313, Railroad Research and Development. The opportunity was posted on May 6, 2013, with an application closing date of May 31, 2013, and an archive date of June 30, 2013. Eligibility was narrowly limited: only the University of Nebraska Telecommunications Center was eligible to apply, which indicates this was effectively a continuation award supporting an existing research team and established project trajectory. For access issues with the electronic announcement, applicants were directed to the GrantSolutions Help Desk via phone or email.
Frequently Asked Questions (FAQs)
What is the official name of this grant opportunity?
The opportunity is titled "FY13 Continuation of Wireless Sensor Networks (Hybrid)" and it is associated with Funding Opportunity Number FR RRD 13 005.
Which federal agency offered this grant?
The award was offered by the Federal Railroad Administration (FRA) under the U.S. Department of Transportation.
What type of funding opportunity is this?
This was a discretionary FRA research and development grant award focused on railroad technology research, field validation, and implementation planning.
What is the main goal of the project funded by this grant?
The project focused on advancing an onboard monitoring approach for freight railcars using wireless sensor networking. The practical goal was to improve rail safety and reliability by detecting railcar components showing signs of imminent failure before they contribute to derailments, service disruptions, or train delays.
How does the onboard monitoring concept work at a high level?
The concept centers on collecting condition data directly from freight cars and using that information to flag developing problems early enough for railroads to take preventive action.
What project phase did this FY13 opportunity represent?
This opportunity represented the fourth phase of an ongoing project and emphasized moving beyond earlier development efforts into field validation and implementation planning.
What were the core technical activities expected in this phase?
The core work included completing field tests at Transportation Technology Center, Inc. (TTCI) and also conducting tests in active railroad yard environments to validate performance under real operational stresses.
Why were railroad yard environments important to the field tests?
Active yards are critical real-world settings for proving whether an onboard sensing and communications system can function under operational stresses such as vibration, weather exposure, changes in train makeup, and yard handling.
Was the project expected to include a technology demonstration?
Yes. In addition to field testing, the project was expected to support a broader technology demonstration.
Was an implementation or commercialization plan required?
Yes. The project was expected to produce a roadmap describing how the system could be implemented at scale and commercialized within the rail industry.
What is HTN in the context of this grant?
HTN refers to the Hybrid Train Network concept, which is tied to the onboard monitoring and communications approach described in the opportunity.
What major deliverable related to HTN was required?
A major deliverable was the completion and publication of the communication protocol for the HTN (Hybrid Train Network) concept.
Was the technology intended to be proprietary or open?
The grant emphasized positioning the technology as an Open Architecture Specification rather than a closed, proprietary solution.
What does "Open Architecture Specification" mean here?
In practical terms, it means defining interfaces and communication rules so that equipment from different vendors can work together, encouraging wider adoption and reducing the risk that railroads become locked into a single supplier.
Did the opportunity include standards-related work?
Yes. The project required close coordination with the IEEE Communications Standard Working Group, with the explicit aim of proposing HTN for consideration as an IEEE specification and ultimately a formal standard.
Why was coordination with IEEE significant for this project?
The standards pathway tied the research to a realistic path for industry implementation by aiming to move HTN toward an IEEE specification and potentially a formal standard.
Did the scope include integration with in-cab displays?
Yes. The project was to investigate the feasibility of interfacing HTN-based onboard monitoring systems with in-cab display solutions so that actionable alerts or condition information could be presented to train crews in a usable way.
Did the scope include integration with braking systems?
Yes. The work included exploring how HTN might interface with ECP (Electronically Controlled Pneumatic) brake systems, recognizing the importance of braking and trainline communications in modern freight technology.
Were partnerships required for the integration tasks?
Yes. These integration tasks were expected to be carried out in collaboration with at least one railroad and with industry partners involved in developing in-cab display technology.
Was there a cost sharing or matching requirement?
No. The award was described as a grant with no cost sharing or matching requirement.
What was the maximum award amount (ceiling)?
The award ceiling was listed as $25,000.
What was the minimum award amount (floor)?
The award floor was listed as $0.
What CFDA program is this opportunity associated with?
The opportunity fell under CFDA 20.313, Railroad Research and Development.
When was the opportunity posted?
The opportunity was posted on May 6, 2013.
What was the application closing date?
The application closing date was May 31, 2013.
When was the opportunity archived?
The archive date was June 30, 2013.
Who was eligible to apply?
Eligibility was narrowly limited: only the University of Nebraska Telecommunications Center was eligible to apply.
What does the limited eligibility suggest about the nature of this award?
It indicates the opportunity was effectively a continuation award supporting an existing research team and an established project trajectory rather than an open competitive solicitation.
Where were applicants directed for help with access issues related to the electronic announcement?
For access issues, applicants were directed to the GrantSolutions Help Desk via phone or email.
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