Opportunity Information: Apply for FR RRD 13 009
Apply for FR RRD 13 009
- The DOT/Federal Railroad Administration in the transportation sector is offering a public funding opportunity titled "FY13 HYBRID ROAD LOCOMOTIVE FOR ENERGY SAVINGS AND REDUCED EMISSIONS" 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 Jun 10, 2013 and posted on Jun 10, 2013.
- Applicants must submit their applications by Jun 28, 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 $250,000.00 in funding.
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Only Norfolk Southern Corporation is eligible to apply for this grant.
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Opportunity Summary:
The FY13 HYBRID ROAD LOCOMOTIVE FOR ENERGY SAVINGS AND REDUCED EMISSIONS opportunity (Funding Opportunity Number FR RRD 13 009) was a discretionary grant issued by the U.S. Department of Transportation, Federal Railroad Administration (FRA), under the Railroad Research and Development program (CFDA 20.313). The purpose of the grant was to support applied research aimed at improving locomotive energy efficiency and reducing emissions by advancing hybrid locomotive technology that combines a diesel powertrain with an onboard energy storage system (ESS).
The work described in the announcement focused specifically on Norfolk Southern Corporation carrying out extensive testing, modeling, and early-stage integration of a lithium nickel manganese cobalt (Li NMC) battery system packaged by Corvus Energy. The technical objective was to evaluate how a high-voltage battery string could be incorporated into locomotive traction power architecture and how different operating strategies might deliver measurable fuel savings and emissions reductions in real-world duty cycles. To do that, the project planned both switching-cycle testing (yard and low-speed operations with frequent starts and stops) and line-of-road test protocols (mainline operation with different power demands and sustained running), since hybrid benefits and control strategies can vary widely between these operating regimes.
A central element of the scope was testing a 104 kWh battery string made up of sixteen Corvus Energy AT6500 48V Li NMC modules wired in series. Wiring these modules in series was intended to produce an approximately 800 V DC bus, a voltage level commonly needed for locomotive traction systems. This 800 V DC bus requirement is important because modern locomotive traction and power electronics operate at high voltages to efficiently deliver large amounts of power to traction motors; the project was therefore oriented toward validating that this battery configuration could meet locomotive electrical integration needs, at least at the level of initial integration and performance characterization.
Administratively, the grant was posted on June 10, 2013, with an original and current closing date of June 28, 2013, and an archive date of July 28, 2013. The award ceiling was $250,000 and the award floor was $0, and the opportunity required cost sharing or matching. Eligibility was narrowly limited: only Norfolk Southern Corporation was permitted to apply, making this effectively a targeted, single-applicant research award rather than a broadly competed solicitation. For access issues, the announcement directed users to the GrantSolutions Help Desk via phone or email during standard weekday business hours.
FAQs: FY13 Hybrid Road Locomotive for Energy Savings and Reduced Emissions (FR RRD 13 009)
What is the name of this grant opportunity?
The opportunity is titled "FY13 HYBRID ROAD LOCOMOTIVE FOR ENERGY SAVINGS AND REDUCED EMISSIONS."
What is the Funding Opportunity Number (FON)?
The Funding Opportunity Number is FR RRD 13 009.
Which federal agency issued this grant?
This was a discretionary grant issued by the U.S. Department of Transportation (USDOT), Federal Railroad Administration (FRA).
What program did the grant fall under?
The grant was issued under the FRA Railroad Research and Development program.
What is the CFDA number associated with this opportunity?
The CFDA number listed for this opportunity is 20.313.
What was the purpose of the grant?
The purpose was to support applied research to improve locomotive energy efficiency and reduce emissions by advancing hybrid locomotive technology that combines a diesel powertrain with an onboard energy storage system (ESS).
What type of work was supported (research vs. deployment)?
Based on the description, the work was applied research focused on testing, modeling, and early-stage integration activities rather than broad commercial deployment.
Who was the intended applicant for this opportunity?
Eligibility was narrowly limited: only Norfolk Southern Corporation was permitted to apply.
Was this a competitive solicitation open to multiple applicants?
No. The eligibility restriction to a single entity (Norfolk Southern Corporation) indicates it was a targeted, single-applicant research award rather than a broadly competed solicitation.
Was cost sharing or matching required?
Yes. The opportunity required cost sharing or matching.
What was the maximum award amount (award ceiling)?
The award ceiling was $250,000.
What was the minimum award amount (award floor)?
The award floor was $0.
What organization and activity did the announcement focus on?
The announcement focused specifically on Norfolk Southern Corporation conducting extensive testing, modeling, and early-stage integration of a lithium nickel manganese cobalt (Li NMC) battery system packaged by Corvus Energy.
What battery chemistry was planned for evaluation?
The project planned to evaluate a lithium nickel manganese cobalt (Li NMC) battery system.
Which company packaged the battery system referenced in the scope?
The battery system was packaged by Corvus Energy.
What was the main technical objective of the project?
The technical objective was to evaluate how a high-voltage battery string could be incorporated into locomotive traction power architecture and how different operating strategies might produce measurable fuel savings and emissions reductions in real-world duty cycles.
What is meant by "hybrid locomotive technology" in this opportunity?
In this opportunity, hybrid locomotive technology refers to combining a diesel powertrain with an onboard energy storage system (ESS), enabling different control and operating strategies intended to save fuel and reduce emissions.
What specific battery string configuration was a central element of the testing scope?
A central element was testing a 104 kWh battery string made up of sixteen Corvus Energy AT6500 48V Li NMC modules wired in series.
How many battery modules were included in the battery string?
The battery string consisted of sixteen modules.
What model and voltage rating were the battery modules?
The modules were Corvus Energy AT6500 48V Li NMC modules.
What was the planned total energy capacity of the battery string?
The planned battery string energy capacity was 104 kWh.
Why were the modules wired in series?
They were wired in series to produce an approximately 800 V DC bus, which aligns with voltage levels commonly needed for locomotive traction systems.
What DC bus voltage level was the project aiming to achieve?
The configuration was intended to produce an approximately 800 V DC bus.
Why is an 800 V DC bus relevant to locomotives?
The description notes that modern locomotive traction and power electronics operate at high voltages to efficiently deliver large amounts of power to traction motors, so validating an approximately 800 V DC bus configuration supported the project’s initial integration and performance characterization goals.
What kinds of operating regimes were included in the testing plan?
The project planned both switching-cycle testing and line-of-road test protocols.
What is switching-cycle testing in the context described?
Switching-cycle testing was described as yard and low-speed operations with frequent starts and stops.
What is line-of-road testing in the context described?
Line-of-road testing was described as mainline operation with different power demands and sustained running.
Why did the project plan to test both switching and line-of-road duty cycles?
The scope notes that hybrid benefits and control strategies can vary widely between these operating regimes, so both were included to evaluate performance across different real-world duty cycles.
What kinds of project activities were mentioned?
The announcement described extensive testing, modeling, and early-stage integration of the battery system into locomotive traction power architecture, along with evaluation of operating strategies for fuel savings and emissions reductions.
When was the opportunity posted?
The grant was posted on June 10, 2013.
What was the application closing date?
The original and current closing date was June 28, 2013.
Was the closing date changed from the original date?
No. The information states the original and current closing date were both June 28, 2013.
When was the opportunity archived?
The archive date was July 28, 2013.
Where were applicants directed for help with access issues?
For access issues, users were directed to the GrantSolutions Help Desk via phone or email during standard weekday business hours.
What kinds of outcomes was the project trying to demonstrate?
The project aimed to evaluate and support strategies that could deliver measurable fuel savings and emissions reductions in real-world locomotive duty cycles by advancing hybrid locomotive technology.
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