Opportunity Information: Apply for FR RRD 12 013
Apply for FR RRD 12 013
- The DOT/Federal Railroad Administration in the science and technology and other research and development sector is offering a public funding opportunity titled "FY13 Study of Rail Transportation and Regulation" 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 Aug 21, 2013 and posted on Aug 21, 2013.
- Applicants must submit their applications by Aug 29, 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 $1,000,000.00 in funding.
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Only the National Academy of Sciences, Transportation Research Board, Studies Special Programs is eligible to apply for this grant.
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Opportunity Summary:
The FY13 Study of Rail Transportation and Regulation grant opportunity (Funding Opportunity Number FR RRD 12 013) was a discretionary, congressionally mandated research effort sponsored by the U.S. Department of Transportation, Federal Railroad Administration (FRA). It was structured as a cooperative agreement under the Railroad Research and Development program (CFDA 20.313) within the broader category of science, technology, and other research and development. The core purpose was to fund a comprehensive national-level study of freight rail service, market performance, and regulatory policy, with an emphasis on producing findings and recommendations that could inform Congress and federal decision-makers.
At a high level, the study was required to examine how the nation’s major railroads were performing for their customers and for the economy. This included an evaluation of service levels and service quality, meaning the practical reliability and adequacy of rail service as experienced by shippers, as well as an assessment of rail rates. In other words, the study was not limited to technical rail operations; it also focused on whether railroads were providing dependable service at prices that could be justified by market conditions and policy goals.
A second major requirement was forward-looking: projecting demand for freight transportation over the next two decades and identifying the constraints that could prevent railroads from meeting that demand. This portion of the work would typically involve analyzing trends such as freight volume growth, shifting commodity flows, intermodal expansion, capacity limitations on key corridors, infrastructure condition and investment needs, network bottlenecks, and operational or workforce constraints. The intent was to move beyond describing current performance and instead anticipate where the rail system might face stress as freight demand increases, and what barriers (physical, financial, operational, or institutional) might limit the ability of the railroads to expand capacity or improve service.
A third required element was a policy evaluation centered on balance: assessing how effective existing public policy had been in reconciling two competing needs. On one side, railroads must have the ability to earn adequate returns to maintain and invest in infrastructure and remain financially viable. On the other side, shippers and rail customers need reasonable rates and adequate service, particularly in situations where competitive alternatives are limited. This part of the study was aimed at judging whether the policy framework in place was achieving the intended equilibrium between railroad financial health and shipper protections, and where policy adjustments might be warranted.
The fourth area focused directly on regulation and governance, specifically the future role of the Surface Transportation Board (STB). The study was to consider how the STB should approach regulation of railroad rates, service levels, and railroads’ common carrier obligations going forward, especially in the scenario where railroads may become “revenue adequate.†Revenue adequacy is an important concept in rail regulation because it can affect how regulators and policymakers view the need for oversight versus reliance on market forces. The grant’s language signaled that the study should explore what regulatory tools, standards, or responsibilities the STB should retain, revise, or potentially expand as the industry’s financial condition changes, while still ensuring that essential shipper protections and service obligations are met.
From an administrative standpoint, this opportunity had an award ceiling of $1,000,000 and no required cost sharing or matching. The award floor was listed as $0, reflecting that award size could vary up to the ceiling depending on the final scope negotiated. The posting date and creation date were August 21, 2013, with an original and current closing date of August 29, 2013, and an archive date of September 28, 2013, indicating a short application window typical of a highly targeted award.
Eligibility was extremely limited by design. Only the National Academy of Sciences, Transportation Research Board, Studies and Special Programs was eligible to apply, meaning this was effectively a directed or single-eligible-applicant cooperative agreement rather than an open competition among many institutions. For access issues related to the full announcement, the notice directed applicants to the GrantSolutions Help Desk, providing phone numbers and an email contact for technical assistance.
Frequently Asked Questions (FAQs)
1) What is the name of this grant opportunity?
The opportunity is titled the "FY13 Study of Rail Transportation and Regulation" grant opportunity.
2) What is the Funding Opportunity Number (FON)?
The Funding Opportunity Number is FR RRD 12 013.
3) Which federal agency sponsored this opportunity?
This opportunity was sponsored by the U.S. Department of Transportation (USDOT), Federal Railroad Administration (FRA).
4) What type of funding mechanism was used?
It was structured as a cooperative agreement.
5) What program area was this funded under?
It fell under the Railroad Research and Development program, CFDA 20.313, within the broader category of science, technology, and other research and development.
6) Was this a discretionary grant or something else?
It was a discretionary, congressionally mandated research effort.
7) What was the overall purpose of the funded work?
The purpose was to fund a comprehensive national-level study of freight rail service, market performance, and regulatory policy, producing findings and recommendations intended to inform Congress and federal decision-makers.
8) What did the study need to evaluate about railroad performance?
The study was required to examine how the nation’s major railroads were performing for their customers and for the economy, including service levels, service quality (reliability and adequacy of service as experienced by shippers), and rail rates.
9) Did the scope include more than technical rail operations?
Yes. In addition to operational performance, the study addressed rail rates and whether pricing and service outcomes were justified by market conditions and policy goals.
10) What forward-looking analysis was required?
The study was required to project demand for freight transportation over the next two decades and identify constraints that could prevent railroads from meeting that demand.
11) What kinds of constraints was the study expected to consider?
The notice described constraints such as capacity limitations on key corridors, infrastructure condition and investment needs, network bottlenecks, and operational or workforce constraints, along with related trend analysis (for example, freight volume growth, shifting commodity flows, and intermodal expansion).
12) What policy question was the study required to evaluate?
A required element was evaluating how effective existing public policy had been at balancing (1) railroads’ ability to earn adequate returns and remain financially viable while maintaining and investing in infrastructure, and (2) shippers’ need for reasonable rates and adequate service, particularly when competitive alternatives are limited.
13) What did the opportunity say about shipper protections?
The study was meant to consider whether the policy framework was maintaining protections for shippers and rail customers, including reasonable rates and adequate service, especially where competition is limited.
14) What was the required focus related to the Surface Transportation Board (STB)?
The study was required to consider the future role of the STB in regulating railroad rates, service levels, and railroads’ common carrier obligations.
15) What does “revenue adequate†mean in the context of this opportunity?
The opportunity referenced a scenario in which railroads may become “revenue adequate,†noting that revenue adequacy is an important concept in rail regulation that can influence how regulators and policymakers weigh oversight versus reliance on market forces.
16) What regulatory issues was the study expected to explore if railroads become revenue adequate?
It was expected to explore what regulatory tools, standards, or responsibilities the STB should retain, revise, or potentially expand as the industry’s financial condition changes, while still ensuring shipper protections and common carrier/service obligations are met.
17) What was the maximum award amount (award ceiling)?
The award ceiling was $1,000,000.
18) What was the minimum award amount (award floor)?
The award floor was listed as $0, indicating the final award size could vary up to the ceiling depending on the scope negotiated.
19) Was cost sharing or matching required?
No. There was no required cost sharing or matching.
20) When was the opportunity posted?
The posting date (and creation date) was August 21, 2013.
21) What was the application closing date?
The original and current closing date was August 29, 2013.
22) When was the opportunity archived?
The archive date was September 28, 2013.
23) How long was the application window?
Based on the posting date of August 21, 2013 and the closing date of August 29, 2013, the application window was very short and described as typical of a highly targeted award.
24) Who was eligible to apply?
Eligibility was extremely limited. Only the National Academy of Sciences, Transportation Research Board, Studies and Special Programs was eligible to apply.
25) Was this an open competitive opportunity?
No. Because only a single entity was eligible, it functioned as a directed or single-eligible-applicant cooperative agreement rather than an open competition among many institutions.
26) What kind of assistance was provided for accessing the full announcement?
For access issues related to the full announcement, the notice directed applicants to the GrantSolutions Help Desk and provided phone numbers and an email contact for technical assistance.
27) Who should be contacted for technical problems with the application system or announcement access?
The opportunity directed users to contact the GrantSolutions Help Desk (using the phone numbers and email provided in the notice) for technical assistance related to accessing the full announcement.
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