Opportunity Information: Apply for FR RRD 15 007
Apply for FR RRD 15 007
- The DOT/Federal Railroad Administration in the science and technology and other research and development sector is offering a public funding opportunity titled "FY15 Supplemental to RAIL DEFECT DETECTION PROTOTYPE AIR COUPLED RAIL INSPECTION IMPROVEMENTS FOR DEPLOYMENT" 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 Apr 29, 2015 and posted on Apr 29, 2015.
- Applicants must submit their applications by May 15, 2015 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 $295,795.00 in funding.
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- Only the The Regents of the University of California University of California, San Diego is eligible to apply for this grant.
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Opportunity Summary:
This grant opportunity, Funding Opportunity Number FR-RRD-15-007, is a discretionary grant from the U.S. Department of Transportation's Federal Railroad Administration (FRA) under CFDA 20.313 (Railroad Research and Development). It was posted on April 29, 2015, with an application closing date of May 15, 2015, and it was later archived on June 14, 2015. The award amount is capped at $295,795 (with no stated minimum award floor), and there is no cost-sharing or matching requirement. Eligibility is extremely limited: only The Regents of the University of California, University of California San Diego (UC San Diego) is allowed to apply, indicating this is a targeted supplemental award rather than an open competitive solicitation.
The purpose of the funding is to provide added time and money to improve an existing prototype air-coupled rail inspection system for rail defect detection, specifically building on lessons learned during prior field testing at TTC (Transportation Technology Center). The underlying goal is to move the technology closer to practical, real-world deployment by making it faster, more reliable in operating conditions, and more complete in the portion of the rail it can inspect. In plain terms, this supplemental funding is meant to turn a promising prototype into something that can credibly match conventional inspection operations and gain acceptance from industry users.
Three major technical improvements are emphasized. First, the project aims to increase the inspection/testing speed to be comparable with conventional ultrasonic rail inspections, targeting sustained operation in the 10 to 15 mph range. That focus signals that earlier testing likely occurred at lower speeds and that speed is a key barrier to operational adoption, since inspection systems must keep pace with maintenance windows and typical rail testing workflows. Second, the amendment calls for replacing the heavy water spray approach that had been used to reduce rail-wheel interaction noise, seeking a better, more practical solution. Rail-wheel noise can interfere with sensing and signal quality, and relying on heavy water spray can be operationally cumbersome, messy, and potentially incompatible with routine field deployment, so finding an alternative is framed as an important step toward making the system workable outside controlled tests. Third, the inspection coverage is to be expanded: instead of only inspecting the middle and gage side of the railhead, the system will be improved to include the field side of the railhead as well. This matters because defects can occur across different regions of the railhead, and incomplete coverage reduces the overall value and credibility of the inspection method.
The amendment also lays out a clear field validation path tied to deployment readiness. It includes a second field test of the air-coupled system at sustained speeds in fall 2015, followed by a third test and demonstration aimed at industry stakeholders in spring or summer 2016. The sequence suggests a progression from engineering refinement to performance confirmation under more realistic operating conditions, and then to an outward-facing demonstration intended to build confidence among potential adopters. The FRA explicitly links expected success in these tests to technology acceptance and broader deployment, framing the work as directly supporting the FRA mission of improving U.S. railroad safety through better defect detection and inspection capability.
For practical logistics, the announcement directs applicants and users to GrantSolutions for access and submission support, with the GrantSolutions Help Desk listed as the main contact for technical access issues (help@grantsolutions.gov; 1-866-577-0771 or 202-401-5282, weekdays 9:00 a.m. to 6:00 p.m. Eastern). Since eligibility is restricted to UC San Diego under The Regents of the University of California, the contact information is mainly relevant for system access rather than broad applicant questions.
Funding Opportunity FAQs (FR-RRD-15-007)
What is the funding opportunity number for this grant?
The Funding Opportunity Number is FR-RRD-15-007.
Which federal agency is offering this grant?
This is a discretionary grant from the U.S. Department of Transportation (USDOT), Federal Railroad Administration (FRA).
What program or CFDA does this opportunity fall under?
It is under CFDA 20.313, Railroad Research and Development.
When was the opportunity posted?
The opportunity was posted on April 29, 2015.
What was the application closing date?
The application closing date was May 15, 2015.
Is this opportunity still open?
No. The opportunity was later archived on June 14, 2015.
What is the maximum award amount?
The award amount is capped at $295,795.
Is there a minimum award amount?
No minimum award floor is stated in the provided information.
Is cost sharing or a matching contribution required?
No. There is no cost-sharing or matching requirement.
Who is eligible to apply?
Eligibility is extremely limited: only The Regents of the University of California, University of California San Diego (UC San Diego) is allowed to apply.
Is this an open competitive solicitation?
No. Because eligibility is restricted to UC San Diego, it indicates a targeted supplemental award rather than an open competitive solicitation.
What is the purpose of the funding?
The purpose is to provide added time and money to improve an existing prototype air-coupled rail inspection system for rail defect detection, building on lessons learned during prior field testing at TTC (Transportation Technology Center).
What is the overall goal of the project?
The goal is to move the air-coupled inspection technology closer to practical, real-world deployment by making it faster, more reliable in operating conditions, and more complete in the portion of the rail it can inspect, helping it credibly match conventional inspection operations and gain acceptance from industry users.
What are the major technical improvements emphasized in the announcement?
Three major improvements are emphasized: (1) increasing sustained inspection/testing speed to be comparable with conventional ultrasonic rail inspections (targeting 10 to 15 mph), (2) replacing the heavy water spray approach previously used to reduce rail-wheel interaction noise with a more practical solution, and (3) expanding inspection coverage to include the field side of the railhead in addition to the middle and gage side.
What inspection speed is being targeted?
The project targets sustained operation in the 10 to 15 mph range.
Why is speed highlighted as a key objective?
The focus on sustained 10 to 15 mph operation signals that earlier testing likely occurred at lower speeds and that speed is a barrier to operational adoption, since inspection systems must keep pace with maintenance windows and typical rail testing workflows.
What change is planned regarding the heavy water spray method?
The amendment calls for replacing the heavy water spray approach that had been used to reduce rail-wheel interaction noise, seeking a better and more practical solution for field deployment.
Why is replacing heavy water spray considered important?
Heavy water spray can be operationally cumbersome and messy, and it may be incompatible with routine field deployment. Because rail-wheel noise can interfere with sensing and signal quality, a more practical noise-mitigation approach is framed as important for real-world use.
What railhead inspection coverage is being expanded?
The system is being improved to include inspection of the field side of the railhead, in addition to the middle and gage side of the railhead.
Why does expanding coverage to the field side matter?
Defects can occur across different regions of the railhead. Incomplete coverage reduces the overall value and credibility of the inspection method, so expanding coverage improves practical usefulness.
What field validation activities are planned?
The amendment includes a second field test of the air-coupled system at sustained speeds in fall 2015, followed by a third test and demonstration aimed at industry stakeholders in spring or summer 2016.
When is the second field test planned?
The second field test at sustained speeds is planned for fall 2015.
When is the industry-focused demonstration planned?
A third test and demonstration aimed at industry stakeholders is planned for spring or summer 2016.
How does FRA describe the connection between field tests and deployment?
FRA explicitly links expected success in these tests to technology acceptance and broader deployment, framing the work as directly supporting FRA's mission of improving U.S. railroad safety through better defect detection and inspection capability.
Where are applications accessed or submitted?
The announcement directs applicants and users to GrantSolutions for access and submission support.
Who should be contacted for technical access issues with GrantSolutions?
The GrantSolutions Help Desk is listed as the main contact for technical access issues: help@grantsolutions.gov; 1-866-577-0771 or 202-401-5282.
What are the GrantSolutions Help Desk hours?
Weekdays from 9:00 a.m. to 6:00 p.m. Eastern.
Given restricted eligibility, why is the GrantSolutions contact information included?
Since eligibility is restricted to UC San Diego under The Regents of the University of California, the contact information is mainly relevant for system access and submission support rather than broad applicant questions.
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