Opportunity Information: Apply for FR IPR 09 002
Apply for FR IPR 09 002
- The DOT/Federal Railroad Administration in the transportation sector is offering a public funding opportunity titled "High Speed Intercity Passenger Rail (HSIPR) Program Track 4 FY 2009 Appropriations Projects" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.317 Capital Assistance to States Intercity Passenger Rail Service.
- This funding opportunity was created on Jul 2, 2009 and posted on Jun 26, 2009.
- Applicants must submit their applications by Aug 25, 2009 No Explanation. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- Eligible applicants include: State governments.
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Opportunity Summary:
The High Speed Intercity Passenger Rail (HSIPR) Program Track 4 opportunity (Funding Opportunity Number FR-IPR-09-002) was a discretionary grant program run by the U.S. Department of Transportation, Federal Railroad Administration (FRA), focused specifically on FY 2009 DOT Appropriations projects within the broader HSIPR initiative that emerged in 2009. It was released in the wake of the Administration's April 16, 2009 high speed rail vision announcement, which framed high speed and improved intercity passenger rail as a national priority and called for coordinated action among the federal government, states, railroads, and other stakeholders to develop a connected network of rail corridors. Track 4 sat inside that larger policy push and was positioned as part of a package of funding and guidance that also referenced ARRA (the Recovery Act) and FY 2008/2009 DOT appropriations authorities, aiming both to move near-term investments forward and to set the groundwork for a longer-term national program.
A key practical detail is that applications were not submitted through Grants.gov. Instead, applicants had to apply through GrantSolutions at https://www.grantsolutions.gov/gs, and the notice explicitly directs applicants there. The program was tied to CFDA 20.317, Capital Assistance to States - Intercity Passenger Rail Service, and eligibility was limited to state governments. In other words, the primary intended applicants were state-level entities capable of sponsoring intercity passenger rail investments and coordinating across partners, even if those projects involved railroads, local agencies, or other stakeholders.
The notice emphasizes that FRA designed the evaluation and selection approach to prioritize projects that generate clear public benefits beyond transportation alone. That includes supporting economic recovery (very much in line with the 2009 context), improving energy independence, enhancing environmental quality, and encouraging "livable communities" outcomes. At the same time, it makes clear that project success was a major consideration: applications were expected to demonstrate strong project management capability, realistic financial planning, and meaningful stakeholder commitments. The intent was not just to fund appealing concepts, but to favor proposals that could be delivered effectively and that had credible governance, funding, and partnership structures behind them.
Another theme in the announcement is balance and flexibility. FRA describes "multiple funding paths" to accommodate projects at different stages of development, which signals that the program was meant to serve a pipeline that could include planning, design, and implementation-ready investments, rather than a one-size-fits-all competition. Alongside that flexibility, the notice also tries to "rationalize" the various statutory and administrative requirements connected to different funding sources and program authorities, acknowledging that HSIPR funding at the time drew from more than one legislative pot and came with layered compliance expectations. FRA also states an intention to work collaboratively with applicants and stakeholders as much as the law and federal administrative rules allow, recognizing the complexity of passenger rail projects and the need for ongoing coordination.
In terms of timeline and administrative facts, the opportunity was posted June 26, 2009 (created July 2, 2009), with an application deadline of August 25, 2009, and an archive date of September 24, 2009. The listing indicates a cost sharing or matching requirement, meaning states generally needed to provide non-federal funds or other eligible match consistent with the program rules. The public summary metadata shows zeros for expected awards and funding levels (estimated total funding, ceiling, and floor), which typically reflects that specific award amounts were not stated in the public Grants.gov-style synopsis for this track, even though the program itself was associated with appropriations-driven funding decisions.
For help accessing the full announcement or using the required submission system, the notice directs applicants to the GrantSolutions Help Desk (1-800-618-0223, Monday through Friday 8:00 a.m. to 6:00 p.m. Eastern; help@grantsolutions.gov). Overall, Track 4 can be understood as a state-focused, competitive FRA grant opportunity intended to accelerate and strengthen intercity passenger rail and high speed rail corridor development, with selection driven by public benefits, readiness and deliverability, and the strength of management and financial plans.
Frequently Asked Questions (FAQs) - HSIPR Program Track 4 (FR-IPR-09-002)
What is the HSIPR Program Track 4 opportunity?
HSIPR Program Track 4 was a discretionary grant opportunity run by the U.S. Department of Transportation (USDOT), Federal Railroad Administration (FRA). It focused on FY 2009 DOT Appropriations projects within the broader High Speed Intercity Passenger Rail (HSIPR) initiative that emerged in 2009.
What is the Funding Opportunity Number for this grant?
The Funding Opportunity Number (FON) is FR-IPR-09-002.
Who administered this grant program?
The program was administered by the Federal Railroad Administration (FRA), within the U.S. Department of Transportation (USDOT).
What was the broader policy context behind Track 4?
Track 4 was released after the Administration's April 16, 2009 announcement of a high speed rail vision. That announcement framed high speed and improved intercity passenger rail as a national priority and called for coordinated action among the federal government, states, railroads, and other stakeholders to develop a connected network of rail corridors.
How does Track 4 relate to ARRA and other funding authorities mentioned?
The Track 4 notice referenced ARRA (the Recovery Act) as well as FY 2008 and FY 2009 DOT appropriations authorities. The announcement positioned Track 4 as part of a larger package of funding and guidance intended to advance near-term investments while helping set groundwork for a longer-term national program.
What CFDA number is associated with this opportunity?
This opportunity was tied to CFDA 20.317, Capital Assistance to States - Intercity Passenger Rail Service.
Who was eligible to apply?
Eligibility was limited to state governments. The notice indicates that the intended applicants were state-level entities able to sponsor intercity passenger rail investments and coordinate across partners.
Could railroads, local agencies, or other stakeholders apply directly?
Based on the eligibility statement provided, applications were limited to state governments. The notice recognizes that projects could involve railroads, local agencies, or other stakeholders, but the sponsoring applicant had to be a state-level entity.
Where were applications submitted?
Applications were not submitted through Grants.gov. Applicants had to apply through GrantSolutions at https://www.grantsolutions.gov/gs, and the notice explicitly directed applicants to that system.
Was Grants.gov used at all for submission?
No. The notice explicitly stated that applications were not submitted through Grants.gov, and instead required submission through GrantSolutions.
When was this funding opportunity posted?
The opportunity was posted on June 26, 2009 (with a created date of July 2, 2009).
What was the application deadline?
The application deadline was August 25, 2009.
When was the opportunity archived?
The archive date was September 24, 2009.
What types of benefits did FRA prioritize in evaluation and selection?
FRA emphasized prioritizing projects that generated clear public benefits beyond transportation alone. Examples called out in the notice include supporting economic recovery, improving energy independence, enhancing environmental quality, and encouraging "livable communities" outcomes.
Did the notice emphasize project readiness and deliverability?
Yes. The notice indicates that project success was a major consideration, and applications were expected to show strong project management capability, realistic financial planning, and meaningful stakeholder commitments.
What did FRA expect regarding project management and governance?
Applications were expected to demonstrate credible project management capability and governance structures that supported successful delivery, along with evidence of stakeholder commitments.
What did FRA expect regarding financial planning?
Applicants were expected to provide realistic financial planning. The notice suggests FRA favored proposals with credible funding plans and partnership structures that supported implementation.
Did this opportunity require cost sharing or matching funds?
Yes. The listing indicates a cost sharing or matching requirement, meaning states generally needed to provide non-federal funds or other eligible match consistent with the program rules.
Were the estimated funding amounts and number of awards specified in the public summary?
The public summary metadata showed zeros for expected awards and funding levels (estimated total funding, ceiling, and floor). This typically indicates that specific award amounts were not stated in the public synopsis for this track, even though the program was associated with appropriations-driven funding decisions.
What does it mean that the notice referenced "multiple funding paths"?
The notice described "multiple funding paths" to accommodate projects at different stages of development. This signals the program was intended to support a pipeline that could include projects at varying stages, rather than operating as a one-size-fits-all competition.
Why did the notice mention "rationalizing" requirements across funding sources?
The notice acknowledged that HSIPR funding at the time drew from more than one legislative authority and included layered statutory and administrative requirements. FRA indicated it sought to rationalize these requirements across the various funding sources and authorities connected to the program.
Did FRA indicate it would work collaboratively with applicants?
Yes. FRA stated an intention to work collaboratively with applicants and stakeholders as much as the law and federal administrative rules allowed, reflecting the complexity of passenger rail projects and the need for ongoing coordination.
What should applicants do if they needed help with GrantSolutions or accessing the full announcement?
The notice directed applicants to the GrantSolutions Help Desk for assistance.
What is the GrantSolutions Help Desk contact information?
Phone: 1-800-618-0223. Email: help@grantsolutions.gov. Hours: Monday through Friday, 8:00 a.m. to 6:00 p.m. Eastern.
In one sentence, how can Track 4 be summarized?
Track 4 was a state-focused, competitive FRA discretionary grant opportunity intended to accelerate and strengthen intercity passenger rail and high speed rail corridor development, with selection driven by public benefits, readiness/deliverability, and the strength of management and financial plans.
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