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DOT Program Solicitation for
Small Business Innovation Research

VIII. Research Topics and Descriptions

Back to List of Topics | Program Contents

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Phase I research topics for DOT Operating Administrations are listed below. These topics indicate the specific areas for which proposals are to be considered for acceptance by DOT. The topics are not listed in any order of priority. Each proposal must respond to one (and only one) topic as described in this section. A proposal may, however, indicate and describe its relevance to other topics.

Federal Highway Administration
4 Awards

¹ 07-FH1 DGPS Receiver/Demodulator with Location Determination by Time/Phase Difference of Arrival

The U.S. Department of Transportation is developing an infrastructure based Differential Global Positioning System (DGPS) service that can provide navigation solutions independent of GPS. The need for this is evident in the U.S. Department of Homeland Security’s analysis of critical infrastructure. The identification of backup systems in the event of a catastrophic system failure in GPS is needed to ensure minimal loss of safety and efficiency. While it is generally agreed that a catastrophic failure of GPS is not a likely scenario, loss of signal over a geographic area is considered possible. Alternatives have focused on meeting the requirement for a backup system through low cost services and procedures. The DGPS service under development by the Federal Highway Administration has the potential to serve as a backup system, offering similar accuracy, availability, and integrity that will be needed to maintain safety and efficiency in the event that GPS is lost.

Some theoretical work has been done to evaluate the concept offered by DGPS service, but there has been no formal effort to either assess the capability or develop hardware capable of making use of the new signal.

Functionally, the DGPS broadcast uses GPS to synchronize the carrier as well as the symbol/bit timing in two separate frequency bands. In the 285-325 kHz band, data is broadcast at 100 or 200 bps (using MSK modulation) and in the 435-495 kHz band, data is broadcast at 1000 bps (using Raised Cosine MSK). The existing specification calls for the synchronization of the carrier to be better than 0.005%. This can be improved in order to offer improved performance, but it is unclear how much improvement is needed. The primary goal of this phase is to develop a full understanding of the linkage between the various aspects of the system to include but not be limited to accuracy available, effects of improving accuracy on broadcast cost, complexity of a receiver/demodulator, and effects of external parameters on accuracy (such as non-linear propagation characteristics over short/long baselines and phase center of the broadcast antenna).

In order to evaluate/analyze these factors, a demodulator/receiver capable of demodulating the DGPS data and identifying the phase/time difference of arrival of the two broadcasts from at least three and preferably four independent broadcast facilities is needed. In this first phase, it is envisioned that most of this can be achieved with analog to digital converters, digital signal processing, and a laptop computer. Phase II will require the development of dedicated hardware.

Relationship to FHWA Strategic Objectives

This work directly supports several strategic goals including National Security, Safety, Global Connectivity, and Mobility. Specifically, this effort supports infrastructure mapping, vehicle navigation, rural intersection collision avoidance where sufficient infrastructure is unavailable and not planned for the foreseeable future, and backup capability for critical infrastructure.

07-FH2 Time-Resolved Microwave Thermoreflectometry for Corrosion Detection in Concrete

Corrosion of steel reinforcements in concrete is a major problem for the transportation infrastructure. Conventional methods for detecting corrosion are based on electro-chemical techniques such as half-cell potential and linear polarization. These can be affected by a number of factors and require direct contact with the concrete. A non-contact method that does not rely on electrochemistry has been proposed by Chang et al.(1). This is based on the principle that a corrosion layer surrounding the steel bar serves as a thermal insulator. Therefore, a corroded steel bar that has been heated above ambient temperature will cool down more slowly than an uncorroded one, and the difference in rate of cooling can be used to detect the corrosion. The rebar can be heated in the concrete by using an AC electrical induction heater external to the concrete structure. The temperature at the surface of the rebar can be detected nondestructively by the reflectance of a microwave beam, since the reflectivity is temperature dependent. The induction heater can be cycled on and off to produce temperature pulses in the rebar, and thus the heating and cooling can be cycled repeatedly. By scanning the microwave beam over the rebar, it is possible to image the corrosion layer. More recently, a microwave beam array camera has been developed that can permit more rapid and focused image acquisition (2).

Phase I of the project would consist of acquiring the components of the system and evaluating the performance of the technique in the laboratory on corroded steel in concrete test specimens. This research would establish the optimum operating parameters in terms of induction heater frequency and cycle time, microwave frequency etc. and specifications for a prototype system. Phase II would consist of field tests leading refinements to the instrument design and demonstrations for commercialization

Offeror should have demonstrated technology for microwave inspection of concrete.

1. Spicer, J.W.M., R. Osiander and L.C. Aamodt (1998). Microwave thermo-reflectometry for detection of rebar corrosion. Structural Materials Technology III: An NDT Conference, San Diego, SPIE: 402-409.
2. Feng, M. and Y.J. Kim (2004). NDE of Concrete Structures Using Microwaves. Structural Materials and Technology VI-An NDT Conference, Buffalo, NY, American Society for Nondestructive Testing: 374-380.

Relationship to FHWA Strategic Objectives

By providing early and accurate indication of corrosion, this technology would enable more effective repair or replacement of concrete thereby addressing the FHWA Strategic Objectives of improved mobility and safety.

² 07-FH3 Tools to Improve Real-Time Highway Construction Quality Control

An important focus of FHWA’s vision of the future is long-life pavements and structures. Improved performance of pavements and structures will occur in part through improved quality control of materials and construction. Technology innovations in production, transport, placement, real-time quality control, and automation have been introduced over the years. Significant research has been implemented to address real-time quality control. The real-time quality control provides project field personnel the necessary information to make timely corrections/adjustments and reduce materials and construction variability.

The focus of the SBIR solicitation is on further enhancing real-time quality control. For concrete pavements and structures, a need exists for improved devices or systems that provide real-time measures of quality characteristics/properties such as durability, segregation, thickness, smoothness, curing effectiveness, moisture loss, consolidation, surface texture, steel cover and location, strength, water-cementitious ratio, etc. For asphalt pavements, a need exists for improved devices or systems that provide measures of several of the above plus others such as asphalt content, volumetric properties, etc. Some potential nondestructive testing technologies that could be applied or further developed, either individually or in combination, are infrared thermography, electromagnetic sounding, acoustic techniques, X-ray computed tomography (XCT), and magnetic tomography, to name but a few. The use of embedded electronics, i.e., “smart” materials, can also be considered to allow improved detection/measurement with any of the technologies.

The offeror’s proposal can address real-time quality control for one or more quality characteristics. Ideally, the proposed tool could be used by the contractor for real-time quality control purposes and by the agency in assisting real-time predictions of future performance in an integrated intelligent paving system. Proposals will be evaluated in part on the anticipated potential benefits over current quality control/quality assurance practices.

Relationship to FHWA Strategic Objectives

This research relates to FHWA’s strategic goals of Mobility, Productivity, and/or Safety. Under Mobility, it addresses the strategic objective of preserving and enhancing the highway infrastructure. Under productivity, it is aimed at improving the return on investment of the highway system. Under Safety, it has the potential to reduce job-site accidents.

³ 07-FH4 Quick Highway Incident Detection and Incident Warning Systems

Highway incidents have been a major cause of highway congestion (for example, up to 75% of delays on freeways are caused by incidents), and also a major source for secondary crashes, due to slowed or stopped traffic.

However, due to the constraints in deployment cost, many existing incident detection and warning systems, deployed by DOTs and local traffic agencies, are not effective for early detection and quick response. Therefore, the performance of the systems has not been effective on reducing delays and avoiding secondary crashes caused by incidents.

One of the major reasons of the ineffectiveness is the spacing of the devices. Normally, detection stations and dynamic warning signs are placed with the intervals about ¼ to one mile. When an incident occurs, the existing incident algorithms have to wait until traffic backs up to the adjacent upstream detection stations before an incident is detected. In practice, five to seven minutes on average are needed to detect an incident, which would cause miles of backups and long delay. And such slow detection and warning systems could not prevent secondary crashes.

In this proposal, a new incident detection and warning system is proposed to address the issues. The basic concept is to use multiple low-cost detection stations with very small intervals. Also low-cost wireless communication devices and LED signs can be co-installed with each detection station. Since the stations are close to each other, it is feasible to detect and locate an incident very quickly, and also to use the LED signs to warn drivers to prevent secondary crashes. Low-cost wireless short-range communications can also be established through relaying from one station to another.

The proposed system uses low-cost speed sensors spaced at 100 feet or less. Sensors spaced at such intervals could detect changes in vehicle speeds and track each vehicle and the speed differentials between them. As a result the system could quickly determine incident scenarios and provide warnings to upstream traffic using LED flashers preventing secondary crashes

(For detailed description, please consult 07-FH4 Attachment)

Federal Motor Carrier Safety Administration
1 Award

⁴ 07-FM1 Safety Belt Device or Technology to Increase Usage by Commercial Motor Vehicle Drivers and Their Passengers

FMCSA research has shown that drivers of about 59% of commercial motor vehicles (those weighing 10,000 pounds or more that operate in interstate commerce) buckle their safety belts as compared to about 82% of passenger vehicle drivers. Increasing safety belt usage by CMV drivers is an FMCSA and DOT priority. It is envisioned that this device or technology will be low cost, reliable, comfortable, rugged and user-friendly, to increase comfort and/or encourage safety belt usage by CMV drivers and their passengers. Interlock devices or technologies that prevent the vehicle from moving or the radio from playing until the driver and their passenger are buckled will also be considered. Additional examples of potential concepts, if they do not already currently exist for CMV’s as discussed below could include safety belt attachments such as uniquely designed pads or cushions, or electronic monitors in connection with on-board recorders. Ideas such as window stickers or similar decals to remind a driver to buckle up will not be considered for this program. Offerors are strongly encouraged to conduct a thorough literature and patent search to assure their ideas are not currently available and/or patent protected. In addition, the offeror shall certify that to the best of their knowledge no such product exists, has been patented, or is patent pending. Proposals without such certifications will not be considered.

Pipeline and Hazardous Materials Safety Administration
4 Awards

07-PH1 Pipeline Safety

America receives over two-thirds of the crude and petroleum products for more than 55 million residential and commercial customers, through more than 160,000 miles of pipelines (based on year 2004 liquid pipeline operator national mileage information). In addition, over 326,000 miles of gas transmission pipeline transports natural gas to local companies that distribute it to local customers. This supply of energy has too often been disrupted by internal corrosion resulting in pipeline leaks. Future energy demands are projected to be met with increase usage of higher strength pipeline steels and LNG to supplement the supply of natural gas.

For Pipeline Safety, research is sought on the use of innovative tools or concepts that allowed for pipeline detection of internal corrosion in liquid and or natural gas applications, soft crack arrestors for high strength pipeline steels, and risk Protocol for LNG Facilities. Areas of interest include but are not limited to:

1. Nanotechnology tools for Internal Corrosion of Pipelines

   Nanotechnology is the understanding and control of matter at dimensions of roughly 1 to 100 nanometers, where unique phenomena enable oval applications. Encompassing nanoscale science, engineering, and technology, nanotechnology involves imaging, measuring, modeling, and manipulating matter at this length scale. Nanotechnology is advancing rapidly in several other technology applications.

   Determining the presence and corrosivity of water is an important component of Internal Corrosion Direct Assessment (ICDA) in the pipeline industry. Current available technologies are limited because some cannot be applied to all pipelines and others require prior knowledge of where to locate the sensors and costly pipeline excavations to replace the sensors.

   Applications are sought for new nanotechnologies for detection and elimination of internal corrosive compounds, and for providing assessment information that could compare product composition. Anticipated results would prove quantifiable and reliable improvements in ICDA. Applications are sought to study, develop, and demonstrate nanotechnologies or techniques to better detect pipeline internal corrosion.

2. Development of Risk Protocol for LNG Facilities

   Recent studies have indicated that a risk-based assessment of potential hazards from LNG facilities may provide a better description of public safety than the current prescriptive approach. Therefore, there is a need to develop appropriate risk protocol for considering the spectrum of events in an LNG facility and their effects on the public. Areas of interest include a spectrum of potential fires in a LNG facility, variability in radiant heat emission characteristics of fires of different sizes, radiative heat effects on people with considerations of radiant heat absorption in the atmosphere and the anatomy/heat absorption characteristics of exposed human skin, etc. However, there are other phenomena that need to be considered in a proper risk assessment.

   Applications are sought to study all known information on the types of events/phenomena that can occur in a LNG facility, assessment of their frequencies of occurrence, mathematical models that can be used to describe the effects of hazardous events, and criteria for acceptability of risks. A risk assessment protocol development is the objective of such a study. Carry-on task could include risk assessment protocols converted into a user-friendly computer model for use by regulatory agencies and others evaluating public risks from LNG facilities.

3. Design Optimization for Soft Crack Arrestors

   For high-energy pipelines (rich natural gas, CO 2, etc.), there is a potential for unstable ductile fractures that could run long distances unless there is sufficient toughness or a mechanical crack arrestor is used. Higher grade steels used in new pipeline projects may not have enough toughness to arrest a crack; hence mechanical crack arrestors would be needed. Mechanical crack arrestors are full-encirclement sleeves that can be made from steel or composite materials. Up to now, their design is based solely on the strength of the arrestor so it stops the crack without breaking the arrestor. However, if the arrestor is too stiff, then as the axial crack approaches the arrestor, the loads are taken by the front edge of the arrestor. This results in the axial crack turning in the circumferential direction and causing a complete circumferential break in the pipe, called a “ring-off” or a “hard arrest.”

   Soft Crack Arrestors are a design concept that prevents axial ductile fractures from propagating, while keeping the pipe safely in the ditch after the arrest event. This behavior is desirable from a damage prevention viewpoint to surrounding buildings, structures, and above-ground pipelines in or close to the right of way of the pipeline.

   Application are sought to conduct feasibility laboratory-scale tests to assess the ductility and strength of new candidate materials for use as soft crack arrestors. Future work could include designing, fabricating, and conducting large-diameter full-scale tests to validate the material selection for the Soft Crack Arrestor design. The full-scale tests should have the arrestors at the temperature corresponding to operating conditions. A final design specification procedure needs to be established, as well as fabrication and installation procedures.

07-PH2 Hazardous Materials

Hazardous materials are essential to the economy of the United States and the well-being of its people. Hazardous materials fuel automobiles, heat and cool homes and offices, purify water supplies, and are used for farming and medical applications and in manufacturing, mining, and other industrial processes. More than three billion tons of regulated hazardous materials—including explosive, poisonous, corrosive, flammable, and radioactive materials—are transported in this country each year. There are over 800,000 daily shipments of hazardous materials moving by plane, train, truck, or vessel in quantities ranging from ounces to thousands of gallons.

1. Emerging Technologies Applicable to Hazardous Materials Transportation

   For hazardous materials, research is sought on emerging technologies that have potential application in improving hazardous materials transportation safety and security. A number of these technologies are in varying stages of development. They range from tracking systems to large vehicle electronic stability control systems to non-destructive evaluation techniques to technologies capable of detecting undeclared hazardous materials.

   Applications are sought for surveying technologies that can potentially improve hazardous materials transportation safety and security over a five to ten year horizon. They can also focus on a specific technology that holds promise in improving hazardous materials safety and security in the near term. A roadmap of technologies by purpose, mode of transportation, and hazardous material type may also be beneficial. Research could highlight the potential role technology or technologies can play as well as impediments to their successful adoption and steps that should be taken in advancing the technologies.

National Highway and Traffic Safety Administration
2 Awards

⁵ 07-NH1 Development of Consolidated Six-Degree-of-Freedom Kinematics Sensor Array for Impact Testing

The development of sensor technology to improve occupant and vehicle kinematics measurement during impact events will provide researchers with improved data for the evaluation of occupant response and vehicle crashworthiness. Although currently available off-the-shelf sensors can be incorporated into a package capable of measuring dynamic six-degree-of-freedom (6DOF) kinematics, the complexity of use and questionable accuracy highlight the need for improved technology. Data gathered from linear accelerometers and angular rate/acceleration sensors has been shown to produce reasonably accurate trajectory data of individual rigid bodies over short time periods, but accumulation of error (from sensor drift and numerical integration) tend to skew the results for longer time ranges and relative segment motions. Film analysis is an alternative way of measuring occupant kinematics, but is often limited by the inability of the cameras to track targets throughout the entire period of interest and the caluculation of full 6DOF kinematics requires numerous cameras and multiple targets on each rigid body. A sensor-based methodology, capable of measuring and calculating 6DOF kinematics in vehicular-type impact settings, is thus warranted.

Upon development of suitable sensor hardware, the device should be tested in dynamic test configurations that are representative of typical vehicle crashes and pedestrian impacts. The sensor array should be capable of measuring occupant (dummy or post-mortem human surrogate), pedestrian (dummy or post-mortem human surrogate), and vehicle kinematics. Multiple sensor arrays could be mounted within each system to provide segment relative motion for an occupant or structural deformation for a vehicle.

The required features of the end-product include:

• Compact, ruggedized, and hermetically sealed housing to contain the sensing elements
• Single (six channels per) or double (three channels per) cable as dictated by electrical noise requirements
• Mounting holes for direct attachment to existing dummy components (spacing and orientation consistent with 7264 triax cube)
• Mass less than 35 grams (not including cabling)
• Overall length, width, and height of housing less than 25 mm each
• Markers/dots on sensor housing to facilitate calculation of initial position and orientation by digitizing with coordinate measurement device (minimum of three points; small indentations for CMD probe allow for more precise measurements)
• Three orthogonally-mounted linear acceleration-sensing elements with ± 2000 g peak response, ± 1% maximum non-linearity and hysteresis, 3% maximum transverse sensitivity
• Three orthogonally-mounted angular velocity-or acceleration-sensing elements with ± 12,000 deg/s peak response (± 200 rad/s) or ± 2.3E6 deg/s 2 (40,000 rad/s 2), ± 1% maximum non-linearity and hysteresis, 2% maximum cross-axis sensitivity,
• Sensor x-, y-, and z-axes configured according to right-hand rule
• On-board bridge circuitry
• Operating range –20 ° C to 80 ° C
• 10V excitation voltage
• Bandwidth DC to 1500 Hz
• Data processing routines to translate raw sensor data to actual 6DOF kinematics data in the laboratory reference frame with <5% spatial and angular error in typical occupant or pedestrian crash event
• Data processing routines to translate raw sensor data from multiple sensor arrays to relative 6DOF kinematics in local segment reference frames (e.g. relative rotation of head with respect to torso)

Desired features include:

• Ability of device to self-determine initial position and orientation relative to some global (laboratory) reference frame
• Mass less than 20 grams (not including cabling)
• Overall length, width, and height of housing less than 15 mm each
• Self-contained power supply and flash memory with wireless connection to data acquisition and triggering system

⁵ 07-NH2 Non-contact Roof Measurement System for Use in Dynamic Rollover Testing

Roof deformation during rollover crashes and its relationship to occupant safety has been the subject of considerable safety discussion. To date there has only been limited testing to record the dynamic response of the roof structure. What testing has been done has relied on tri-axial accelerometers, string potentionmeters, and high speed film analysis to characterize the roof deformation during full vehicle rollover testing. None of these systems are capable of measuring the three dimensional motion of a grid of data points on the vehicle roof.

Desired is the development of a non-contact, possibly optical system to measure the dynamic motion of a vehicle roof, relative to a point on the vehicle cabin floor, for a grid of points on the roof. The measurement system must have a displacement accuracy of at least 1 mm and velocity accuracy of 0.1 km/h. An acceptable system should be able to operate in a typical vehicle rollover environment, up to 30 G’s multi axis acceleration. A measurement system should interface with standard data acquisition equipment and triggering systems. Acceptable proposals can assume that the vehicle seats have been removed for the rollover tests, but measurements systems that could work in the presence of seats and crash dummies would be a significant benefit.

Federal Transit Administration
5 Awards

⁶ 07-FT1 Linear Induction Motors (LIM) Door Closer for Rapid Rail Vehicles

Dependable, swift, silent, energy-efficient door closure for transit railcars is essential to smooth operation and fast, safe exit and entrance of passengers. Linear induction motors (LIMs) are used to move heavy stage curtains and draperies. Adapting a LIM to opening and closing railcar doors would entail a reduction in space required for the actuating mechanism as well as more responsive acceleration and deceleration when passengers or their belongings block the door from closing.

⁶ 07-FT2 Hybrid Propulsion for Rail Locomotives

Reduce energy consumption and emissions from diesel locomotives through hybrid propulsion, using either hydraulic energy storage systems or electric drives and batteries.

⁶ 07-FT3 Methods for Upgrading Existing Automatic Train Control (ATC) Systems

Develop and test methods for modifying existing ATC systems to improve ride quality, energy conservation, safety or operational performance. Technology upgrades could involve train location sensors and techniques, communication systems, central control algorithms, speed profiles, motor controllers, and other train controls.

⁶ 07-FT4 Very High Speed Third Rail Insulator Cleaning

The third rail carries electricity, some 600 to 1,000 volts, that powers rail rapid transit systems. It sits on insulators typically spaced about six to ten feet apart, which means there may be hundreds of thousands of insulators in a system. Dirt and grime can short-circuit an insulator, which can cause electrical arcing, potential fire, smoke damage, explosive breaking, and other consequences that result in the need to shut down train operations. Rail rapid transit systems around the country report that damaged insulators are most frequently the cause of traction power system shut-down.

It is virtually impossible to clean the side of insulators that are only a few inches from tunnel walls. Tunnels are often damp from water leaks, causing corrosion and rust. There is no rain to wash away soot and other particulates. These conditions accelerate insulator failure. Another complication is that the thousands of insulators on a given transit system may vary in size, shape, and material. The dirt itself varies in kind, from carbon dust, metal filings, and rust particles from the third rail/paddle and steel wheel/rail interface to greasy grime, corrosion, and soot. Chemical cleaning agents are disallowed because of environmental and worker health considerations. Another issue is that the water used for cleaning must be transported to a site using a high rail or on-rail vehicle, and the quality of cleaning and number of insulators cleaned is limited by the amount of water that can be transported.

Current cleaning methods are expensive, of limited effectiveness, and rarely used. They involve hand brushes, cleaning pads, or pressure washing with a hand-held wand. But if not cleaned regularly, insulators must be replaced, at even greater expense. This does not address the costs of system down-time when smoke or fire result from damaged insulators. In addition to lost revenue, there are costs to riders in lost time and lost confidence in the system’s reliability.

A promising project developed by the TRB Transit IDEA program is a slow-speed prototype automated cleaner that cleans all sides of an insulator with four spray jets. This cleaner is described on pages four and five of the TRB magazine, IGNITION, at the website http://www.trb.org/studies/programs/idea.asp (click on Transit IDEA, click on Transit IDEA Annual Progress Report, page 58 Project T36 Cleaning Device for Electrified Third Rail Insulators). Work was done in cooperation with a number of rail rapid transit agencies in developing and testing the prototype cleaner. A second Transit IDEA project is in development to produce a faster cleaning device. Initial comments from transit agencies indicate that this cleaner uses too much water and is still not fast enough because of limited non-revenue hours or 24/7/365 operation. A solution would be development of a very high speed insulator cleaner that uses a minimal amount of water to improve reliability and safety of rail rapid transit systems.

⁶ 07-FT5 Better/Faster Breaking Systems

Apply advanced mechanical, electrical, and computer control technologies to braking for rapid rail transit and light rail transit trucks, commuter rail locomotives, and unpowered passenger railcars. Technical objectives are faster response to braking signals, quicker stops with reduced stopping distance, smoother braking for improved ride quality, and energy conservation.

Federal Railroad Administration
3 Awards

⁷ 07-FR1 Locking Mechanism for Rotating Seats

The NTSB has identified inter-city rail passenger seats which have rotated out of position as a potential impediment to emergency egress, after an accident. FRA research has indicated that such seats are prone to rotating after a car has rolled onto its side, which can occur subsequent to a derailment. The lateral impact can cause the spring-loaded locking mechanism to open, and the associated lateral force acting on the seat can initiate rotation. The objective of this effort is to develop a simple, inexpensive locking mechanism that can be retrofit onto existing inter-city passenger seats which remains locked during rail passenger car rollovers and prevents initiation of the rotation of such seats. The contractor shall conduct a survey of existing applicable technology and document the information in a letter report. The contractor shall then develop a set of design requirements for a robust independent locking mechanism that accomplishes the goals defined above. A preliminary proof of concept design shall be developed and demonstrated. The information generated in the course of this project shall be summarized and presented in a public forum at the discretion of the Government. The contractor shall also develop a final report describing the methodology and approach used to develop the technology.

⁷ 07-FR2 Quick-release Emergency Egress Panel on Cab Car End Doors

The NTSB has identified end door kick panels as a potential mechanism for emergency egress of passengers subsequent to a train accident. There is industry concern that such kick panels may interfere with other door requirements (e.g., sliding of packet doors, preventing fluid ingress during a grade-crossing accident for a cab car end door, et al) and that such kick panels will be a nuisance to maintain. The objectives of this effort are to enumerate the design requirements, including the maintenance requirements, for cab car and coach car end doors, suggest alternative engineering design approaches for kick panels in cab and coach car end doors, and to assess preliminarily the potential effectiveness of these alternative strategies. The FRA is particularly interested in kick panels which have similar release mechanism as emergency access windows. The information generated in the course of this project shall be summarized and presented in a public forum at the discretion of the Government. The contractor shall also develop a final report describing the methodology and approach used to develop the technology.

⁷ 07-FR3 Continued Communication Capability in the Event of a Train-line Break in a Passenger Train

In the event of an emergency or an unusual occurrence in which the communication train-line circuit is broken, passenger rail vehicles equipped with public address (PA)/intercom systems lose the capability for communications throughout the entire train. A member(s) of the train crew are best suited and trained to assess the severity of an event and determine an appropriate course of action. Communication with passengers by someone so qualified is the most effective method to reduce confusion and curtail panic. Such communications help avoid circumstances which could result in injuries or further danger to passenger and crew. Therefore it is desirable to equip passenger rail vehicles with a system to insure that such a communication system exists. The purpose of this project is to develop a backup PA system that is effective in the event of a break/interruption in the communication train-line; has a power source independent of the car battery system and allows for a minimum of one hour “talk time” after the loss of the train-line; and is accessible to the crew through the use of a train radio or a radio handset. The contractor shall conduct a survey of existing applicable technology and document the information in a letter report. The contractor shall then develop a set of design requirements for a robust independent PA system that accomplishes the goals defined above. A preliminary proof of concept design shall be developed and demonstrated. The information generated in the course of this project shall be summarized and presented in a public forum at the discretion of the Government. The contractor shall also develop a final report describing the methodology and approach used to develop the technology.

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¹ Phase I may be up to $100,000 and Phase II $375,000
² Phase I may be up to $100,000 and Phase II $720,000
³ Phase I may be up to $100,000 and Phase II $700,000
⁴ Phase I may be up to $100,000 and Phase II $300,000 to $500,000
⁵ Phase I may be up to $100,000 and Phase II $300,000
⁶ Phase I may be up to $100,00 and Phase II $500,000
⁷ Phase I may be up to $75,000 and Phase II $250,000

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