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Program Solicitation
Small Business Innovation Research Program

VI.    Research Topics

Previous Section   |   Program Contents   |   Next Section

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 submitted must respond to one (and only one) topic and/or focus area as described in this section.  A proposal may, however, indicate and describe its relevance to other topics.

Topic number & Title	Anticipated Number of Awards	Estimated Award Amount Phase I	Estimated Award Amount Phase II*
Federal Highway Administration 12.2-FH1 Delivering In-Vehicle Messages in Temporary Work Zones	1	$150K	$600K
Federal Highway Administration 12.2-FH2 Advanced Rapid Non-destructive test method to determine chemical composition of concrete materials in the field	1	$150K	$750K
Federal Highway Administration 12.2-FH3 Pedestrian Auto Enforcement Program (PAEP)	1	$150K	$1M
Federal Highway Administration 12.2-FH4 Tracking of heavy vehicles for estimating heavy load distribution across the highway system and Weigh-In-Motion Calibration	1	$150K	$800K
Federal Highway Administration 12.2-FH5 Three dimensional mapping of utilities and underground infrastructure for intersection design, repair or reconstruction	2	$150K	$750K
Federal Railroad Administration 12.2-FR1 Small Scale Diesel Generator for Railway Applications	2	$150K	$300K
Federal Railroad Administration 12.2-FR2 System for Prevention of Lens Surface Contamination	2	$150K	$300K
Federal Aviation Administration 12.2-FA1 Creating Spatial Disorientation in Flight Simulation	2	$150K	$800K

*The Phase II funding level noted above is an estimate only, is subject to the availability of funds and/or the technical requirements to accelerate the development of a commercial product and/or innovation.  Any changes to the Phase II estimated funding level listed above will be communicated to the small business after the completion of the Phase I project.

Federal Highway Administration (FHWA)

12.2-FH1 Delivering In-Vehicle Messages in Temporary Work Zones

There are thousands of work zones on US highways daily. With a majority of these work zones in place to allow the rehabilitation and improvement of existing roadways, these work zones necessarily have some effect on regular traffic flow. These effects may result from a lane shift, a lane closure with a merge, reduced speed limits, trucks entering/leaving the work area, or a range of other conditions. Alerting drivers to these changed traffic conditions ahead can allow for smoother, safer traffic flow and increased time for slowing or stopping when needed. Commercial vehicles require additional stopping distance and can especially benefit from additional early warning of unusual traffic conditions ahead, particularly since they are over-represented in work zone crashes. The devices most commonly used to communicate temporary traffic changes to road users in work zones are channelizing devices, static signs, and portable changeable message signs (PCMS). Due to the nature of work zones, existing permanent intelligent transportation systems in the area are often disabled and PCMS are the primary means of delivering dynamic information to drivers. Delivering PCMS messages into vehicles could enhance their effectiveness, particularly in situations of driver distraction or when visibility is obscured due to large vehicles.

A means is sought to use or enhance devices already commonly used in work zones to provide up-to-date, in-vehicle warning to drivers about traffic conditions ahead. The means should:

1. Use devices already commonly used in temporary work zones.
2. Enable communication with and updating of the devices remotely and automatically.
3. Communicate to in-vehicle systems via dedicated short range communications (DSRC).
4. Be useful for all types of vehicles, including commercial vehicles.
5. Allow for networking across multiple devices.
6. Be portable enough for use in the changing traffic conditions of a work zone.
7. Meet or exceed safety requirements, such as the Manual on Uniform Traffic Control Devices (MUTCD) and Manual for Assessing Safety Hardware (MASH).
8. Allow retrofitting to much of existing stocks of work zone devices.

This application for temporary work zones is intended to complement the roadside-to-vehicle work being done for permanent situations by the Department of Transportation (DOT) connected vehicle efforts. The product described will satisfy FHWA strategic goals of System Performance and National Leadership, and DOT's strategic goals of Safety. This project is also of interest to the Federal Motor Carrier Safety Administration.

Expected Phase I Outcomes:

Outcomes expected from the Phase 1 include a detailed concept that demonstrates the viability of creating a prototype that satisfies the attributes described above. In addition, a high level cost-benefit analysis and assessment of the practicality of the concept's large scale deployment feasibility.

Expected Phase II Outcomes:

Phase 2 efforts include manufacturing and demonstrating a working prototype of the Contractor's approach to validate its retrofitting capabilities and in-vehicle message delivery. This would include measurements of networking of multiple devices, success rate for message delivery, accuracy of messages, and system operational reliability.

12.2-FH2 Advanced Rapid Non-destructive test method to determine chemical composition of concrete materials in the field

Deterioration of concrete structures is caused by many different mechanisms, such as reinforcement corrosion, sulfate damage, freezing and thawing, and alkali-silica reactivity. Extracting concrete cores and conducting laboratory analyses are the most common methods for determining the cause of deterioration of concrete structures. For example, a common form of assessment of chloride1 content in concrete consists of extracting and analyzing concrete cores by means of chemical testing such as titration. Although these methods are relatively accurate, they are destructive, labor intensive, time consuming, and costly. The challenge State DOTs and other highway agencies face is performing analytical chemistry testing on concrete structures in the field and obtaining test results accurately and rapidly.

There is a need for an inexpensive, portable device and protocol that can easily be used in the field to determine chemical composition of materials in concrete structures (on the surface and below the surface of concrete) non-destructively. This will assist field engineers to determine the cause of deterioration of the concrete, and to take suitable measures at the appropriate time to minimize further deterioration of the concrete.

Phase I objectives:
The overall objective of the proposed study is to investigate and develop an inexpensive, rugged protocol capable of determining chemical composition at the surface and below the surface of concrete non-destructively. The protocol at a minimum should meet the following:

• Provide a real- time chemical composition of materials in concrete at surface and below the surface (up to 2 inches) non-destructively.
• Yield highly precise quantitative results of chemical composition of materials in concrete structures that have been exposed in harsh environments (e.g., deicing, etc.) and those with treated, deteriorated concrete (e.g., silane, siloxane, lithium compound, etc.)
• Be easy to calibrate and operate in the field.
• Capable of storing data during testing and transferring the data to a laptop computer.
• Compact and portable to be carried in the field.
• Rugged enough for normal inspection operation in the field.
• Safe to operate.

Expected Phase I Outcomes:
Phase I will demonstrate the feasibility of a protocol to conduct field tests rapidly and accurately and determine the chemical composition of materials in concrete. Outcomes expected from the Phase I include a detailed concept that demonstrates the viability of the protocol that satisfies the series of test results as described below:

Laboratory Testing
1. Coordinate with highway agencies and extract cores from deteriorated structures and conduct series of tests as listed below:

• Conduct tests on extracted concrete cores from structure(s) affected by alkali-silica reactivity.
• Conduct tests on extracted concrete cores from structure(s) affected by steel corrosion.
• Conduct tests on extracted concrete cores from structure(s) with sulfate damage.

Determine the chemical composition of materials using the protocol and verify the cause of deterioration.

2. Coordinate with highway agencies and extract cores from deteriorated structures and conduct series of tests as listed below:

• Conduct tests on extracted concrete cores from structure(s) treated with lithium² compound including lithium nitrate.
• Conduct tests on extracted concrete cores from structure(s) treated with silane³, and siloxane⁴.

Determine the chemical composition substances and verify the depth of the penetration of substance (e.g. lithium compound including lithium nitrate, silane, and siloxane).

Expected Phase II Outcomes:
Phase II efforts include refining the protocol system (product) and demonstrating that the system meets the objectives specified in the contract.

12.2-FH3 Pedestrian Auto Enforcement Program (PAEP)

This Phase I project will combine two countermeasures that are critical for intersection safety in urban areas throughout the country. It will link the enforcement of red light running with pedestrian safety to enhance the safety and improve the environment for motor vehicles, pedestrian and other road users. This project combines existing technology that has not been used before in this application. It will enhance enforcement of existing pedestrian laws at legal crossings by using automated enforcement. Similar to Red Light Running Cameras, this project would use pedestrian detection technology combined with automated enforcement technology to issue citations to vehicles that do not yield or stop for pedestrians at legal crossings.

Background:

Although vehicle to vehicle crashes can be tragic, there is a higher risk of fatality or serious injury in a vehicle to pedestrian crash. In New York, for example, over 25% of the annual fatalities are attributable to vehicle to pedestrian crashes. Red Light Running Programs have existed for many years and have been proven to reduce serious injury and fatality crashes. Establishing a similar program for pedestrians can lower the rate of pedestrian fatalities, as it would target vehicles that don't yield or stop for pedestrians at legal crossings. Although Engineering and Education improvements can increase safety, the third E, enforcement, is also needed to achieve the best effective results. However agencies do not have the resources to place law enforcement officers everywhere they are needed. The PAEP will assist in closing this gap.

The technology to detect pedestrians is available. Companies such as Google, Volvo, BMW, and Volkswagen are developing autonomous vehicles which can detect pedestrians. Red light camera technology has been around for several years. Merging the two concepts would provide a tool an agency can utilize in a city, county or Statewide for much less cost than the resources needed to provide a similar level of effort with uniformed police presence. With the proper marketing the PAEP should lead to better compliance of yield and stop laws, which should reduce crashes, which will reduce fatalities and injuries, as it's the case with motor vehicle red light running programs.

Phase I:

Develop a PAEP where information can be captured to warrant citing vehicles that do not yield or stop for pedestrians at legal controlled crossings. The infraction, just as with the red light running program, would have to be validated by a police officer and be given due process prior to disposition. Although it appears pedestrian detection technology and video detection/photo enforcement is the most viable form of executing the desired program, we would encourage companies to explore all forms of technology.

Potential Benefits: First and foremost we believe the PAEP has the potential to dramatically reduce the number of pedestrian injuries and fatalities.

Existing Red Light Camera technology provides video of the incident before and after the incident. Video allows law enforcement officers as well as judges to view the motorist infraction and determine fault; therefore reducing the chances of a successful challenge to a citation. An opportunity to educate the public about pedestrian safety exists with the start and continuation of the PAEP.

The PEAP could be revenue neutral, or it may generate revenue. If revenue was part of the motivation of this program, implementing agencies may consider spending the revenue generated to improve pedestrian or roadway safety.

Challenges: Although Red Light Running cameras have been effective at reducing the number of red light runners, and as a surrogate to crash reduction at intersections, it has also had its fair share of negative press due to the focus on revenue generation. Safety is the primary purpose of this project. FHWA believes that people will accept pedestrian automated enforcement because of the consequences of a vehicle to pedestrian crash is so much more serious, especially for children and older pedestrians that are even more vulnerable at even slow speeds. Therefore the challenge of kicking off the program in a positive manner is crucial.

Not all agencies may have the laws to allow a PAEP. The New York City Metropolitan Transportation Authority, for example, is an agency that may be able to pilot the PAEP. Emmett McDevitt, safety engineer for the NY Division office, has shown support for the program and believes the program would complement the pedestrian safety efforts currently in place in New York City.

In addition, data collected of pedestrians violating the law could help law enforcement with prioritizing where they focus their enforcement activities.

Expected Phase I Outcomes:

A detailed concept of operations that demonstrates the viability of using new or existing technology to detect and capture information of vehicles that fail to yield to pedestrians at intersections or other legal crossings.

Expected Phase II Outcomes:

Fully developing and demonstrating a working product that detects vehicles violating pedestrian's right of way at intersections or legal crossings, captures and provides accurate information on the violators successfully.

12.2-FH4 Tracking of heavy vehicles for estimating heavy load distribution across the highway system and Weigh-In-Motion Calibration

There are now over 5,000 permanent volume counting sites with over 2,500 of them being classification sites and 800 of them being weigh-in-motion (WIM) sites. There are thousands of additional loop sensors deployed at ITS and signalized intersections and ramps. New advances in vehicle signature sensors such as inductive loop signature sensors, magnetic signature sensors, and Bluetooth signature equipment allow us to obtain the necessary elements to allow for the re-identification of heavy vehicles between WIM sites.

Utilizing vehicle signatures, reidentification can tie information on individual vehicles from WIM sites with their rich details (speeds, vehicle length, axle spacings and axle weights) to less complicated classification and volume sites and even signalized intersection locations. By comparing the weights of the same vehicle at consecutive WIM sites systems, out of calibration sites could also be identified. Variances in axle spacings, vehicle lengths, speeds and weights could be used identify problems and keep all sites working at their optimum level. With detailed origin and destination information and link speeds by vehicle type it might be possible to calculate travel patterns for all vehicle types and thus loading distributions for pavement design to level 1 (site specific) specifications. (see References 1-4)

Expected Phase I Outcomes:
Phase I will develop a re-identification tool that will use loop signature detectors at two existing WIM stations (at least 30 miles apart). The system will uniquely classify and identify vehicles and tag them with the full WIM measurement data and transfer that information to a downstream WIM station for processing and reidentification of the same unique vehicle on a per lane basis at each site. The system will then use statistical methods to determine which measured values are out of bound using speed, expected arrival time and known site specific information to predict vehicles arrivals. The system will use direct communication with the sensor cards. The system software must allow for output of vehicle: signature, speed, vehicle bumper-to-bumper length, axle spacing(s), axle weight(s) data. Phase I will include a state partner so that user feedback is incorporated in to the basic system design. Phase I will conclude with a demonstration of the concept as a system of hardware and software to use existing methods to re-identify vehicles and apply measurement statistics between two WIM sites (at least 30 miles apart). The demonstration shall track attributes of vehicle and calibration values to include speed, vehicle length, axle spacing, and axle weight.

Expected Phase II Outcomes:
Phase II will extend the software and hardware capabilities from being able to handle two sites to being able to handle up to 15 independent Weigh-in-Motion, Classification and counting sites. In addition, the Phase II system will add origin and destination data, link speeds, and network movements of vehicles. The Phase II system will use the data from the WIM sites to apply advanced vehicle attributes to re-identified vehicles at non-WIM sites. Phase II will include the design of environmentally hardened electronics that meets or exceeds requirements for NEMA, 170, 2070 and ATC cabinet interfacing and other related requirements. The system shall allow for interpolation of calibration adjustments, adjustment of parameters and for the use of the flat file data by researchers for further data mining. Phase II will develop an independent open source visual validation and verification system based on the CalTrans system developed by Joe Palen, of their research office, to be used to validate the correct operation of sensor systems (see references 5 and 6). The final system design would use encryption and other techniques based on the text "Translucent Databases" (reference 7) to assure that hackers and others could not link data from the system with other data to match the uniquely identified vehicles in the system to their real world owners.

NOTE: Vendors or researchers of signature and Bluetooth sensor systems include but are not limited to Berkeley Transportation Systems, CLR Analytics, Diamond Traffic, Reno A&E, Eberle Design, Sensys, and TRAFFAX.

References:
(1) Liu, Hang; Jeng, Shin-Ting(indy); Tok, Yeow Chern Andre; Ritchie, Stephen G.; Commercial Vehicle Classification using Vehicle Signature Data, 88th Annual Meeting of the Transportation Research Board, 2009 January 11, Washington D.C. www.uctc.net/papers/860.pdf
(2) Gary E Shoup, Traffic Signal System Offset Tuning Procedure Using Travel Time Data, MSCE Thesis, December 1998
(3) Benjamin Andre Coifman, Vehicle Reidentification and Travel Time Measurement Using Loop Detector Speed Traps, 1999
(4) Yeow Chern, Andre Tok, Commercial Vehicle Classification System using Advanced Inductive Loop Technology, 2008, UCTC PhD Dissertation
(5) OVERHEAD TRAFFIC DETECTOR MOUNTING SYSTEM, FINAL TECHNICAL REPORT
(6) SuWhan Kim, A Skarbonis, Multi-Sensor Traffic Data Fusion, Berkeley Highway Laboratory-Path Paper UCB-ITS-PWP-2003-3
(7) Translucent Databases 2nd Edition: Confusion, Misdirection, Randomness, Sharing, Authentication And Steganography To Defend Privacy, CreateSpace, Peter Wayner, Jan 8, 2009, ISBN-13: 978-1441421340

12.2-FH5 Three dimensional mapping of utilities and underground infrastructure for intersection design, repair or reconstruction

There are thousands of intersections on the highways across the United States which must be modified for the addition of new underground infrastructure or rebuilt due to deterioration or obsolescence. The presence of underground features and infrastructure and the condition of the subgrade and supporting soils needs to be accurately characterized prior to construction, repair or reconstruction. Missing or inaccurately locating underground utilities, wires or infrastructure can cause serious problems during the construction process.

Recent research has identified the possibilities of mapping in-pavement sensors and access wires to the sensors (small and large) using ground penetrating radars, ultrasonics and other techniques.

Therefore, to improve the safety and effectiveness of intersection construction or reconstruction, research needs to be done into what types of in-pavement and below-pavement infrastructure can be located and mapped in three dimensions. To be successful, the system should be capable of locating the following features:

1. Magnetometer and magnetic sensor structures, and access wires to the sensors
2. Electrical wires
3. Small and large water, gas or other utility feeder pipes
4. Very large storm and sewage drainage pipes
5. Other underground structures
6. Water and moisture intrusions
7. Three dimensional location and visualization of the above within the structure of the roadway and soil or rock substructures below it,

Expected Phase I Outcomes:
Outcomes expected from Phase I include a detailed proof of concept that demonstrates the viability of accurately locating and sizing the in-pavement and below-pavement items identified above in three dimensions. A prototype marketing strategy that anticipates how such a system could be marketed and a possible deployment strategy based on a cost benefit approach shall also be developed.

Expected Phase II Outcomes:
Phase II outcomes include developing a product and visualization software for utilizing the outputs of the product. A "laboratory" application at a site such as the FHWA R&D Accelerated Loading Facility would be necessary to demonstrate accuracy and ease of use with a test pavement section with underground sensors, wires and pipe facilities located similarly to real world conditions to demonstrate to the market the viability of this approach. A "real world" demonstration in conjunction with a real world intersection reconstruction of an intersection would then be conducted to complete the proof of commercial prototype. The ability to create "as-built" plans of the intersection will be a requirement.

NOTE: The technology to be used in developing this tool is specifically not specified. The offeror must propose a technology or technologies and justify why it will meet the needs described above.

Federal Railroad Administration (FRA)

12.2-FR1 Small Scale Diesel Generator for Railway Applications

The Federal Railroad Administration (FRA) is actively supporting the development of technologies that will ensure the safety of the US railway system. One objective of this research is to develop autonomous inspection technologies to increase conditional awareness of track safety and maintenance issues. These inspection systems operate without human interaction and are deployed on freight and passenger railway vehicles. Many of these technologies require electrical power to collect and disseminate data while traveling in train sets. Some of the required power can be supplied by on-board solar, wind harvesting, and battery systems, however, these systems are unlikely to satisfy system power requirements under all possible conditions. Supplemental electrical power is needed to ensure inspection system availability. A small scale diesel fueled electrical generator or fuel cell is needed. The FRA has a preference for systems that are lightweight, compact in size, and energy efficient with the following performance characteristics:

• 200 to 500 watts total output.
• Regulated (clean) output waveform (AC or DC current) suitable for battery charging and direct powering of sensitive electrical instruments.
• Operation with standard, railroad locomotive-grade diesel fuel.
• Self-starting, self-stopping operation from external trigger.
• 80% duty cycle rating.
• 90-day minimum maintenance interval.
• Mounting systems and environmental protection suitable for exterior mounting to the under floor of a freight-type railcar.
• System fault logic and other features to prevent unsafe operation.

Expected Phase I Outcomes:
The Phase I outcome for this project should be delivery of a prototype generator or fuel cell suitable for limited field testing. Design data, laboratory performance test reports and maintenance requirements documentation will also be a requirement for the Phase I work.

Expected Phase II Outcomes:
The expected Phase II work will involve the production of a system capable of extended field testing.

12.2-FR2 System for Prevention of Lens Surface Contamination

At least one of the track inspection systems currently utilized by the Federal Railroad Administration (FRA), as well as the railroad industry, includes a critical lens component. It is common for this lens component to become covered with water and mud when in use. As a result, the quality of the data collected with the system degrades. FRA desires an innovative solution for keeping particles, specifically water and mud droplets, from making contact with the surface of this lens. Prior systems have focused on periodic cleaning of the lens (for example, using rolling film and wipers) while in service. Such systems have proved unsatisfactory. The focus of this research topic is to design a system for preventing water and mud particles from reaching the lens surface. The system may use an air flow or other alternative means to achieve this goal. A cylindrical tube may be used in order to contain the air flow. The diameter of the tube must be at least wide enough to accommodate the lens, and the maximum allowable length of the tube will be a function of distance away from the lens as the tube cannot interfere with a diverging laser beam that exits the lens. All other evaluation criteria being equal, systems with superior power efficiencies will be rated higher.

Expected Phase I Outcomes:
The Phase I outcome will include delivery of a prototype unit suitable for lab testing and limited field testing. Design data, laboratory performance test reports and maintenance requirements documentation will also be a requirement of Phase I work.

Expected Phase II Outcomes:
The Phase II outcome will be to develop a system capable of extended field testing.

Federal Aviation Administration

12.2-FA1 Creating Spatial Disorientation in Flight Simulation

Loss-of-control is the leading cause of fatalities worldwide in the commercial jet fleet. A Federal Aviation Administration study categorized approximately 10% of the 75 loss-of-control accidents, occurring between 1993 and 2007, being due to pilot spatial disorientation. Such disorientation can arise from limitations in human perception arising from the inner-ear sensor capabilities. A typical example is the perception of pitching upwards that occurs while accelerating on a level runway during the takeoff roll. Comparable perceptual errors that have occurred in flight have caused some pilots to apply inappropriate control inputs, which have contributed to loss-of-control accidents. Since flight simulators are used to train the vast majority of pilots in the commercial jet fleet, it would be helpful to determine what types and levels of spatial disorientation can be simulated in simulators with widely varying capabilities. To effectively allow simulator users to maximize the capability of their simulator to simulate spatial disorientation, a software prototype is needed with the following attributes:

1. It provides succinct and effective spatial disorientation academic information that is useful for commercial jet pilots prior to simulation training.
2. It accounts for varying simulator motion and visual capabilities when determining what spatial disorientation situations may be possible to simulate.
3. It quantifies the differences that may result between in-flight spatial disorientation and the simulated spatial disorientation owing to the simulator limitations.

The product described is expected to reduce the number of fatalities in commercial jet aviation due to spatial disorientation.

Expected Phase I Outcomes:
Outcomes expected from the Phase 1 include a detailed concept that demonstrates the viability of creating a prototype that satisfies the attributes described above.

Expected Phase II Outcomes:
Phase 2 efforts include developing a working prototype accomplishing the identified attributes. The accomplishment of the attributes must be demonstrated in a motion-based Level D flight simulator.