FY24.1 SBIR Appendix A.pdf

APPENDIX A: U.S. DOT SBIR Proposed FY24.1 Phase I Research Topics

Contents Federal Highway Administration (FHWA)

24-FH1: Next-Generation Sensing and Communication Technology for Cooperative Driving Automation

24-FH2: Carbonated Recycled Concrete Aggregate

24-FH3: Low-cost, Rapid Assessment of Bridge Deck Chloride Content in Concrete

Federal Motor Carrier Safety Administration (FMCSA)

24-FM1: Commercial Motor Vehicle (CMV) Trailer Stability Sensor

Federal Railroad Administration (FRA)

24-FR1: Portable Special Trackwork Measurement System

Federal Transit Administration (FTA)

24-FT1: Electric Vehicle (EV) Battery – Improved Cooling/Heating Management System to Suppress Overheat and Fire

24-FT2: Mitigation of Cybersecurity Failures

24-FT3: The Reduction of Auxiliaries Power Demand on Electric/Battery Operated Transit Buses ... 16

National Highway Traffic Safety Administration (NHTSA)

24-NH1: Algorithms for computer vision inside and outside the vehicle

24-NH2: Device for Automatic Seat Belt Use Detection, Data Collection, and Driver Feedback

24-NH3: Evaluating the Performance of Driver Monitoring Systems: Human Surrogate Design

24-NH4: Lightweight Universal Docking Interface Geometry (UDIG) Manual Wheelchair Attachment

24-NH5: Prehospital Post-Crash Care Systems Improvement

24-NH6: Anchor Design for Universal Docking Interface Geometry

Pipeline and Hazardous Materials Safety Administration (PHMSA)

24-PH1: Innovative Solutions for Internal Corrosion Control of Hazardous Liquid Pipelines

24-PH2: Survivability of Hazardous Materials Placards

24-PH3: Non-Destructive Testing of High-Pressure Cylinders

24-PH4: Rail Car Coupling Monitoring

24-PH5 Biodegradable Casting for Fireworks

Federal Highway Administration (FHWA)

About Us: FHWA’s Research, Technology, and Education (RT&E) Program strives to generate new solutions, build more effective partnerships, and provide better information and tools for decision making, which will enable the nation to enhance and make the best investments in the U.S. transportation system.

FHWA’s RT&E program supports research and development (R&D) to improve safety; the mobility of people and goods; stimulate growth, productiveness, and competitiveness; reduce congestion; improve durability and extend the life of transportation infrastructure, accelerate project delivery, and the transition to a transportation system that provides an equitable approach that serves all road users, including those in social and demographic communities that are underserved in access to mobility options and disproportionately represented in preventable and fatal injury.

The program accelerates the adoption of proven innovative practices and technologies as standard practices to significantly improve: safety, system efficiency, infrastructure health, reliability and performance, and a balanced approach to provide livable/sustainable communities across the Nation.

24-FH1: Next-Generation Sensing and Communication Technology for Cooperative Driving Automation

A suite of sensing and communication technologies is required to enable cooperative driving automation (CDA). While these systems often complement each other, it is still notable that multiple systems and varied physical devices are required on-board vehicles and within the infrastructure. The systems must be integrated, and data must be translated to ensure effectiveness. Given the limitations on the radio wavelength spectrum (generally within the 5.9 Ghz band), multiple and varied communication systems are required to overcome latency and demand/throughput challenges to ensure timely communication of critical information. To help with this, it would be beneficial to the surface transportation network if:

• Deployed CDA systems residing on both vehicles and infrastructure could be integrated into a single system with a smaller form factor, which could facilitate faster deployment.

• The sensing systems could save energy and computational resources by only focusing on ‘relevant’ objects while ignoring other ones (e.g., ignoring trees on the side of the road as those may be part of the internal map, but focusing on pedestrians, vehicles, and other non-static objects on or near the roadway).

• Alternative, non-traditional, reliable methods of communication could be available (e.g., using the light spectrum rather than the radio wavelength spectrum).

Such benefits would yield a small, computationally powerful, and energy-efficient sensing system that is also able to communicate with other systems without being restricted to the 5.9 Ghz band. These benefits allow for more efficient development and testing of CDA functions in support of Transportation Systems Management and Operations (TSMO) use cases, one of the goals of the Automation and Connectivity program as laid out in FHWA’s Annual Modal Research Plan (AMRP).

If realized, such benefits have the potential to completely transform the surface transportation network.

This supports the USDOT’s Innovation principles by helping America win the 21st century by pursuing potentially transformative transportation technologies; by pushing for new and innovative solutions through experimentation; by leveraging advances in early-stage research; by providing opportunities to collaborate across modes; and by demonstrating flexibility to pursue new technological approaches as they become available.

https://www.transportation.gov/research-and-technology/federal-highway-administration-2023-annual-modal-research-plan

The proposed solution would be a single, integrated device that can perform both sensing and communications functions to support CDA requirements. This includes environmental awareness, distance and velocity calculation, object identification and tracking, and the ability to communicate with other vehicles and the infrastructure. It is not a requirement that the system utilize existing sensing or communication standards. The system will also be manufactured and sold at a price point that will facilitate adoption at scale.

The proposed solution needs to be able to:

• Scan the environment to detect objects including vehicles, pedestrians, bicyclists, roadway obstacles

(i.e., static or non-static entities on a road that would not be captured on a traditional high-definition map, such as debris), and certain roadway features and/or conditions (e.g., ice);

• Track all detected objects (to include position, velocity, orientation, and acceleration);

• Share vehicle, environmental, and basic safety information with vehicles and the infrastructure; and

• Have the ability to be energy and computationally efficient, as needed, only tracking and/or communicating about certain ‘objects of interest’.

The proposed solution should be compatible with both on-board vehicle and infrastructure installations.

The communication latency should be comparable to or better than Dedicated Short Range Communications (DSRC) / Cellular vehicle-to-everything (C-V2X) latencies to enable safety critical applications. In addition, the processing latency/ response time should be comparable to, and hopefully exceed, current sensing technologies. The sensing resolution should identify objects at a sufficient distance and accurately support safe, reliable deployment in an operational environment. The system must also securely send encrypted messages. Meaning, it should authenticate the identity of each sending entity such that only authorized entities are allowed to send and receive messages. The system must also have a method of ensuring data integrity such that it cannot be tampered with during transmission.

The potential market for this solution includes all system operators, original equipment manufacturers (OEMs), and suppliers that manufacture or deploy CDA-based sensing and communication technology.

This would include vehicle manufacturers, including personal vehicles as well as buses, trucks, and all other highway transportation modes. It would also include manufacturers of infrastructure-based sensing and communication technologies. There is potential for integration into other markets as well such as aviation and national defense.

Expected Phase I Outcomes At the end of Phase I, the awardee will identify the necessary sensing and communication parameters required to support CDA. The proof-of-concept report will:

• Provide technical specifications related to each parameter.

• Describe the final form factor and technical requirements for deployment in an operational environment

• Present a system integration plan that outlines how the system will support CDA requirements and how it can be integrated into vehicles and the infrastructure.

The awardee will also identify potential partners for development and testing in Phase II, including

FHWA.

Expected Phase II Outcomes At the end of Phase II, the awardee will provide final specifications and requirements for a fully operational system. Phase II shall develop and demonstrate a working prototype of the proposed system that meets the requirements. The awardee shall perform at least one demonstration of the operational system at the FHWA’s Turner-Fairbank Highway Research Center. The awardee will also develop a final system integration plan that identifies the requirements for deployment in the operational environment.

The system integration plan will include a description of the potential applications to support USDOT goals related to CDA, the entities required to facilitate deployment for each application, and the specific technical requirements for each application.

Technical References Li, Y., & Ibanez-Guzman, J. (2020). Lidar for autonomous driving: The principles, challenges, and trends for automotive lidar and perception systems. IEEE Signal Processing Magazine, 37(4), 50-6.

https://arxiv.org/pdf/2004.08467 https://arxiv.org/pdf/2004.08467

24-FH2: Carbonated Recycled Concrete Aggregate

Sustainability is becoming increasingly important for concrete pavements to remain competitive in today’s pavement market. Virgin aggregates are becoming more difficult to locate within reasonable proximity of a job site; this is particularly so for locating aggregates of good quality. For example, some states in the southeast must transport aggregates considerable distances to produce concrete with good quality aggregates. The supply of high-quality aggregate is dwindling, and this resource scarcity can be mitigated by harvesting or recycling existing materials. The pavement industry historically has used waste materials and recycled materials to enhance performance and improve sustainability (i.e., use of supplementary cementitious materials (SCMs) and recycled asphalt pavement (RAP)). However, further opportunities exist for recycling existing concrete pavement into recycled concrete aggregate (RCA).

RCA has been thoroughly researched and allowed in many state specifications because of the possibility of reducing materials waste transport and decreasing the environmental impact of concrete pavement.

Despite these benefits, the implementation and utilization of RCA remain underutilized throughout the nation. The sustainable character of RCA not only resides in the possibility of reducing the use of virgin aggregates but also in sequestering carbon dioxide through carbonation. Introducing concentrated forms of carbon dioxide to RCA has the potential to react with the lime (calcium oxide or CaO) in existing cementitious products to promote mineralization or limestone development. Carbonated RCA therefore has the potential to further reduce embodied carbon emissions of concrete pavement by reusing waste materials, reducing landfill waste, reducing demand for virgin aggregates, and improving RCA quality.

RCA also has a high technology readiness level and only requires buy-in from infrastructure contractors to allow for field implementation. Carbonating RCA could improve RCA performance further, making this the ideal technology for accelerating RCA’s usage.

Overall, this SBIR topic seeks to create a device to carbonate RCA or a product of carbonated RCA that could be implemented in a field concrete transportation infrastructure mixture. A device for carbonating RCA should be limited to that which can be used and regularly maintained by a mechanic or typical concrete batch plant operator. This proposed solution will contribute to the Department’s strategic objective of substantially reducing greenhouse gas emissions tied to transportation-related infrastructure and designing for the future by investing in purpose-driven research. This work supports the FHWA strategic objective of enhancing the performance of the nation’s transportation system through research and accelerated development and deployment of innovative technologies by using carbonated RCA to replace virgin aggregates in concrete infrastructure mixtures. Specific stakeholders that could be involved in the evaluation and testing phase include the FHWA Office of Infrastructure R&D, one or more progressive state highway agencies, and academic institutions that are interested in implementing this technology.

The solution to this challenge is practical equipment and methodology that can be used by construction contractors to carbonate RCA existing on the jobsite or at the concrete production plant where construction debris and contaminants may be more readily separated. The use of equipment and methodology should result in an overall reduction of a concrete pavement’s carbon emissions, and this reduction of carbon emissions should be quantified for the device and product. When quantifying the carbon emissions reduction for the product, the following should be considered:

• Processing needed to reduce the recycled concrete to appropriate gradations for aggregate,

• Processing needed to reuse the recycled concrete as an aggregate in a concrete mixture,

• Processing needed to inject or apply the carbonation,

• Processing needed to store the carbon dioxide for later injection or application,

• Transportation associated with the processing of the RCA, and

• Transportation of the carbon dioxide to the location of injection into the concrete aggregate.

Existing solutions utilize CO2 in flue gases and necessitate transport of RCA to the flue gas source (e.g., power plant) for treatment followed by transport of carbonated RCA to a concrete production plant. In addition, the solubility of the CO2 drops significantly in the presence of other gases (SO2 and NOx) thereby possibly limiting the effectiveness and lengthening the time required to carbonate the RCA. When quantifying the carbon emissions for the device, the following should be considered:

• The materials used in device creation,

• Processing used in device creation, and

• Operation of the device at a job site or batch plant.

The performance evaluation of the RCA should consider workability, freeze-thaw, chloride migration, water absorption, shrinkage, strength, and resistivity of a typical concrete pavement mixture using virgin aggregates compared to RCA.

The opportunity for commercialization in the U.S. is extremely high. Many public agencies reconstruct concrete infrastructure, allowing ample opportunity for recycling of concrete into aggregate for implementation into the next concrete mixture to be placed. This practice would reduce carbon emissions and the often significant costs associated with the transport of the RCA and virgin aggregates.

Expected Phase I Outcomes The Phase I project is expected to result in a proof-of-concept report that (1) describes the evaluation of the product or device proposed with regard to performance and carbon emissions, (2) provides a detailed scientific basis for the operation of the product or device, and (3) shares a description of the proposed prototype(s). The report should:

• Include an estimated timeline for the prototype(s) production, evaluation, and accuracy verification;

• Provide recommendations for the nature of the RCA to be used in field implementation of the carbonated RCA product or device (i.e., what limitations in useful RCA can be anticipated? What happens to reinforcement or dowel bars found in the RCA? How portable or adaptable to existing concrete production plants?);

• Present an estimated market size of the final prototype;

• Discuss critical opportunities and obstacles to implementation;

• Describe the performance testing of the proposed product or on a product that used the proposed device to demonstrate that mineralization of the material occurs as a result of the carbonation of the proposed product or as a result of using the proposed device; and

• Illustrate a practical and tentative plan for verification and demonstration to be conducted in Phase II.

Expected Phase II Outcomes Phase II will include the development and demonstration of a market-ready prototype for user testing and possible commercialization with the ability to demonstrate scalability of the technology for field implementation on a typical construction site. Phase II shall perform further refinement of the concept, design, and fabrication of the prototype(s) and conduct analytical and experimental verification. In order to increase the likelihood of effective implementation, the experimental verification will include experimentation with:

• A wide range of concrete mixture types (e.g., paving, structural bridge deck, pre-cast),

• Recycled concrete aggregate types (e.g., RCA from infrastructure older than 20 years, RCA from concrete with alkali-silica reaction, RCA from concrete with known chloride penetration, and RCA with no known history), and

• Different environments (e.g., severe or minimal freeze-thaw exposure, severe or minimal wet-dry cycling, hot and humid, hot and dry, cold and dry, etc.).

Another final outcome is the delivery of a final prototype device(s) or at least 400 lbs of product to FHWA for evaluation on shadow projects with owner agencies.

The device to carbonate the concrete material existing on the jobsite should be field implementable (able to be used at a typical concrete pavement construction site) and scalable to accommodate typical infrastructure construction project needs. Performance testing should occur to demonstrate that the mechanical and durability performance of a concrete with carbonated RCA is at least comparable to the performance of a concrete with virgin aggregates, and the workability of a concrete with carbonated RCA is at least comparable to the performance of a concrete with virgin aggregates.

Technical References Jean Michel Torrenti, Ouali Amiri, Laury Barnes-Davin, Frédéric Bougrain, Sandrine Braymand, Bogdan

Cazacliu, Johan Colin, Amaury Cudeville, Patrick Dangla, Assia Djerbi, Mathilde Doutreleau, Adelaïde Feraille, Marielle Gueguen, Xavier Guillot, Yunlu Hou, Laurent Izoret, Yvan-Pierre Jacob, Jena Jeong, Jean David Lau Hiu Hoong, Pierre-Yves Mahieux, Jonathan Mai-Nhu, Heriberto Martinez, Vincent Meyer, Vincent Morin, Thomas Pernin, Jean-Marc Potier, Laurent Poulizac, Patrick Rougeau, Myriam Saadé, Lucie Schmitt, Thierry Sedran, Marie Sereng, Anthony Soive, Glaydson Symoes Dos Reys, Philippe Turcry, The FastCarb project: Taking advantage of the accelerated carbonation of recycled concrete aggregates, Case Studies in Construction Materials, Volume 17, 2022, ISSN 2214-5095.

https://doi.org/10.1016/j.cscm.2022.e01349

Sereng, M., Djerbi, A., Metalssi, O. O., Dangla, P., & Torrenti, J. M. (2021). Improvement of recycled aggregates properties by means of CO2 uptake. Applied Sciences, 11(14), 6571.

https://www.mdpi.com/2076-3417/11/14/6571

Poon, C. S., Shen, P., Jiang, Y., Ma, Z., & Xuan, D. (2023). Total recycling of concrete waste using accelerated carbonation: A review. Cement and Concrete Research, 173, 107284.

https://www.sciencedirect.com/science/article/abs/pii/S0008884623001989

Recycled Concrete Aggregates: Current Practice, Implementation Challenges and New Guidance, Tara L.

Cavalline, PhD, PE, University of North Carolina at Charlotte. Presented at NIST Workshop:

Fostering a Circular Economy and Carbon Sequestration for Construction Materials. June 8, 2022. https://www.nist.gov/document/circular-economy-cement-workshop-tara-cavalline-recycled-concrete-aggregates-concrete

FHWA Tech Brief, Advancing Concrete Pavement Technology Solutions: Use of Recycled Concrete Aggregate in Concrete Paving Mixtures, February 2022.

https://www.fhwa.dot.gov/pavement/concrete/pubs/hif22020.pdf

The FastCarb project (Accelerated carbonation of recycled concrete aggregate), Website:

https://fastcarb.fr/en/home/ https://doi.org/10.1016/j.cscm.2022.e01349 https://www.mdpi.com/2076-3417/11/14/6571 https://www.sciencedirect.com/science/article/abs/pii/S0008884623001989 https://www.nist.gov/document/circular-economy-cement-workshop-tara-cavalline-recycled-concrete-aggregates-concrete https://www.nist.gov/document/circular-economy-cement-workshop-tara-cavalline-recycled-concrete-aggregates-concrete https://www.fhwa.dot.gov/pavement/concrete/pubs/hif22020.pdf https://fastcarb.fr/en/home/

24-FH3: Low-cost, Rapid Assessment of Bridge Deck Chloride Content in Concrete

Chloride infiltration into concrete is the major cause of corrosion-induced delamination in steel-reinforced bridge decks. Repairing delaminated concrete is a major cost factor in bridge deck rehabilitation.

Knowledge of the quantity and location of chlorides in bridge deck concrete is an important factor in decisions relating to the type and extent of repairs. Few methods exist to determine chloride content in bridge decks. The most widely used method requires closing traffic lanes, extraction of large numbers of core samples, and laboratory testing for chloride. While providing quantitative information, this method is expensive and time-consuming, it slows traffic and can be a potential safety hazard. Because cores are discrete samples, they often produce inadequate information on the bridge deck condition and chloride quantities.

NCHRP IDEA project #208, Determining Bridge Deck Chloride Quantities Using Ground Penetrating Radar, investigated the use of ground-penetrating radar (GPR) methods for determining chloride quantity in bridge decks nondestructively. However, the work was limited to laboratory experimentation and theoretical modeling. This work recommended that additional research be conducted to further develop the GPR method independent of calibration core samples.

A method is needed that is fast, accurate, and low-cost and provides quantitative information on chloride content over the entire bridge deck. Such a method would permit improved repair strategies by identifying chloride-contaminated concrete and thereby improving the effectiveness of repairs. This project would further develop the GPR methods, as well as other nondestructive evaluation (NDE) method(s) and system(s) for measuring chloride content at the level of the reinforcing steel embedded in concrete and the chloride content profile, preferably without the need of calibrating core samples. The method should require minimal field work and be least disruptive to traffic. The method should account for variables that may affect the chloride content measurements. The work should include numerical modeling, laboratory experiments, and field work.

This study aims to provide bridge owners with detailed information on the quantity and location of chlorides in their bridge decks, thereby improving the effectiveness of repairs, reducing the cost of maintenance and repairs, and potentially increasing the lifespan of the bridge deck. Highway departments and bridge owners could save millions of dollars in repair costs, better prioritize repairs, and see extended lifespans for their bridges. The traveling public will benefit from improved safety as well as the potential avoidance of thousands of hours of traffic slowdowns and lane closures.

Expected Phase I Outcomes Outcomes from Phase I include a detailed proof-of-concept prototype for NDE technologies that can rapidly measure the levels of chlorides at various depths in concrete bridge decks. The method(s) employed need to be rapid, accurate, repeatable, reliable, and economical, requiring minimal field work and traffic disruption. The report on this proof-of-concept should adequately describe:

• The proposed prototype, the unique needs and capabilities of the technologies, and how it will enhance current methods of chloride content assessment.

• The method(s) of testing in service.

• Any data algorithms developed to interpret, analyze, and visualize the data, and a framework for how the results can be applied for asset management of highway bridges.

Phase I outcomes should also demonstrate the prototype’s technical feasibility and show a path toward Phase II hardware/software demonstration.

https://onlinepubs.trb.org/onlinepubs/IDEA/FinalReports/Highway/NCHRP208.pdf https://onlinepubs.trb.org/onlinepubs/IDEA/FinalReports/Highway/NCHRP208.pdf

Expected Phase II Outcomes and Deliverables Outcomes from Phase II include the development of a commercial, market-ready prototype of the necessary NDE hardware/software developed in Phase I for user testing and possible commercialization.

The prototype should be further demonstrated on both a model and in-service bridge in a manner that demonstrates the rapid assessment of chloride content in the bridge deck.

Technical References None

Federal Motor Carrier Safety Administration (FMCSA) About us: The mission of FMCSA's Office of Analysis, Research, and Technology is to reduce the number and severity of commercial motor vehicle (CMV) crashes and enhance the efficiency of CMV operation by: 1) providing data, producing statistics, and conducting systematic studies directed toward fuller scientific discovery, knowledge, or understanding, and 2) identifying, testing, and supporting technology transfer activities and deployment of CMV safety technologies.

24-FM1: Commercial Motor Vehicle (CMV) Trailer Stability Sensor

Inspections on commercial motor vehicles are done by inspecting tire wear, tire inflation, lighting, brakes, etc. all as independent small systems. Each small system has a variance that is allowed by statute.

However, many factors are not measured or evaluated in a roadside inspection. For instance, a trailer may have a worn suspension system. This creates a deflection of the axle system which places more load on the inside tires and less on the outer tires, likely resulting in a less stable vehicle as it moves down the roads. In addition, there is little attention to balancing the load on a commercial motor vehicle. This is especially true in Less than Truck Load (LTL). Full Truck Load (FTL or TL) can also experience load imbalance as product deliveries are made which shifts the load from balance while full to a “nose heavy” load.

The potential solution aims to ultimately create a low-cost device to measure trailer stability degradation over time. This system could eventually be an add-on or original equipment manufacturer (OEM) device for all trailers that accurately measures and compares trailer stability over time, warning the stakeholders of immediate changes in stability (something is broken) or slow degradation over time (something is wearing) and generating maintenance events before catastrophic system failures causing crashes, injuries, or death.

The goal of this project is to create a device that could measure the drivability or the “system performance” of a semi-trailer to alert the driver in advance of an issue. The solution should be able to measure the stability of the trailer by measuring attributes like flexing, swaying, leaning, bouncing, etc., as the vehicle moves. This device should have the means to measure and detect unsafe conditions (excessive lean, sway, etc.) and have some ability to notify others (law enforcement, driver, fleet owner, etc.) that an unsafe condition exists. Other mechanisms can be measured by inertia including braking systems and loose wheel carriage assemblies.

The system will need to be able to measure the following factors (additional stability measures are also encouraged):

• Side to side lean in degrees

• Movement in G forces in all directions: Jerking, Swaying, Bouncing, Flexing

System requirements include the ability to:

• Record movements to an internal memory source

• Have a wireless component to upload movement information to a cloud-based server.

• Have a notification method for (1) driver – preferably to the electronic logging device (ELD) and potentially to the power unit Controller Area Network (CAN) bus and (2) for others (fleet owner, dispatch, maintenance shop, perhaps law enforcement).

• Compare stabilization over time and indicate decreasing stability.

Expected Phase I Outcomes The outcome of Phase I is a proof-of-concept report and prototype design that identifies how a demonstration on one trailer without trailer electronic stability control (can be an FMCSA-owned vehicle) can show the forces and flexing of the trailer while in operation. The wireless and cloud-based components to be used in Phase II should be identified in Phase I. The prototype design should include an approach for logged data to be downloadable and viewable with an explanation of the vehicle dynamics.

A definition/specification of vehicle stability in all forms must be part of the initial report.

Expected Phase II Outcomes The Phase II outcome requires both testing and demonstration on one trailer without trailer electronic stability control. The solution should be a professionally mounted sensor that obtains power from the power unit. It shall contain wireless notifications for remote stakeholders. It shall have a system for notifying the driver of trailer stability status and any changes that may occur due to aggressive driving, emergency maneuvers, equipment failure, load placement, load shifting, suspension wear, tire inflation changes, or other irregularities.

The system shall have a professional backend analysis tool that can assist fleet owners and maintainers in conducting predictive maintenance on trailers. The system may also provide a driver safety component that compares driver skills in maneuvering trailers (hitting curbs, hard strikes on loading docks, driving too fast around curves, etc.)

The solution may be tested with FMCSA-owned vehicles and will be coordinated further with the U.S.

DOT upon Phase II award. Additionally, testing should involve possible stakeholders (e.g., users or buyers) to provide critical feedback on the viability of the solution for commercial use.

Technical References Winkler, Christopher .B., 1999, Rollover of Heavy Commercial Vehicles. Society of Automotive

Engineers, Warrendale, PA, 1999.

Federal Railroad Administration (FRA)

About Us: FRA’s research, development, and technology (RD&T) mission is to ensure the safe, efficient, and reliable movement of people and goods by rail through basic and applied research, and development of innovations and solutions. Safety is U.S. DOT’s primary strategic goal and thus, the principal driver of FRA’s RD&T program. FRA’s RD&T program also contributes to other U.S. DOT strategic goals because safety-focused projects typically yield solutions toward state of good repair, economic competitiveness, and environmental sustainability goals. The RD&T program also has an important role to play in workforce development.

FRA’s RD&T program is founded on an understanding of safety risks in the industry. Hazard identification and risk analysis allows us to identify opportunities to reduce the likelihood of accidents and incidents, and to limit the consequences of hazardous events, should they occur. Key strategies include stakeholder engagement and partnerships with other researchers such as the Association of American Railroads, prioritization of projects, and conducting research through cost-effective procurement.

24-FR1: Portable Special Trackwork Measurement System

Special trackwork, defined as “trackwork requiring special attention such as turnouts, crossovers, slip frogs, and other material as required” represents large sections of railroad track nationwide. Special trackwork is involved in a high percentage of railroad derailments and accidents. Understanding and inspecting the state of good repair for this infrastructure component is essential to maintaining track in a safe manner. Presently much of this inspection and/or derailment investigation is done by performing manual measurements at special trackwork components. The measurement of the overall components such as rail profile, gage, clearances, and flangeway gaps, remains a largely manual process.

This topic seeks to develop a portable prototype inspection tool that is capable of continuously measuring dimensions of in-track special trackwork (including frogs and diamonds) components and retaining these measurements electronically to be used for modeling or analysis.

This research supports U.S. DOT’s priorities to improve the state of good repair, safety, and efficiency by improving inspection techniques in assessing the external condition of special trackwork while in-track.

When the prototype is designed, developed, and tested, this technology will be critical for the quantitative assessment of the condition of these critical track components. This will contribute to directly supporting increased safety in railroad infrastructure components.

The overall solution being sought is the design, development, and testing/validation of a portable tool, capable of continuously measuring in-track special trackwork requirements as described in 49 CFR

213.133 – 49 CFR 213.143.

Proposed solutions must:

• Be for the design, development, and testing/validation of a portable tool for inspecting in-track special trackwork.

• Include a portable tool, meaning operable by one person and of a weight less than 50lbs.

• Be mobile, i.e. on a cart or with rolling capability to move through special trackwork at a walking speed.

• Make precise continuous measurements and the measurement tolerance must be included in the proposal.

https://www.lawinsider.com/dictionary/special-trackwork#:%7E:text=The%20term%20Special%20Trackwork%20includes,of%20the%20structural%20interface%20elements.

https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-213?toc=1

• Measure as many requirements as possible as listed in 49 CFR 213.133 – 49 CFR 213.143.

• Work through special trackwork, including turnouts, frogs, and diamonds.

The complete solution will record/report measurements taken to be used for modeling and/or analysis, in an automated manner. The ideal solution may eventually be used by field inspectors to record precise inspection measurements or to utilize actual measurements in derailment/accident investigations. The solution is expected to be capable of taking and recording measurements in one to two passes over the special trackwork. These measurements should be able to be electronically transferable to a wireless interface that includes the measurement coordinates, image, and relevant measurement data. The proposed solution must provide details on the length of power/charge of the solution available, in time duration to take measurements. These parameters are important to ensure the solution will be viable within the railroad industry application.

Commercialization potential for this solution includes railroads, contractors, and government. End-users will include railroad inspectors and accident investigators, for both freight and passenger rail.

Expected Phase I Outcomes Phase I efforts shall include a proof-of-concept report and prototype design. The output from Phase I should be the prototype design and development plan to progress to a constructed prototype in a potential future phase. This plan shall include the scientific rationale for the technical approach and detail how the solution requirements described above will be met.

Expected Phase II Outcomes Phase II efforts shall include prototype development and field testing/validation. Phase II will produce a detailed project report, test reports, and a product prototype.

Technical References Code of Federal Regulations, 49 CFR 213.133 – 49 CFR 213.143, Track Safety Standards.

https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-213?toc=1.

The FRA e-library system contains many technical reports documenting research into special trackwork at https://railroads.dot.gov/elibrary-search.

https://railroads.dot.gov/elibrary-search

Federal Transit Administration (FTA) About Us: The Federal Transit Administration’s (FTA) mission is to improve public transportation in America’s communities. In support of this mission, FTA’s research vision is to advance public transportation by accelerating innovation that improves mobility, enhances transit operations, and ensures safety for all. The goal of FTA’s SBIR program is to help small businesses grow by funding product development research in strategic areas such as safety, infrastructure, mobility, and other topics important to transit. The program helps invest in promising early-stage innovations that may otherwise be too high of a risk for private investors.

24-FT1: Electric Vehicle (EV) Battery – Improved Cooling/Heating Management System to Suppress Overheat and Fire

As more and more electric vehicles are coming to the market, the battery technology has seen significant improvement lately. Original Equipment Manufacturers (OEMs) and battery manufacturers have developed a variety of battery packs, but Lithium-ion batteries are the most prevalent because of their resiliency and benefits compared to other battery types. Still, there are many issues with every type of vehicle battery – including overall cost, service life, efficiency, and temperature control. Manufacturers use proprietary cooling and heating management systems that include both software and hardware to improve thermal efficiency, and potentially to control overheating. However, incidents of vehicle fires have happened in many places due to thermal runaway, floodwater, charger malfunction, or other unknown issues. There is limited understanding of the causes of battery fires, control systems, and the need for effective technologies for mitigation.

The primary goal of this project is to conduct a comprehensive review and analysis of research and data related to battery fire issues and design, and then develop a viable or conceptual solution to manage overheating and mitigate battery fires that may be hardware, software, or both. The product will apply to any battery packs used on electric vehicles or Battery Electric Buses.

This SBIR topic assumes the need for exploratory research initially - to collect industry data and analyze the most common root cause – in order to define the best solution to reducing battery overheating and fires in electric vehicles.

This SBIR topic has presents a large potential to benefit the EV industry if a real product, tool, or process is developed.

Expected Phase I Outcomes The Phase I proof-of-concept report should define the concept solution with specification based on the exploratory research and chosen hardware or software solution.

Expected Phase II Outcomes Phase II is intended to build on the Phase I concept with design, build, and testing. The Phase II awardee is expected to work with at least one transit agency to test and demonstrate how the product will work.

Phase II is expected to include a prototype that was demonstrated and tested. This includes a battery management software, hardware, or both that shows significant improvement in the mitigation of battery fires; or a process, packaging and technology that suppresses fires.

24-FT2: Mitigation of Cybersecurity Failures

Cybersecurity is a major and critical element of a public transit system. From operation, infrastructure, and technology to training and maintenance, information and information mediums play key roles in any agency. The safety and security of the system are vital. With advances in technology to access, communicate and share data, new vulnerable points have emerged in the transit system. Safeguarding and providing firewalls are very necessary whether it is small, medium, or large transit agencies. There are many types of cybersecurity software, hardware, and firmware available in the industry but identifying and blocking the failure or vulnerable points of a transit agency in advance is very important.

The primary goal of this project is to design and develop a viable or conceptual product that may be hardware, software, or both to mitigate cybersecurity failures at public transit agencies.

This SBIR topic assumes the need for exploratory research initially and requires working with a transit agency to collect data and analyze the most common failure points in order to develop a strategy, process, and tool to identify and make these points safe from cybersecurity failure. Examples of failure points include: Battery Electric Bus Charging Infrastructure, Agency Webpage/Login Page, Database Management, Information Technology (IT) system, etc.

This topic’s commercialization potential is vast and especially pertinent to transit given its dependencies on data processing, real-time operations, customer interface, and information technology.

Expected Phase I Outcomes The Phase I proof-of-concept report should define the concept solution with specifications, which then can be designed, built, and tested in Phase II.

Expected Phase II Outcomes Phase II is intended to build on the Phase I concept leading to a working prototype whether software, hardware, or a tool that was demonstrated and tested at a transit agency. The Phase II awardee is expected to work with at least one transit agency to test and demonstrate how the product will work.

Technical References National Institute of Standards and Technology (NIST) Cybersecurity Framework (CSF), Cybersecurity and Infrastructure Security Agency (CISA), Cyber Resilience Review (CRR), and Cybersecurity industry websites.

24-FT3: The Reduction of Auxiliaries Power Demand on Electric/Battery Operated Transit Buses

According to CALSTART’s zero-emission buses (ZEBs) report, Zeroing in on ZEBs, the electric bus market in the U.S. has increased by 66% since 2021. For example, New York City’s Metropolitan Transportation Authority, the country’s largest transit network, has committed to an all-electric bus fleet by 2040. The adoption of electric buses has many benefits for the transit industry. It lowers emissions, improves air quality, reduces noise, increases comfort for passengers, and reduces maintenance costs. It also aligns with the U.S. DOT’s strategic goals of Climate and Sustainability and Economic Strength and Global Competitiveness.

The major consumption of electrical energy in electric/battery-operated buses for public transport is from non-traction needs (auxiliaries), the main component of which is Heating Ventilation and Air Condition (HVAC). These auxiliary units consume about 50% of the overall energy in electric/battery buses. During extreme weather seasons, the auxiliary powers consume more energy, resulting in a shortened range and disruptions of services.

This SBIR topic seeks to help reduce auxiliary power demand on electric/battery-operated transit buses.

It is very important to carefully analyze the energy distribution and reduce energy consumption, primarily for heating and cooling purposes. The issue of energy demand for non-traction purposes is a fundamental problem in the optimization of electric vehicles’ energy consumption and creating an alternative power supply to supplement the battery usage.

This technology has the potential for commercialization opportunities, not only for transit buses but also for school buses and other heavy-duty electric trucks, as well as other transportation modes such as electric ferries.

Expected Phase I Outcomes Phase I will serve as a feasibility-study of the potential solutions to reduce or supplement the energy consumption of non-traction units (auxiliaries) of transit buses. The process will include a literature review of any work conducted so far on auxiliary power units that could supplement energy demand for the available technological options to brainstorm possible solutions that can be used for transit buses.

Following the literature review, a proof-of-concept report that addresses the problems stated in this topic will be created. The proof-of-concept report will clearly define the product’s criteria for success and contain documentation of how the proof-of-concept report will be carried out. The proof-of-concept report should include the functionalities of the product, its features, benefits, and the problem it solves for end-users. Moreover, it should include the cost, timeline, and resources required for Phase II for prototype development.

Expected Phase II Outcomes Phase II will focus on the development of a prototype that will reduce or supplement the energy consumption of non-traction units (auxiliaries) of transit buses. The applicant will develop and demonstrate a prototype which builds upon the proposed solution and recommendation of the Phase I proof-of-concept design. A design review should be conducted early in the development phase to help refine and iterate on the product design through testing and feedback, allowing for adjustments and improvements to be made before finalizing the design. The review should also evaluate the prototype’s performance and functionality and identify any technical or usability issues that need to be addressed to improve the product.

https://calstart.org/zeroing-in-on-zebs-2023/

Boothe, Matt and Alexis Hedges, UTA Paratransit Vehicle Accessory Electrification Project: Eparc

System Deployment and Validation Study, FTA Report No. 0171, August 2020, https://www.transit.dot.gov/sites/fta.dot.gov/files/2020-08/FTA_Report_No._0171.pdf.

Bartłomiejczyk, Mikołaj and Robert Kołacz, The reduction of auxiliaries power demand: The challenge for electromobility in public transportation, The Journal of Cleaner Production, Volume 252, 119776, April 10, 2020, https://www.sciencedirect.com/science/article/pii/S0959652619346463.

https://www.transit.dot.gov/sites/fta.dot.gov/files/2020-08/FTA_Report_No._0171.pdf https://www.sciencedirect.com/science/article/pii/S0959652619346463

24-FT4: Reducing Visibility Impairments in Small Transit Vehicles

Visibility challenges are a major contributor to bus-to-pedestrian fatalities and injuries, particularly during left-hand turns. While research and development is underway to improve visibility in transit buses, other vehicles like cutaways, vans and other smaller transit service vehicles would also benefit from innovative solutions to improve driver visibility, thereby reducing collisions with pedestrians, personal vehicles, and others on the road.

This topic seeks to develop products and/or services that address visibility challenges. Solutions may aim to retrofit existing small transit vehicles to address visibility impairments inherent in the design of a vehicle and/or tackle visibility challenges that certain drivers experience based on their physical characteristics and abilities.

The solution must reduce or eliminate blind spots or zones, thereby improving the driver’s ability to see pedestrians and other vehicles from their driving position in the transit vehicle, without reducing the safety of the transit vehicle. It must address a defined need or gap in existing solutions for transit vehicles or transit operators, based on stakeholder input. It must meet all relevant laws and regulations.

The solution must:

• Be applicable to one or more vehicles used by small or rural transit providers in transit service, such as cutaways or vans.

• Involve Section 5310 and/or Section 5311 transit providers as stakeholders for market research, piloting and/or testing. The prototype solution must be considered feasible (both from an implementation and cost perspective) by these stakeholders.

Commercialization potential includes all transit providers that operate the vehicle(s) addressed, or who have operators that have the physical characteristics or disabilities addressed. Commercialization potential also includes non-transit providers that operate those vehicles or have drivers with the addressed visibility challenges.

Expected Phase I Outcomes The Phase I project is expected to result in a proof-of-concept report that describes the proposed prototype, how it will reduce or eliminate blind spots or zones, and how it will be integrated into existing transit vehicles without compromising safety. The report must also specify applicable vehicle(s) and/or driver characteristics. Stakeholder input regarding need and feasibility must be addressed in the report.

Expected Phase II Outcomes The expected Phase II outcome is a demonstration of a working prototype, as well as a plan for piloting and testing with relevant stakeholders.

National Highway Traffic Safety Administration (NHTSA)

About us: The National Highway Traffic Safety Administration’s (NHSTA) mission is to save lives, prevent injuries and reduce economic costs due to road traffic crashes, through education, research, safety standards and enforcement activity. NHTSA's research offices are the Office of Vehicle Safety Research and the Office of Behavioral Safety Research. The Office of Vehicle Safety Research's mission is to strategize, plan, and implement research programs to continually further the agency's goals in reduction of crashes, fatalities, and injuries. Our research is prioritized based on potential for crash/fatality/injury reductions and is aligned with Congressional Mandates, along with DOT and NHTSA goals. The Office of Behavioral Safety Research studies behaviors and attitudes in highway safety, focusing on drivers, passengers, pedestrians, and motorcyclists, and uses that to develop and refine countermeasures to deter unsafe behaviors and promote safe alternatives.

24-NH1: Algorithms for computer vision inside and outside the vehicle

This SBIR project seeks to develop, or modify two open-source computer vision systems capable…