FY25 SBIR Appendix A.pdf

APPENDIX A:

U.S. DOT SBIR Proposed Fiscal Year 2025

Phase I Research Topics

Contents Federal Highway Administration (FHWA)

25-FH1: Open Standards-based 3D-Model Viewer for Highway Construction

25-FH2: Modular Construction of Protected Intersection and Turbo Roundabout

25-FH3: Concrete Shrinkage Measurement Device

Federal Motor Carrier Safety Administration (FMCSA)

25-FM1: Lidar-Based Tire Inspection

25-FM2: Weight Equalization Smart Automatic Tire Inflation System for Commercial Motor Vehicles

Federal Railroad Administration (FRA)

25-FR1: Non-Destructive Longitudinal Rail Stress Measurement Device

25-FR2: Development of Next Gen End of Train Device Technology

25-FR3: Railroad Ground Hazard Mitigation Technology

25-FR4: Human Factors Fatigue Assessment System (HFFAS)

Federal Transit Administration (FTA)

25-FT1: Exploring AI-based Predictive Maintenance for Public Transit Fleets

National Highway Traffic Safety Administration (NHTSA)

25-NH1: Automated Police Crash Report Data Collection and Management Software

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.

25-FH1: Open Standards-based 3D-Model Viewer for Highway Construction The FHWA Building Information Management (BIM) program supports the intelligent 3D model-based approach that gives engineering and construction professionals the insight and tools to more efficiently plan, design, and build highways and bridges. The FHWA Advanced Digital Construction Management Systems (ADCMS) strategic program objectives and grant funding supports digital technologies and processes for management of construction and engineering activities. Through these programs, including activities outlined in the Advancing BIM for Infrastructure National Strategic Roadmap1, owner agencies have identified a gap and need to fully leverage and deploy 3D design models into construction and inspection.

One challenge that faces the adoption of ADCMS and digital delivery is the lack of a simple 3D model viewer that can be used by construction staff in the field on consumer grade portable electronics and doesn’t require advanced understanding of modeling, design, and associated authoring tools and software. Such model viewer capabilities in the field would assist owners and contractors with digital project delivery and usage of 3D design models and information during construction, inspection, and acceptance activities. The model viewer would help to ensure the design requirements, standards, specifications, and intent are met.

This research topic supports FHWA’s Annual Modal Research Plan (AMRP) by accelerating the implementation and delivery of new innovations and technologies that support the goals of ADCMS. The primary goal of the ADCMS activity is to transform State DOTs and local planning agencies (LPAs) adoption of ADCMS technologies by promoting, implementing, deploying, demonstrating, showcasing, supporting, and documenting the application of ADCMS practices, performance, and benefits. ADCMS systems are generally defined as commercially proven digital technologies and processes for managing

1 Advancing BIM for Infrastructure: National Strategic Roadmap, June 2021 - FHWA-HRT-21-064, https://www.fhwa.dot.gov/publications/research/infrastructure/pavements/21064/21064.pdf https://www.fhwa.dot.gov/construction/adcms/ https://www.transportation.gov/sites/dot.gov/files/2024-08/AMRP%20FY2024-2025%20FHWA.pdf https://www.fhwa.dot.gov/publications/research/infrastructure/pavements/21064/21064.pdf construction and engineering activities. ADCMS also includes developing and supporting systems to enhance and share data across an asset’s lifecycle and between organizational silos, maximizing interoperability across the agency.

Accelerated implementation and deployment of ADCMS is a priority for the U.S. DOT and FHWA and will ensure that highway construction is using best practices and leveraging advanced digital techniques to accelerate project delivery and increase the safety and efficiency of highway construction. The implementation will support digital transformation in the highway construction and engineering sectors and the advancement and implementation of BIM for Infrastructure, which is an open standards–based collaborative work method for structuring, managing, and using data about transportation assets and networks throughout their lifecycles. It liberates data from siloed systems, which is a repository of data that's controlled by one department or business unit and isolated from the rest of an organization and makes it easier for automated processes to generate asset information and distribute it to anyone within a State DOT when they need it.

Topic Objectives

To that end, the solution being sought aims to facilitate the use of 3D design models during construction by field staff without requiring modeling expertise or advanced skills to view and understand the design models and information to support construction operations and digital project delivery.

The solution shall be devised to provide functionalities to view and utilize 3D design models during construction without requiring the end user to be a modeling expert and not requiring expertise with 3D design authoring tools. The solution shall be capable of viewing model files that are compliant with Industry Foundation Classes (IFC) format and data requirements and be agnostic to any specific authoring tool or 3D model format.2.

The solution will assist agencies in equipping their field staff with a simple method to access and view 3D design models, properties, and information during construction and inspection activities and ensure the as-constructed asset meets design requirements, materials properties, location, and dimensional requirements for acceptance and payment.

The solution can be either a stand-alone solution or a web-based solution. Stand-alone solutions must function on Microsoft, Android, and Apple iOS operating systems compatible with tablets and smart phones. Web-based solutions must work seamlessly in Safari, Edge, and Chrome browsers. The solution shall be designed with stakeholder needs in mind and undergo beta-testing through a FHWA approved group of personnel with a wide range of understanding of the subjects addressed by the solution and across different areas of responsibility.

The opportunity for commercialization in the United States is high. There are many State agencies that started the transition to digital delivery, utilizing 3D models as the legal document (MALD), and need capabilities for their construction and inspection staff to have access to the design model and information during construction, development of digital as-builts and hand off to asset management and

2 Refer to buildingSMART International technical information at https://technical.buildingsmart.org/standards/ifc/ https://technical.buildingsmart.org/standards/ifc/ maintenance.3 Using the model viewer, design and construction teams can connect remotely to visualize design data, features, location, orientation, and specification requirements throughout construction.

Intricate design features and details can be viewed geospatially, in three dimensions, from multiple perspectives, and used during construction to build and inspect the project. This solution would provide a simple way to implement and advance digital project delivery, utilize 3D design models during construction, and ensure the capabilities and use by field staff during construction. Highway construction contractors would also significantly benefit from the solution with an easy to use and affordable solution that is compatible with various design authoring software in order to bid on MALD and other digital projects. Companies involved in private infrastructure projects can use the solution to optimize digital workflows and ensure compliance with owner specifications. Consulting firms can use the solution to provide specialized design and compliance services to various clients. Designers and authoring software companies can use the solution to improve their products and demonstrate the IFC compliance to potential buyers and owners. Academic institutions can use the solution for educating and training the next generation of engineers and construction project managers. In the future, an effective solution could make its way into other markets such as airfield/airport markets, ports or trucking distribution markets, railway, and other commercial construction markets, or international markets where digital project delivery is deemed critical to project success, facility operations, and economic viability. Specific stakeholders that could be involved in the evaluation and testing phase include the FHWA, one or more State Highway Agencies (SHA) using design models for construction and inspection in the field, academic institutions, and contractors that are interested in implementing the technology and solution.

Expected Phase I Outcomes

The Phase I project is expected to result in a proof-of-concept report that:

• Describes the development of the proposed solution and its architecture;

• Provides preliminary design and layout, and proposed requirements; and

• Discusses how to achieve the most effective implementation within agencies and contractor operations.

This involves creating detailed documentation and diagrams that describe how each capability and workflow will be implemented and function. Flowcharts and diagrams must show the overall structure and organization of function with more specific diagrams showing the interactions between different components and modules. It should also involve creating mockups and visualizations of the solution to help stakeholders and other members of the development team visualize and understand the design.

Demonstrating a successful proof-of-concept would include an initial build or prototype of the solution to demonstrate initial functionality.

A market analysis is also expected within Phase I to gather information about available systems and software that state highway agencies and contractors across the United States use for digital delivery and use of 3D models by construction staff.

3 To view a list of States who have received grants through the ADCMS Program visit the “Grant Applications” section of https://www.fhwa.dot.gov/construction/adcms/grants.cfm.

https://www.fhwa.dot.gov/construction/adcms/grants.cfm

Expected Phase II Outcomes

Phase II will include the development and demonstration of a market-ready solution for user testing and commercialization. Phase II shall perform further refinement of the Phase I concept and design to develop the final solution(s); and conduct analytical and experimental verification and testing. At the end of Phase II, the awardee will have developed a user-friendly solution that was tested in an operational environment with SHAs and contractors.

25-FH2: Modular Construction of Protected Intersection and Turbo Roundabout In 2022, 7,522 pedestrians4 and 1,084 bicyclists5 were killed in traffic crashes, representing increases of 77 percent and 75 percent to the pedestrian and bicyclist fatalities in 2010, while all other traffic fatalities increased by 22%.6 About two out of three pedestrian fatalities happened at locations with no sidewalk; about three out of four bicycle fatalities occurred in urban areas with poor bicycle infrastructure and lack of protected lane/space for cyclists. Meanwhile, the need to rely on walking and biking to school and work and other short-distance trips has been on a steady rise in major cities across the country. There is an urgent need to improve the safety for pedestrians and cyclists on the roadway network. Vision Zero is now embraced and officially adopted by most states and large cities; a key element of the Vision Zero policy is to drastically reduce pedestrian and cyclist fatalities by installing safe pedestrian and cyclist facilities along the roadway network.

Protected intersection is an innovative intersection design that uses corner islands and raised curbs to provide separate travel paths for motor vehicles, pedestrians, and cyclists. This design considers all modes of traffic but puts more emphasis on protecting and accommodating pedestrians and cyclists.

FHWA has conducted a limited field evaluation which found that a protected intersection instills a higher sense of security to vulnerable road users and encourages people to use micromobility, such as walking, biking, and rolling, rather than cars for short-distance trips. According to the latest daily trip surveys, in the United States, 11 percent was done by walking and 1 percent was done by biking7; in the Netherlands, 35 percent was done by walking and 26 percent was done by biking8; in Europe, 25 to 30 percent of daily trips was done by walking and biking9. Successful examples from other countries indicate that network level implementation of protected intersection design can induce a change in traffic modes, which could replace 10 percent (5,6) or more short-distance single occupant vehicle trips with micromobility trips, leading to reduced congestion and pollution, reduced need for parking spaces, and a more livable and enjoyable environment.

One approach to a protected intersection is a turbo roundabout. A turbo roundabout is an innovative intersection design that uses raised lane dividers to separate vehicle lanes within the roundabout, eliminating weaving and angle conflicts near multi-lane exits. This design drastically reduces traffic crashes inside multi-lane roundabouts while providing better protection to pedestrians and cyclists.

4 Insurance Institute for Highway Safety (IIHS): Fatality Facts 2022: Pedestrians. https://www.iihs.org/topics/fatality-statistics/detail/pedestrians 5 Insurance Institute for Highway Safety (IIHS): Fatality Facts 2022: Bicyclists. https://www.iihs.org/topics/fatality-statistics/detail/bicyclists.

6 Governors Highway Safety Association (GHSA): Pedestrian Traffic Deaths Fall for First Time Since Pandemic.

https://www.ghsa.org/resources/news-releases/pedestrians24.

7 League of American Bicyclists®. n.d. “National: Rates of Biking and Walking” (web page).

https://data.bikeleague.org/data/national-rates-of-biking-and-walking.

8 Ministry of Transport, Public Works and Water Management. 2007. Cycling in the Netherlands. The Hague, Netherlands: Ministry of Transport, Public Works and Water Management.

https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Cycling_in_the_Netherlands_Netherlands.pdf.

9 Buehler, Ralph and John Pucher, “Walking and Cycling in Western Europe and the United States.” TR News, Number 280, May-June 2012. https://onlinepubs.trb.org/onlinepubs/trnews/trnews280westerneurope.pdf.

https://www.iihs.org/topics/fatality-statistics/detail/pedestrians https://www.iihs.org/topics/fatality-statistics/detail/pedestrians https://www.iihs.org/topics/fatality-statistics/detail/bicyclists https://www.iihs.org/topics/fatality-statistics/detail/bicyclists https://www.ghsa.org/resources/news-releases/pedestrians24 https://data.bikeleague.org/data/national-rates-of-biking-and-walking https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Cycling_in_the_Netherlands_Netherlands.pdf https://bicycleinfrastructuremanuals.com/wp-content/uploads/2019/02/Cycling_in_the_Netherlands_Netherlands.pdf https://onlinepubs.trb.org/onlinepubs/trnews/trnews280westerneurope.pdf

Topic Objectives

Traditional methods of constructing protected intersections typically involve cutting and removing existing pavements, which can be expensive. This SBIR project seeks to develop a modular construction approach for converting existing intersections into protected intersections using methods that do not require cutting and removing existing pavement. To ensure long service life, the modular construction material shall be able to be assembled and expand horizontally to form the shapes of typically corner islands and longitudinal curbs; the assembled units shall form one integrated structure with well-conceived ductile design to absorb and distribute vehicle impact loads, while functioning as lane dividers or vulnerable road user refuge areas.

The traditional method of constructing turbo roundabout lane dividers uses the key-in approach, which also involves cutting and removing existing pavements. Lane dividers are slender elements that are prone to fail under repeated lateral vehicle impact loads. So far, there is no reliable product that can be installed directly on top of pavement and survive more than five years of repeated vehicle impacts.

This SBIR research topic seeks the development of a product that is modular, strong, durable, and capable of withstanding repeated heavy vehicle loads. The ultimate objective of this topic is to achieve a final product which can be used for constructing raised islands to convert an existing intersection into a protected intersection, or raised lane dividers to convert a multi-lane roundabout into a turbo roundabout.

This SBIR topic aligns with the following FHWA AMRP Goals:

• Improving Highway Safety for All Users;

• Improving Infrastructure Integrity, Sustainability, and Practices;

• Promoting Equity, and Enhancing Environmental Decision-making;

• Reducing Congestion, Improving Operations

• Accelerating the Implementation and Delivery of New Innovations and Technologies

• Accelerating the Discovery of Transformational Solutions; and Crosscutting.

Proposed solutions must be a product which:

• Can be installed on existing pavement surface.

• Can be produced in different colors and surface textures to resemble conventional construction material such as concrete, brick, and stone.

• When assembled, will form an integrated structure and uses a ductile design mechanism to absorb and distribute vehicle impact loads.

Proposed solutions shall include material intended for use under high traffic environment, where the vehicle impact load may be any combination of compression, bending, and shearing, and where application sites may be located in extreme hot, cold, or wet environment. The installed product shall have service life of at least five years under the above conditions.

Potential customers include state DOTs, County and City Public Works Departments, and any other agency responsible for constructing and maintaining the roadway system. The links below show the types of intersections that the developed product may be used for:

• https://highways.dot.gov/sites/fhwa.dot.gov/files/FHWA-HRT-23-052.pdf

• https://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa19027.pdf https://highways.dot.gov/sites/fhwa.dot.gov/files/FHWA-HRT-23-052.pdf https://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa19027.pdf

Expected Phase I Outcomes

The Phase I effort will lead to a proof-of-concept report that includes:

• The development of at least three sample products, each of which will have color and surface texture resembling concrete, brick, and stone. The sample products should have compressive strength of 4,000 psi or above, and a minimum flexural strength of 500 psi, which is the typical strength for roadway concrete.

• Design details of how the modular material will be assembled or connected with each other to form an integrated structure; how the ductile design principle is implemented to absorb and distribute vehicle impact loads; and how the integrated structure is installed onto the pavement surface.

• Design features that enable slender structures such as lane dividers that are up to one foot in width to survive long term under vehicle impact load.

Phase II outcome will include the construction of three intersections as demonstration projects: 1) two protected intersections with six lanes on a major road and 2) one turbo roundabout. The final report shall document the modular design, installation details, and lessons learned during the field implementation process.

25-FH3: Concrete Shrinkage Measurement Device Sustainability initiatives domestically and globally have led to an increasing number of novel materials emerging in the cementitious materials market. With this increase, the ability to evaluate materials’ performance is more important than ever before. Volume stability is a critical aspect of concrete pavement performance to reduce unwanted slab warping and cracking from shrinkage.

AASHTO R 10110 identifies various shrinkage tests that can be performed targeting different types of shrinkage that cementitious materials may experience. Plastic, drying, chemical, autogenous, and carbonation shrinkage are all different types of shrinkage that can affect volume stability of cementitious materials. However, these different types of shrinkage are typically tested separately, with a different test method for each type of shrinkage.

Existing test methods do not sufficiently determine the total shrinkage from the time of initial stress development. Shrinkage test setups most commonly use length comparators to test shrinkage 24 hours after casting samples and immediately after demolding. However, much of the chemical and autogenous shrinkage occurs during that first 24-hour period. The lack of volume stability measurements during the first 24 hours of concrete curing would also fail to capture expansion that may have occurred during the first 24 hours11. AASHTO R 101 identifies the AASHTO T 363 test12 which can be performed to measure shrinkage and expansion of cementitious materials and allows for estimation of cracking potential.

However, the test is not commonly conducted (there are only three devices for performing AASHTO T 363 in the United States) because the development of the device and test setup is labor intensive and is not available commercially.

This research topic and potential solution(s) will contribute to the Department’s strategic objective of designing for the future by investing in purpose-driven research. Additionally, 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 enhancing the ability of the concrete industry to accurately measure total shrinkage and expansion in concrete infrastructure mixtures.

Topic Objectives

Overall, this SBIR topic seeks to develop a device to measure total shrinkage and expansion of cementitious materials immediately upon initial stress development. Furthermore, the solution will reduce the amount of testing needed to measure the volume change expected for novel and traditional cementitious materials. The solution may include test equipment for 1) performing AASHTO T 363, 2) measuring volume change from drying, chemical, and autogenous means concurrently, or 3) another type of test equipment suited for this purpose.

10 AASHTO. 2022. Standard Practice for Developing Performance Engineered Concrete Pavement Mixtures.

AASHTO R 101-22. Washington, DC: American Association of State Highway and Transportation Officials.

11 De la Varga, I., R.P. Spragg, J.F. Munoz, M.A. Helsel, and B.A. Graybeal. 2018. “Cracking, bond, and durability performance of internally cured cementitious grouts for prefabricated bridge element connections.” Sustainability, Vol. 10, Issue 3881, DOI: 10.3390/su10113881.

12 AASHTO. 2017. Standard Method of Test for Evaluating Stress Development and Cracking Potential due to Restrained Volume Change Using a Dual Ring Test. AASHTO T 363. Washington, DC: American Association of State Highway and Transportation Officials.

The solution to this challenge is creating test equipment that State Highway Agencies, industry professionals, and researchers can use to measure total shrinkage and expansion of mortar or concrete beginning immediately upon initial stress development.

Proposed solutions should:

• Identify the types of shrinkage (e.g., drying, chemical, carbonation, plastic, autogenous) that the proposed device can measure.

• Develop a device that should be useable in laboratory or field settings. The device should also be applicable for mortar or concretes, and should consider the effects of sample size, sample shape, edge effects, and temperature.

• Identify the amount of restraint associated with the test setup (i.e., the amount of friction from contact surfaces, whether the materials will allow for unrestrained movement, etc.).

Specific stakeholders that might participate in the evaluation and testing phase include the FHWA Office of Infrastructure R&D, one or more state highway agencies, building and transportation materials consultants, and academic institutions that are interested in implementing this technology to facilitate the comprehensive evaluation of novel materials emerging on the market. The combined autogenous and drying shrinkage and potential early-age expansion are important avenues to exploring the construction materials industry’s increasing interest in low carbon materials.

Commercialization potential might include potential buyers in the construction materials industry, State DOTs, and research laboratories across the cement and concrete industries. Commercialization should also include long-term support and necessary updates to the technology to meet standards changes and to facilitate the device’s use with other emerging materials. For example, there might be different needs for measuring alkali-activated materials compared to traditional hydraulic materials.

Expected Phase I Outcomes

The Phase I project is expected to result in a proof-of-concept report that (1) describes the conceptual design and requirements of the proposed device for cementitious materials volume stability, (2) provides a detailed scientific basis for the operation of the device, and (3) shares a comprehensive description of the proposed prototype(s).

The report should:

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

• Discuss critical opportunities and obstacles to implementation;

• Provide schematics and/or shop drawings of the equipment and/or device;

• Identify if any current test methods would allow use of the proposed device;

• Identify how setting time will be accounted when determining stress development;

• Evaluate the mechanism for measuring shrinkage and expansion;

• Provide example outputs that the device will generate, such as an excel spreadsheet providing volume change and time measurements, a graph displaying volume over time, or a net shrinkage measurement at one or more ages;

• Identify any necessary additional post-processing of the measurements or inputs;

• Illustrate a practical and tentative plan for conducting verification and demonstration in Phase

II.

Phase II will include the development and demonstration of a market-ready prototype device for user testing and possible commercialization with the ability to demonstrate the technology in a laboratory.

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).

• A wide range of cementitious materials (e.g., non-shrinkage grouts, ultra-high-performance concrete, PLC, natural pozzolan).

In Phase II, FHWA will also evaluate a delivered final prototype device(s).

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.

25-FM1: Lidar-Based Tire Inspection Tire inspections for commercial motor vehicles can be challenging for drivers and maintenance shops without the training and skills to perform an accurate inspection. Drivers typically kick tires or use a small bat to determine if the tires on the vehicle are below recommended pressure or flat. In addition, tires may be mismatched or damaged from a previous trip, making them apt to have a tire-related failure. Drivers and maintainers do not have access to tools that can provide a hands-off and accurate status of the vehicle’s tires in the immediate state and over time.

While more and more devices are being equipped with Light Detecting and Ranging (LiDAR), there are few applications for it beyond photography. LiDAR represents a powerful tool for characterizing the environment and objects, including the application for tire inspection.

Topic Objectives

The overall solution to the challenges of tire inspections includes using an existing LiDAR device to evaluate tires on a commercial motor vehicle while maintaining a wear and damage record of the tires on the vehicle. The record must be able to associate a specific tire with the vehicle as well as the tire’s position on the vehicle. When the vehicle is a combination unit, the solution must be able to recognize the trailer and the truck both as two different vehicles and as a matched set while in transit.

The solution should be able to detect abnormalities in the tire that indicate abnormal wear. Additionally, tires develop wear patterns or fingerprints over time that indicate the unique wear and damage they have experienced.

The user of the LiDAR enabled device should be able to analyze, document, and associate the scan to a power unit and a trailer prior to starting the inspection. The user should be able to perform a tire inspection of the vehicle by scanning each tire with the LiDAR enabled device. The user should be able to scan a large area of each tire (approximately 24 - 36 inches), depending on the visibility and body type of the vehicle, and obtain an analysis of each tire. The analysis should be able to tell the user if there is a problem with a tire that would prevent operation of the vehicle, such as a flat tire, and if there is a developing problem in the tire, such as misalignment, tire size issues, etc. The system must also be able to associate a tire with its position on the vehicle. When tires are rotated, the system shall be able to update quickly.

All data for the vehicle shall be stored on the device and transferrable by cellular to a web-based server for analysis. The web-based server shall associate every tire scan to its respective tire, vehicle, and tire position. The web-based server shall be able to analyze tire wear and wear patterns that indicate issues with the tire or vehicle.

The scanner must be a handheld device with built-in LiDAR. The advantage of using an existing LiDAR device is that more people can quickly adopt the technology with an application and a service subscription. The market for this device is large and could include both military and civilian privately owned vehicles. FMCSA is most interested in Motor Carriers with Commercial Motor Vehicles.

Expected Phase I Outcomes

The proof-of-concept report should include:

• A description of a successful demonstration of using LiDAR to evaluate tires with several typical issues.

• A framework for the intended web service to be developed in Phase II. The proposed solution can also be the “bones” of a web service.

• A report and presentation of lessons learned.

Expected Phase II Outcomes

A successful Phase II outcome is a substantially working system with vehicle and tire location association. The Phase II final report and presentation should include some tire analysis, a well-defined procedure for the tire inspection process, lessons learned, and future research opportunities.

25-FM2: Weight Equalization Smart Automatic Tire Inflation System for Commercial Motor Vehicles Commercial Motor Vehicles (CMVs), contrary to common knowledge, do not equally share the weight of loads across all tires on the vehicle. In adjacent research, we find that when tires in a dual pair are equally inflated to the same air pressure, the load is not borne equally between the two tires. In addition, the adjacent research shows that collections of 8 tires on the drive axles of the power unit and the trailer axles on the trailer carry the weight quite differently. The result of an imbalance in the load on the tires reduces stopping power, decreases maneuverability, and increases the risk to the driver for crashes.

Since tires, even adjacent tires, respond differently to weather and road conditions, it makes sense that a single tire inflation figure for all tires on the vehicle is not improving the drivability of the vehicle.

Often equal inflation pressures decrease the drivability. Given this, developing a new technology that can sense the load on each tire and adapt the inflation of the tires automatically will create a significantly safer road environment for all drivers. In addition, today drivers cannot change the tire pressures manually to mimic or prepare for changing conditions. For instance, a truck leaves Minnesota in January at -40F and drives to Miami, FL where the temperature is +80F. The change in temperature alone will dramatically increase the tire pressure as the truck moves south. Conversely, as the truck moves north, the pressures will decrease. Drivers cannot accurately stay ahead of this change while they drive. Also, drivers today perform per-trip inspections and rely on hammers and small bats to assess tire pressures, which is also inadequate.

Topic Objectives

A Weight Equalization Smart Automatic Tire Inflation System (WESATIS) for CMVs will automatically adapt for conditions while the truck is in motion creating a dynamic and accurate weight distribution on all tires in a group. These groups of tires on the trailer and drive axles of the truck will be more fuel efficient, wear the tires more evenly, provide significantly better stopping power, and improve maneuverability when the driver needs to make evasive movements to avoid accidents. This system would be expected to dramatically reduce CMV crashes, injuries and fatalities.

The system would have several components:

• A tire sensor that can wirelessly broadcast tire weight or strain information to an on-vehicle receiver.

• The receiver will notify the processor of the weight bearing on each tire.

• The processor will command the tire inflation system to inflate or deflate tires – within the safety parameters of the tire – to load balance the vehicle for optimal performance.

• The automatic tire inflation system will increase or decrease inflation on each tire.

• The microprocessor will continuously monitor the tire inflation and tire weight and make adjustments as conditions change.

At the core of the system would be sensors that measure weight. It is expected that the weight of the vehicle would be equally shared amongst all the tires on the drive axles and trailer axles. The accuracy of such a system might be +/- 50 lbs of total vehicle weight (base vehicle weight +cargo weight) on that set of axles. For instance, a truck may be carrying 32,000 lbs on the drive axles and 36,000 lbs on the trailer axles. The system would ensure that the weight bearing of the drive axles is approximately 4000 lbs each. On the trailer, the value would be 4500 lbs. All tires would bear the load equally. The system shall also have notifications to the driver if it is unable to inflate a tire (e.g. a nail in a tire that is letting air escape).

The system must operate with little driver interaction. Drivers should be notified that the vehicle is operational and carrying the load as expected. There must also be a warning system in case the truck’s system is unable to keep a tire adequately pressurized.

The market here is quite large and could include military vehicles in addition to civilian privately owned vehicles. FMCSA is most interested in Motor Carriers with Commercial Motor Vehicles.

Expected Phase I Outcomes

The proof-of-concept report should include:

• A design of a prototype with some basic demonstrability of how the issues noted here would be addressed.

• System design and expected equipment and cost.

Market analysis to determine the market and associated cost parameters.

Expected Phase II Outcomes

Phase II should have a demonstrable system that can be shown on a CMV. The system shall be able to inflate and deflate based on a wireless tire-mounted sensor.

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 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 to these ends include stakeholder engagement, project prioritization, cost-effective research procurement, and partnerships with other researchers such as the Association of American Railroads (AAR), the American Short Line and Regional Railroad Association (ASLRRA), industry, labor, and academia.

25-FR1: Non-Destructive Longitudinal Rail Stress Measurement Device The U.S. railroad network spans over 140,000 miles consisting of seven Class I railroads, 22 regional, and 584 local/short line railroads.13 A variety of different rails, ties, fasteners, rail anchors, and other components make up the network. Continuous welded rail (CWR), which has a longitudinal stress-free temperature or rail neutral temperature (RNT), makes up much of the network. When the rail heats up in the summer, significant compressive stresses can build up and cause a sudden track buckle to relieve the stress. These buckles derail trains with disastrous consequences and are one of the costliest forms of track-caused accidents.

To date, there is no robust way to measure or monitor the rail longitudinal stress or RNT without disturbing the railroad track. A device that can be readily used by field personnel to measure the longitudinal stress or RNT could identify locations that might buckle soon, and thus have the potential to prevent track buckle derailments. Such a device would serve the interests of the public and rail operators through enhanced rail safety and operational efficiency, which supports the U.S. DOT’s strategic objectives for safety, state of good repair, and transformation.

Topic Objectives

This SBIR topic seeks to develop and demonstrate new technologies that can reliably measure RNT non-destructively and preferably without a zero-reference. Such a technology must be proven in the laboratory before field test to ensure accuracy and repeatability with numerous variables. The only device that effectively estimates internal rail stress without damaging the system is the VERSE(R) system. This system has drawbacks in that it is labor intensive since it requires users to unfasten clips, and it only works when the rail is in tension. This topic seeks a more efficient method and technology that can work with rail in tension and compression states.

The proposed technology should be able to obtain a reliable RNT measurement within 1 hour of track time and within 5 degrees of the actual RNT for various rails and track constructions. The other

13 https://railroads.dot.gov/rail-network-development/freight-rail-overview https://railroads.dot.gov/rail-network-development/freight-rail-overview requirements are purposefully flexible as this is a new technology, and the main goal is repeatability and accuracy.

Expected Phase I Outcomes

The Phase I outcome includes a proof-of-concept report which describes:

• The proposed technology

• Preliminary results of the demonstration of the technology in lab

• Plans for future field testing

Expected Phase II Outcomes

The Phase II outcome would be further validation of the prototype and the production of a pre-production prototype suitable for extensive field testing and demonstration with the potential for manufacturing at scale. Phase II should also include field tests on rail in varied track construction configurations (e.g., Wood vs. Concrete Tie, Cut Spike vs. Elastic fastener, etc.).

25-FR2: Development of Next Gen End of Train Device Technology

The U.S. railroad network spans over 140,000 miles consisting of seven Class I railroads, 22 regional, and 584 local/short line railroads.14 This large and diverse system crosses various terrains, from remote rural areas and mountainous regions to densely populated urban centers. Communication between the front and rear of the train can be particularly difficult in mountainous areas where terrain blocks signals or in urban environments where interference is common.

End of Train (EOT) devices are crucial because they continuously monitor brake pressure and ensure communication between the end and head of the train. These devices communicate with the Head of Train (HOT) device, which can be more than a mile away, and help to maintain safe operations, especially during emergencies. As trains grow longer, with some now exceeding two miles, this communication becomes even more challenging, particularly on curving tracks or in difficult terrain.

EOT devices, developed in the 1980s and updated to two-way communication in the mid-1990s, have seen little technological advancement since. They monitor brake pressure at the rear of the train and trigger emergency braking when necessary. However, these devices have limitations, especially as train lengths increase and communication reliability becomes more critical.

FRA envisions a new generation of EOT devices that will address these limitations by enhancing communication frequency and signal reliability. These new devices could maintain more consistent and frequent communication by leveraging advances in battery life, alternative energy sources like air-driven generators, and modern digital communication systems. Additionally, they can improve safety by incorporating an emergency signal that transmits continuously until braking is confirmed.

Beyond communication, these new EOTs could offer benefits such as data management and cybersecurity features, providing real-time or downloadable data insights and ensuring system security.

Accidents such as the Granite Canyon incident in Wyoming underscore the importance of developing next-generation EOT devices. In that accident, communication between the EOT and the HOT device failed, preventing the activation of the emergency brake at the rear of the train. This communication failure allowed the train to accelerate uncontrollably, resulting in a fatal collision. Investigations revealed that the emergency brake signal from the EOT only transmitted for two minutes before stopping, further exacerbating the accident.

The National Transportation Safety Board (NTSB) made two key recommendations in response to the incident: (1) increasing the frequency of communication checks between EOT and HOT devices, and (2) ensuring that emergency brake signals continue to transmit until they are received and addressed.

While the FRA has not yet updated regulations to reflect these recommendations, developing new EOT technology that addresses these challenges is critical. Implementing these improvements could prevent similar accidents in the future by ensuring more reliable and continuous communication, enhancing both safety and operational efficiency across the rail network. By enhancing both rail safety and operational efficiency, these advancements serve the interests of both the public and rail operators, helping to maintain the reliability of the U.S. railroad network.

14 https://railroads.dot.gov/rail-network-development/freight-rail-overview https://railroads.dot.gov/rail-network-development/freight-rail-overview

Topic Objectives

This topic seeks the development and demonstration of new technologies that enhance the efficiency and reliability of EOT devices. The topic’s goals include increased frequency of communication between the EOT and HOT devices to ensure near-continuous monitoring, even over long distances or in challenging terrains. Additional objectives involve leveraging advancements in battery life and alternative energy sources to extend communication capabilities and developing more effective emergency signal systems that transmit continuously until they receive confirmation from the EOT.

These innovations will provide greater safety, data management, and operational efficiency benefits for both rail operators and the public.

The performance requirements for this next generation of EOT devices are such that they must function reliably for all railroads, across all terrains, and without customization for specific routes. These devices must maintain consistent performance whether operating in mountainous, urban, or rural environments to ensure seamless communication over long distances regardless of track conditions or train length.

Expected Phase I Outcomes

The Phase I outcome includes a proof-of-concept report which provides:

• A detailed physical description of the proposed device(s) including renderings, drawings, or photographs.

• Descriptions of the device’s communications framework and how they will interface with existing EOT/HOT technology.

• A description of how the device will be powered.

• A description of how the device will be protected against the environmental hazards of the rail environment.

• A description of how the device complies with current Federal regulations, while also improving the technology over current standards.

• An analysis of the proposed device’s improvements over existing technology.

• An analysis of the feasibility of production, adoption, and maintenance.

The Phase I effort will produce a prototype, or "beta" version, of a "Next Gen EOT" system. The prototype may work with either existing HOT devices or a new "Next Gen" complementary HOT device.

The awardee will collaborate with at least one railroad operator to test or demonstrate the system and collect feedback on the system's performance to prepare plans for Phase II enhancements.

Expected Phase II Outcomes

Phase II objectives include enhancing the Phase I prototype system based on the initial trials to improve the feature set and autonomy of the technology. The contractor will increase the number and type of demonstrations to broaden the application of the tool. FRA expects that a Phase II effort will require the awardee to have an established working relationship with a railroad to demonstrate the feasibility of a prototype.

25-FR3: Railroad Ground Hazard Mitigation Technology Existing monitoring technologies to assess ground hazards along railroad rights of way such as slope failures, washouts, floods, rockfalls, and landslides tend to be designed for the specific territory and hazard making them site specific. While this supports safety risk management for known hazards, there is a gap in technology to identify and manage emerging hazards. As a result, there is a need for more efficient and effective hazard identification and warning system that serves the interests of the public and rail operators through enhanced rail safety and operational efficiency.

The challenge of this research topic is to develop technology to support an advanced ground hazard alert and notification system using railroad condition assessment data that provides improved technology to identify the hazard, location, and provides initial data to mitigate the operational risk.

This research, and intended outcomes, support U.S. Department of Transportation safety, state of good repair, and future transformation strategic objectives.

Topic Objectives

This SBIR topic seeks the development and demonstration of new technologies to improve the efficiency and effectiveness of railroad ground hazard detection, monitoring, and warning systems.

The solution needs to:

• Enable industry assessment of ground hazard risks to locate specific areas of concern;

• Provide remote monitoring of these locations using satellite, weather, or other data generally available to the public;

• Develop effective automated warning algorithm to alert stakeholders of changes in conditions that pose a safety risk; and

• Support or advance implementation…