RFP Attachments 6-12.pdf

Attachment 6. Glossary of Terms

Terms Definitions

Aftermarket Safety Device

An aftermarket automotive grade electronic device installed in a vehicle that is capable of sending and receiving the safety messages, as defined in Society of Automotive Engineers (SAE) standard J2735, Dedicated Short Range Communications (DSRC) Message Set Dictionary, version 2009‐11, over a Dedicated Short Range Communication (DSRC) 5.9 GHz wireless communications link. The device has a working human‐machine interface (HMI); runs V2V and V2I Safety Pilot applications and issues audible or visual warnings and/or alerts to the driver of the vehicle in which it is installed; and has internal permanent storage capability.

See: “Here‐I‐Am” (HIA) Device, Integrated (Safety) Device, and Retrofit (kit) Device

Aftermarket Safety Device Vehicle

Vehicle equipped with an aftermarket safety device and a data acquisition system. Aftermarket safety vehicles will be light and heavy vehicles, and potentially transit vehicles See: “Here‐I‐Am” (HIA) Device Vehicle, Integrated Vehicle, Other Application Vehicle, and Test Vehicles

Baseline Condition

Safety applications operate in the background and drivers do not receive warnings See: Experimental Data, Experimental Design, and Treatment Condition

Basic Safety Message

The basic safety message (BSM) is used in a variety of applications to exchange safety data regarding vehicle state. This message is broadcast frequently to surrounding vehicles with a variety of data content as required by safety and other applications. Transmission rates are beyond the scope of this standard, but a rate 10 times per second is typical. Part I data shall be included in every BSM. Part II data are optional for a given BSM and are included as needed according to policies that are beyond the scope of this standard.

Crash Avoidance Metrics Partnership

(CAMP)

A partnership comprised of eight automotive companies (Ford, General Motors, Honda, Hyundai/Kia, Mercedes Benz, Nissan, Toyota, and Volkswagen) established by the USDOT’s Intelligent Vehicle Initiative to work on research common to both industry and the government in order to accelerate the implementation of crash avoidance countermeasures in passenger cars.

Data Storage System

Computer with physical disk storage devices sufficient to store all data collected, from all sources, during the Safety Pilot.

Driver Clinic Diverse group of drivers operate vehicles under controlled conditions on a closed course representing rural and urban locations for the purpose of collecting subjective driver acceptance data on integrated safety systems and concomitant driver‐vehicle interfaces. Driver clinics will be conducted under a different USDOT contract. Only integrated vehicles will be operated in (available for) the driver clinics.

Experiment data

Actual values collected, during the experiment, for all independent and dependent variables identified in the experimental design See: Experimental Design, Baseline Condition, and Treatment Condition

Experimental design

The plan of the experiment which specifies the treatment conditions (independent variables), what is to be measured (dependent variables) and methods of assigning subjects to groups See: Experimental Data, Baseline Condition, and Treatment Condition

Facility A physical entity created to serve a particular function, action, or process, e.g., a highway.

Global Positioning Systems (GPS)

Supply vehicle coordinates that can be map‐matched against commercially available digital maps to determine its location See: Integrated Safety System and In‐vehicle Sensors

Government Property

Government property means all property owned or leased by the Government.

Government property includes both Government‐furnished and Contractor‐ acquired property. Government property includes material, equipment, special tooling, special test equipment, and real property. Government property does not include intellectual property and software.

Heavy Vehicle A motor vehicle having a gross vehicle mass greater than 10,000 pounds See: Light Vehicle and Transit Vehicle

“Here‐I‐Am” (HIA) Device

An aftermarket electronic device installed in a vehicle without connection to vehicle systems that is capable of sending the “basic safety message” over a Dedicated Short Range Communication (DSRC) 5.9 GHz wireless communications link. HIA devices do not run safety applications that issue audible or visual warnings to drivers. The HIA device will have internal permanent storage capability See: Aftermarket Safety Device, Integrated (Safety) Device, and Retrofit (kit) Device

“Here‐I‐Am” (HIA) Device Vehicle

Vehicle equipped with a “Here‐I‐Am” device. Vehicles can be light, heavy (truck), or transit; majority will be light vehicles See: Aftermarket Safety Device Vehicle, Integrated Vehicle, Other Application Vehicle, and Test Vehicles

“Here‐I‐Am” Message

The Society of Automotive Engineers (SAE) J2735 2009‐11 “basic safety message”.

Because the HIA device is not connected to vehicle systems, there are several default values.

Integrated (Safety) Device

An electronic device inserted into vehicles during vehicle production at an original equipment manufacturer’s (OEM’s) factory. This type of device is connected to proprietary data ports and can provide highly accurate information from in‐vehicle sensors. The integrated device has a working HMI, both broadcasts and receives SAE J2735 messages, and can process the content of received messages to provide warnings and/or alerts to the driver of the vehicle in which it is installed See: “Here‐I‐Am” (HIA) Device, Aftermarket Safety Device, and Retrofit (kit) Device

Integrated Safety System

In‐vehicle system (e.g., sensors, GPS, CAN bus connection, DVI) that runs safety applications that issue audible or visual warnings to drivers See: In‐vehicle Sensors and Global Positioning Systems (GPS)

Integrated Vehicle

Government‐furnished vehicle equipped with an integrated safety system.

Vehicles will be light and heavy (truck). All integrated vehicles will be procured under other solicitations See: Aftermarket Safety Device Vehicle, “Here‐I‐Am” (HIA) Device Vehicle, Other Application Vehicle, and Test Vehicles

In‐vehicle Sensors

Provide data to quantify vehicle location, speed, longitudinal acceleration, lateral acceleration, steering wheel position, yaw rate, brake pedal activation, throttle position, turn signal status, and vehicle position within the travel lane; as well as data on environmental conditions (e.g., lighting, precipitation, outside temperature) See: Integrated Safety System and Global Positioning Systems (GPS)

ITS World Congress Demonstration

Controlled, off‐road environment established at the 2011 ITS World Congress in Orlando, Florida to demonstrate safety applications used in vehicles operated by trained or naïve driver

Light Vehicle A motor vehicle, not being a motor cycle that has a gross vehicle mass less than 10,000 pounds See: Heavy Vehicle and Transit Vehicle

Model Deployment Geographic Area

Well‐defined geographic and operational environment established to maximize the communication interaction among test vehicles.

Model Deployment Stage

Large‐scale system deployment established to (1) provide real‐life examples of how technology and information systems can improve transportation and (2) demonstrate the benefits and costs of the connected vehicle capability.

See: Pre‐Model Deployment Stage

Naïve Drivers Member of the general public who has no knowledge of safety systems and applications prior to participation in the Safety Pilot. Naïve drivers operate HIA vehicles and aftermarket safety vehicles. They may operate other application vehicles if the Test Conductor proposes such applications See: Professional Drivers and Trained Drivers

Network A connected set of facilities that serve the travel needs of a defined geographic area.

Other Application Vehicle

Personal light vehicle provided by Test Conductor that runs applications proposed by the Test Conductor or industry and approved by USDOT. These applications are in addition to the Safety Pilot applications identified in the SOW. Other application vehicles will be operated by trained drivers See: Aftermarket Safety Device Vehicle, “Here‐I‐Am” (HIA) Device Vehicle, Integrated Vehicle, and Test Vehicles

Pre‐Model Deployment Stage

Partial system deployment established to verify that all components of the Safety Pilot, individually and collectively, are ready for the Model Deployment stage See: Model Deployment Stage

Professional Drivers

Someone with a commercial drivers license who has no knowledge of safety systems and applications prior to participation in the Safety Pilot that operates a heavy or transit vehicle See: Naïve Drivers and Trained Drivers

Retrofit (kit) Device

An electronic device installed in vehicles, by representatives of the vehicle’s OEM or by an authorized service provider, at a service facility after the vehicle has completed the manufacturing process (retrofit). This type of device is connected to proprietary data ports and can provide highly accurate information from in‐vehicle sensors. The integrated device has a working HMI, both broadcasts and receives SAE J2735 messages, and can process the content of received messages to provide warnings and/or alerts to the driver of the vehicle in which it is installed.

See: “Here‐I‐Am” (HIA) Device, Aftermarket Safety Device, and Integrated (Safety) Device

Retrofit Device Vehicle

A heavy or transit vehicle into which a retrofit device kit has been installed.

Road Side Equipment (RSE) Device

An infrastructure device capable of transmitting messages as defined in SAE J2735, version 2009‐11; and processing V2I and I2V applications, using a single channel and/or capable of providing secure Internet Protocol (IP) V2I connections for data exchanges such as distributing of security credentials and Certificate Revocation Lists (CRLs), use multiple channels, and be able to switch among them to support the type of messages – as defined in SAE J2735, version 2009‐11 – that advertise message availability on one channel and then transmit the message on a second channel. The RSE device will have internal permanent storage capability

Safety Pilot The Safety Pilot consists of three main components: (1) vehicle builds/driver clinics,

(2) device development/certification, (3) pre‐model deployment, (4) model deployment, and (5) post model deployment evaluation. The model deployment will include a showcase environment. Driver clinics, device development/certification, and post model deployment evaluation are not part of this solicitation.

Showcase Environment

Designated subset of the Model Deployment geographic area used to demonstrate connected vehicle safety applications.

Signal Phase and Timing (SPaT) Message

Traffic signal phase and timing message defined in SAE J2735 2009‐11. The Signal Phase and Timing (SPaT) message is used to convey the current status of one or more signalized intersections. The SPaT message sends the current movement state of each active phase in the system as needed (values of what lights are active and values of for what durations the light is expected to continue). The state of un‐ active movements (typically all red) is not normally transmitted. Movements are mapped to specific lanes and approaches by use of the lane numbers present in the message. These lane numbers correspond to the specific lanes described in the MAP message for that intersection.

Test Data Actual values collected during a formal test whose purpose is to determine whether the actual test results match expected test results.

Test Vehicles All types of vehicles used in the Safety Pilot, whether integrated, HIA device, aftermarket safety device, or any other classification of vehicle type.

See: Aftermarket Safety Device Vehicle, “Here‐I‐Am” (HIA) Device Vehicle, Integrated Vehicle, and Other Application Vehicle

Trained Drivers Someone who has knowledge of and familiarity with the functionality of safety systems and applications. Trained drivers operate integrated vehicles See: Naïve Drivers and Professional Drivers

Transit Vehicle Bus or light rail vehicle.

See: Heavy Vehicle and Light Vehicle

Treatment Condition

Safety applications are turned on and drivers receive warnings from aftermarket safety devices or integrated safety systems See: Experimental Data, Experimental Design, and Baseline Condition

Attachment 7. List of Acronyms Acronyms Definitions

3G Third Generation Cellular Communications

BSM Basic Safety Message

CAMP Crash Avoidance Metrics Partnership

CFR Code of Federal Regulations

CICAS‐V Cooperative Intersection Collision Avoidance System – Violation

COTR Contracting Officer’s Technical Representative

COTS Commercial‐Off‐The‐Shelf

CRL Certificate Revocation List

DAS Data Acquisition System

DSRC Dedicated Short Range Communications

EMT Emergency Medical Technician

FHWA Federal Highway Administration

FMCSA Federal Motor Carrier Safety Administration

FTA Federal Transit Administration

GFE Government Furnished Equipment

GID Geometric Intersection Description

GPS Global Positioning System

GVWR Gross Vehicle Weight Rating

HIA “Here‐I‐Am”

HHS Department of Health and Human Services

HMI Human‐Machine Interface

IEEE Institute of Electrical and Electronic Engineers

IP Internet Protocol

IRB Institutional Review Board

ISO International Organization for Standardization

ITS Intelligent Transportation Systems

NHTSA National Highway Traffic Safety Administration

OBD II On‐Board Diagnostic, Type 2

OBE On‐Board Equipment

OEM Original Equipment Manufacturer

PMP Program Management Plan

POC Proof‐of‐Concept

RITA Research and Innovative Technology Administration

RSE Roadside Equipment

SAE Society of Automotive Engineers

SPaT Signal Phase and Timing

QPLs Qualified Product Lists

USDOT U.S. Department of Transportation

V2I Vehicle‐to‐Infrastructure

V2V Vehicle‐to‐Vehicle

VII Vehicle‐Infrastructure Integration

VIN Vehicle Identification Number

WBS Work Breakdown Structure

Wi‐Fi Wireless Fidelity Communications

X2D Unknown (either Vehicle or Infrastructure or Device)‐to‐Device

Attachment 8. References

The following references are available from NHTSA, related to the DASs for the Safety Pilot vehicles.

1. Pre‐release webinar for Project S04A, Roadway Information Database Developer and Mobile Data Collection. (Project S04B) Technical Coordination and Quality Assurance, August 12, 2009

2. SHRP 2 Summer Safety Symposium S06/S07 Contractors Meeting Washington, DC DAS Update, Tom Dingus, July 13, 2010

3. The 100‐Car Naturalistic Driving Study, Phase II – Results of the 100‐Car Field Experiment, Dingus, T. A., et. al., Virginia Tech Transportation Institute, April 2006

Attachment 9. Roles and Responsibilities of Safety Pilot Partners1

Partners Roles and Responsibilities

Volpe National Transportation Systems Center (Independent Evaluator)

Develop data analysis plan, including criteria for data quality

Advise Test Conductor on experimental design

Review and approve Experiment Plan developed by Test Conductor

Coordinate with Test Conductor to arrange for transfer data

Perform data processing and analysis

Coordinate with Test Conductor to develop surveys and focus group topics for aftermarket safety vehicle drivers

Conduct evaluation that (1) estimates safety benefits, (2) assesses the interoperability and security of the system, and (3) characterizes system performance

Establish process for approval of other applications, proposed by the Test Conductor or industry partners, that meet Model Deployment requirements (i.e., function in the environment) in coordination with RITA and NHTSA

Turner‐Fairbank Highway Research Center (Real‐Time Data Capture and Management program)

Advise Test Conductor on required data and meta‐data transmission formats, media, or frequency

Coordinate with Test Conductor to arrange for data transfer

Develop an archive of Safety Pilot data and meta‐data

Make Safety Pilot data and meta‐data openly available to researchers and the public

CAMP

(Light Vehicle Contractor)

Provide security management system requirements to program’s Test Bed Contractor and Test Conductor

- Begin coordination with the program’s Test Bed Contractor as security management system requirements are being developed

- Assist in the review and testing of the safety management system as it is built

Provide input on logistics support for integrated vehicles and data retrieval to the Test Conductor

Arrange for transfer of test data and trip summaries for integrated vehicles to the Independent Evaluator

Update (i.e., refresh) integrated safety systems in coordination with Test Conductor

Prepare and train drivers of integrated vehicles

Operate and maintain integrated light vehicles within the Model Deployment geographic area

Coordinate with the Test Conductor

TBD

(Heavy Vehicle Contractor)

Coordinate with the Test Conductor during development of data acquisition systems

Provide integrated heavy vehicles

Train the drivers of heavy vehicles with retrofit devices

1 Excludes all of the Test Conductor’s partners.

Partners Roles and Responsibilities

TBD

(Transit Vehicle Contractor)

Coordinate with the Test Conductor

Build and provide retrofit device transit vehicles to the Test Conductor

Train the drivers of transit vehicles with retrofit devices

TBD

(HIA Device Suppliers – multiple sources)

Provide self‐certified devices for Qualified Product List

Coordinate with Test Conductor to resolve technical issues

TBD

(Aftermarket Safety Device Suppliers – multiple sources)

Provide devices for Qualified Product List

Coordinate with Test Conductor to resolve technical issues

TBD

(Roadside Equipment (RSE) Suppliers – multiple sources)

Provide self‐certified devices for Qualified Product List

Coordinate with Test Conductor to resolve technical issues

SAIC

(Test Bed Contractor)

Build security management system based on CAMP requirements

- CAMP requirements are expected in November 2011. Begin coordination with CAMP as security management system requirements are being developed.

- Coordinate with CAMP during development and testing.

Provide capability for the Test Conductor to connect to the security management system established at the program’s Test Bed.

Attachment 10. Independent Evaluation Requirements

The Volpe National Transportation Systems Center of the U.S. DOT’s Research and Innovative Technology Administration will conduct an independent evaluation of the V2V‐based safety systems, drawing on its prior experience in evaluating the Intelligent Cruise Control System, Automotive Collision Avoidance System, Road Departure Warning System, and Integrated Vehicle‐Based Safety System field operational tests (FOTs). The Independent Evaluator (IE) will interact and cooperate with the Test Conductor to devise a suitable experimental design, define data needs, prepare surveys and focus group topics, arrange for data transfer, and share information about data analysis as needed for a successful model deployment. In addition, the IE will seek technical support from the Test Conductor as needed to process the field test data and perform quality assurance.

Evaluation Objectives The independent evaluation aims to address the following four objectives:

1. Achieve a detailed understanding of system safety benefits.

2. Determine driver acceptance of the system.

3. Assess the interoperability and security of the system.

4. Characterize system performance.

Due to the limited scope of the field test and lack of crash data, safety benefits will be projected based on driver exposure during the field test with and without assistance of the V2V‐based safety systems. In particular, information about driver encounter and response to driving conflicts and near crashes will be primarily utilized to estimate the safety benefits. This analysis investigates the safety impact of the systems in three different parts:

Driving conflicts and near crashes: This part measures the frequency of driver encounters to driving conflicts and near crashes per traveled distance with and without system assistance under different conditions such as lighting, weather, road type, traffic level, and travel speed. In addition, this part examines driver response to resolve different types of driving conflicts representing major pre‐crash scenarios that lead to rear‐end, lane change, opposite direction, and crossing path crashes.

Specifically, measures of driver performance are analyzed to characterize the initiation and intensity of driver response. Exposure frequency and response data to different driving conflicts and near crashes are then utilized to estimate the safety benefits of the V2V‐based safety systems.

Severe near crashes: This part investigates the frequency and severity level of severe near crashes that are usually rare given the nature of the field test. Such analysis may provide an indication to the usefulness of the V2V‐based safety systems in preventing crashes.

Unintended consequences: This part assesses whether or not the V2V‐based safety systems have negative (or positive) side effects on normal driving performance and behavior. Measures of vehicle dynamics and interaction with other vehicles such a vehicle following, gap tolerance, and speeding behavior are analyzed in low risk driving situations that don’t involve driving conflicts or near crashes. In addition, this part examines the effect of system use on the occurrences of driver inattention.

Driver acceptance of the system will be determined by assessing:

Whether or not drivers find the system easy to use, understandable, and intuitive.

Ease of learning the system by monitoring the process by which drivers become competent users of the system.

If, and how, system use is related to drivers’ sense of comfort with the road environment and their perception of safety.

Drivers’ willingness to pay and their advocacy of the system in terms of future intent to use or to obtain a vehicle so equipped.

Drivers’ perception of any adaptation and alterations in their driving behavior coinciding with system use.

The analysis of system performance and capability will examine the operational performance of the system by addressing its major components individually:

Communication system: To characterize the performance of the communication link between vehicles and vehicle positioning in detecting and tracking multi‐targets in the path of the integrated vehicle, identifying the most likely path of the integrated vehicle, rejecting targets out of the path of the integrated vehicle, and discriminating among cooperative vehicles to pinpoint the one on an imminent crash course with the integrated vehicle.

Alert logic: To examine the performance of the warning logic (decision‐making) in alerting the driver to driving conflicts that might lead to rear‐end, lane change, opposite direction, and crossing path crashes including true, false, and nuisance alerts.

Automatic controls: To assess the ability of controls, if included in the system, to perform their intended functions and meet their control authorities under dynamic driving conditions.

Driver‐vehicle interface: To evaluate the capability of the interface to properly convey visual, audible, or haptic information to the driver.

Data Needs

Objective and subjective data will be needed to meet the objectives of the independent evaluation. The data acquisition system on‐board the integrated vehicle will collect the objective data that consist of both numerical and video data. Generally, objective data capture host vehicle state and maneuvers, surrounding traffic, system operation, and driver behavior. Subjective data will be gathered from survey instruments as well as interviews and focus group sessions with test subjects. These subjects will be evenly distributed between males and females, and among three different age groups comprising the younger, middle age, and older population.

The safety benefits estimation depends on the identification of dynamically distinct driving conflicts and the characterization of driver response to resolve these conflicts. Typically, in‐vehicle sensors provide data to quantify vehicle location, speed, longitudinal acceleration, lateral acceleration, steering wheel position, yaw rate, brake pedal activation, throttle position, turn signal status, and vehicle position within the travel lane. GPS will supply vehicle coordinates that can be map‐matched against commercially available digital maps to determine its location. The IE will purchase these maps and will process these GPS coordinates to determine vehicle location. Vehicle position within the travel lane will be derived from a lane keeping sensor. The interaction of the integrated vehicle with other surrounding objects will be obtained from remote sensors tied to the data acquisition system that quantify the range, range rate, and relative location of surrounding objects. The V2V‐based sensory components using DSRC and relative positioning will be used to obtain that information if proven to be as accurate as independent remote sensors such as radar. Environmental data such as outside lighting and precipitation will be extracted from a “dark” sensor, windshield wiper use, and outside temperature sensor. All sensor data will be continuously recorded and stored at a data sampling rate of at least 10 Hz.

In addition, visual information will be required to explain the traffic scene around the integrated vehicle and to determine the state of its driver. Four or five cameras will be needed to capture the forward scene and adjacent lanes to the right and left sides of the host vehicle, as well as the face and over‐the‐ shoulder of the driver. Video data could be recorded and stored by episodes of fixed duration, which might be triggered by the onset of system alerts or reception of a communication message from a cooperative vehicle. Frame rates should be at least 10 Hz and the duration of these episodes should be at least 8 seconds to be distributed before and after the alert or for the duration of message receptions.

The IE will collaborate with the Test Conductor to develop survey instruments and topics for focus group sessions. The Test Conductor will be required to share with the IE information about subject recruiting, selection, and training. It is anticipated that the Test Conductor will debrief test subjects after they return the test vehicle from the verification and model deployments. The Test Conductor will also be required to make accommodations for the IE to participate on site or remotely (by phone or other means) in subject debriefings and focus group sessions. Moreover, the Test Conductor will send copies of all written surveys and selected videotapes to the IE.

Data Transfer The Test Conductor shall:

Provide the IE with numerical and video data from the tests in usable standard formats, or supply software routines to convert data to these formats.

Notify the IE of software or hardware problems encountered during the tests with the system operation or data acquisition system, and report on changes in a timely manner.

Send the IE a regularly updated list of valid trips that contain good data, and identify the segments of bad data within a valid trip.

Share information to build similar basic database structure for data quality control.

Develop (SQL) scripts or procedures to fix data discrepancies that might be uncovered after sending the data to the IE. Sharing such scripts would be a simple fix to correct the data given both parties have similar database structure.

Parse data and provide the IE with data in SQL Bulk Copy (BCP) format, if SQL server used, since this maintains time synchronization among different data media and results in fewer errors.

Provide time or indicator offsets to synchronize numerical and video data, including the list of trips with synchronization problems along with the numeric data time stamps, video time stamps, and offsets.

Send test data along with trip summary tables that help the IE to check incoming data and perform quality control

Attachment 11. Risk Log Example

ID

Contract No. or Task

Order No.

Project Work Stream

Status Risk

Category Description Impacts Owner

Risk Response

Plan Date

Assessed (P) (I) P*I Related Issue #

Legend:

ID # ‐ unique identifier for each identified risk item Contract No. or Task Order No. – specific activity to which the risk item applies Project Work Stream – specific contract/task order activity and/or deliverable to which the risk item applies Status – current status of the risk item (Identified/In Progress/Resolved) Risk Category – category the risk item falls into (i.e., cost, schedule, political, regulatory, etc.)

Description – concise description of the risk item Impacts – impacts on the task or program if the identified risk occurs Owner – individual or entity with authority to resolve risk Risk Response Plan – description of the planned response should an identified risk occur. This column can be a reference to a specific plan document.

Date Assessed – most recent date the risk and/or risk response plan was updated

(P) – see table below

(I) – see table below P*I – risk probability (P) multiplied by impact of risk (I) Related Issue # ‐ identifier of the issue # associated with the identified risk (if applicable)

Probability of Occurrence (P) Impact of Risk (I)

3 = High Certain or very likely to occur

3 = High Major impact on cost, schedule, or scope

2 = Medium 50/50 chance of occurring

2 = Medium Significant impact on cost, schedule or scope

1 = Low Possible, but unlikely to occur

1 = Low Insignificant impact on cost, schedule, or scope

Attachment 12. USDOT Distracted Driving Policy

The following is a Department of Transportation (DOT) policy statement concerning texting while driving which incorporates Executive Order (E.O.) 13513 and DOT Order 3902.10:

The following DOT Order incorporates Executive Order (E.O.) 13513 and DOT Order 3902.10:

(a) Definitions. The following definitions are intended to be consistent with the definitions in

DOT Order 3902.10 and the E.O. For clarification purposes, they may expand upon the definitions in the E.O.

"Driving"‐

(1) Means operating a motor vehicle on a roadway, including while temporarily stationary because of traffic, a traffic light, stop sign, or otherwise. (2) It does not include being in your vehicle (with or without the motor running) in a location off the roadway where it is safe and legal to remain stationary.

"Text messaging" means reading from or entering data into any handheld or other electronic device, including for the purpose of short message service texting, e‐mailing, instant messaging, obtaining navigational information, or engaging in any other form of electronic data retrieval or electronic data communication. (See definition in DOT Order 3902.10)

(b) In accordance with Executive Order 13513, Federal Leadership on Reducing Text Messaging

While Driving, October 1, 2009, and DOT Order 3902.10, Text Messaging While Driving, December 30, 2009, contractors and subcontractors are encouraged to:

(1) Adopt and enforce workplace safety policies to decrease crashes caused by distracted drivers including policies to ban text messaging while driving‐‐ (i) Company‐owned or ‐rented vehicles or Government‐owned, leased or rented vehicles; or (ii) Privately‐owned vehicles when on official Government business or when performing any work for or on behalf of the Government.

(2) Conduct workplace safety initiatives in a manner commensurate with the size of the business, such as‐ (i) Establishment of new rules and programs or re‐evaluation of existing programs to prohibit text messaging while driving; and (ii) Education, awareness, and other outreach to employees about the safety risks associated with texting while driving.

(c) Subcontracts. The Contractor shall insert the substance of this clause, including this paragraph (c), in all subcontracts that exceed the micro‐purchase threshold, other than subcontracts for the acquisition of commercially available off‐the‐shelf items.