RFP Safety Pilot 2-14.pdf

AUTHORIZED FOR LOCAL REPRODUCTION STANDARD FORM 33

Prescribed by GSA – FAR (48 CFR) 53.214(c)

SOLICITATION, OFFER AND AWARD 1. THIS CONTRACT IS NOT A RATED ORDER

UNDER DPAS (15 CFR 700)

RATING

PAGE OF PAGES

1 | 109

2. CONTRACT NUMBER

3. SOLICITATION NUMBER

DTFH61-11-R-00006

4. TYPE OF SOLICITATION

SEALED BID (IFB)

NEGOTIATED (RFP)

5. DATE ISSUED

6. REQUISITION/PURCHASE NO.

21-21-11017

7. ISSUED BY CODE HAAM-30 8. ADDRESS OFFER TO (If other than Item 7)

Federal Highway Administration Office of Acquisition Management 1200 New Jersey Avenue, SE Room: E65-101 – Mail Code: HAAM-30

NOTE: In sealed bid solicitations “offer” and “offeror” mean “bid” and “bidder”

SOLICITATION

9. Sealed offers in original and 8 copies for furnishing the supplies or services in the Schedule will be received at the place specified in Item 8, __ no later than 3:00 pm _____ local time __April 14, 2011 __.

THIS IS A FULL AND OPEN COMPETITION REQUIREMENT

CAUTION LATE Submissions, Modifications, and Withdrawals: See Section L, Provision No. 52.214-7 or 52.215-1. All offers are subject to all terms and conditions contained in this solicitation.

10. FOR A. NAME B. TELEPHONE (NO COLLECT CALLS) C. E-MAIL ADDRESS

INFORMATION

CALL:

Primary Contact: Daniel Confer Secondary Contact:

AREA CODE

NUMBER

366-0730

EXT.

Daniel.Confer@dot.gov

11. TABLE OF CONTENTS

() SEC. DESCRIPTION PAGE(S) () SEC. DESCRIPTION PAGE(S)

PART I - THE SCHEDULE PART II - CONTRACT CLAUSES

X A SOLICITATION/CONTRACT FORM 1 X I CONTRACT CLAUSES 69

X B SUPPLIES OR SERVICES AND PRICE/COST 2 PART III - LIST OF DOCUMENTS, EXHIBITS AND OTHER ATTACH.

X C DESCRIPTION/SPECS./WORK STATEMENT 2 X J LIST OF ATTACHMENTS 77

X D PACKAGING AND MARKING 46 PART IV – REPRESENTATIONS AND INSTRUCTIONS

X E INSPECTION AND ACCEPTANCE 46 X K REPRESENTATIONS, CERTIFICATIONS 78

X F DELIVERIES OR PERFORMANCE 46 AND OTHER STATEMENTS OF OFFERORS

X G CONTRACT ADMINISTRATION DATA 51 X L INSTRS., CONDS., AND NOTICES TO OFFERORS 88

X H SPECIAL CONTRACT REQUIREMENTS 56 X M EVALUATION FACTORS FOR AWARD 106

OFFER (Must be fully completed by offeror) NOTE: Item 12 does not apply if the solicitation includes the provisions at 52.214-16, Minimum Bid Acceptance Period.

12. In compliance with the above, the undersigned agrees, if this offer is accepted within _____ calendar days (60 calendar days unless a different period is inserted by the offeror) from the date for receipt of offers specified above, to furnish any or all items upon which prices are offered at the price set opposite each item, delivered at the designated point(s),

13. DISCOUNT FOR PROMPT PAYMENT

(See Section I, Clause No. 52.232-8)

10 CALENDAR DAYS

20 CALENDAR DAYS

30 CALENDAR DAYS

CALENDAR DAYS

14. ACKNOWLEDGMENT OF AMENDMENTS AMENDMENT NO. DATE AMENDMENT NO. DATE

(The offeror acknowledges receipt of amendments to the

SOLICITATION for offerors and related documents numbered and dated):

15A. NAME CODE FACILITY 16. NAME AND TITLE OF PERSON AUTHORIZED TO SIGN

AND OFFER (Type or print)

ADDRESS

OF

OFFEROR

15B. TELEPHONE NUMBER 15C. CHECK IF REMITTANCE 17. SIGNATURE 18. OFFER DATE

AREA CODE

NUMBER

EXT.

ADDRESS IS DIFFERENT FROM ABOVE

- ENTER SUCH ADDRESS IN

SCHEDULE.

AWARD (To be completed by Government)

19. ACCEPTED AS TO ITEMS NUMBERED

20. AMOUNT

21. ACCOUNTING AND APPROPRIATION

22. AUTHORITY FOR USING OTHER THAN FULL AND OPEN COMPETITION:

10 U.S.C. 2304(c) ( )

23. SUBMIT INVOICES TO ADDRESS

SHOWN IN (4 copies unless otherwise specified)

ITEM

24. ADMINISTERED BY (If other than Item 7)CODE 25. PAYMENT WILL BE MADE BY CODE

26. NAME OF CONTRACTING OFFICER (Type or print)

27. UNITED STATES OF AMERICA

(Signature of Contracting Officer)

28. AWARD DATE

IMPORTANT – Award will be made on this Form, or on Standard Form 26, or by other authorized official written notice.

PART I

SECTION B - SUPPLIES OR SERVICES AND PRICES/COSTS

The Contractor shall furnish all necessary facilities, materials, and personnel, and shall perform all services necessary to conduct the, “Safety Pilot Model Deployment of Vehicle to Vehicle and Vehicle to Infrastructure Safety Applications.”

The total estimated amount for the performance of this Cost-Sharing, No-Fee contract is _______________, which consists of an estimated Government cost of _______________, and a Contractor cost share of _______________.

NOTE: Offerors are required to provide a cost share of at least 20 percent.

All travel shall be reimbursed at cost in accordance with the travel and per diem clause (reference Section G). Unless otherwise approved in writing by the Contracting Officer (CO), the unloaded cost of travel and per diem shall not exceed __________. This cost is included in the total estimated contract amount, as stated above.

SECTION C - DESCRIPTION/SPECIFICATIONS/WORK STATEMENT

This solicitation is to acquire a Contractor to act as the Test Conductor for the pre-model deployment and model deployment phases of the Safety Pilot Program and to develop and operate the Showcase activities.

C.1 BACKGROUND

The USDOT has developed both a concept and a program of services that can transform surface transportation as we know it. By leveraging wireless communications and connectivity, significant improvements in the areas of safety, mobility, and environmental impact can be achieved. The program combines leading edge technologies: – advanced wireless communications, on-board computer processing, advanced vehicle-sensors, Global Positioning System (GPS) navigation, smart infrastructure, and others – to provide the capability for vehicles to identify threats, hazards, and delays on the roadway and to communicate this information over wireless networks to provide drivers with alerts, warnings, and real time road network information. At its foundation is a communications network that supports vehicle-to-vehicle (V2V) two-way communications, vehicle-to-infrastructure (V2I)1 one- and two-way

1 Although two‐way communications between vehicles and infrastructure is usually called “V2I”, one‐way communication is generally distinguished by designating the initiator of the communications first. Thus, one‐way infrastructure‐to‐vehicle communications is called “I2V” and one‐way vehicle‐to infrastructure communications uses the more common “V2I” designation.

communications, and vehicle or infrastructure-to-device2 (X2D) one- and two-way communications to support cooperative system capability. Vehicle connectivity greatly enables a surface transportation system in which vehicles do not crash and roadway operators and travelers have the information they need about travel conditions to operate more effectively. The program will establish an information backbone for the surface transportation system that will support applications to enhance safety and mobility and, ultimately, enable a crashless, information-rich surface transportation system. The program will also support applications to enhance livable communities, environmental stewardship, and traveler convenience and choices.

The ability to identify, collect, process, exchange, and transmit real-time data provides drivers with an opportunity for greater situational awareness of the events, potential threats, and imminent hazards within the vehicle’s environment. When combined with technologies that intuitively and clearly present alerts, advice, and warnings, drivers can make better and safer decisions while driving. Additionally, when further combined with automated vehicle-safety applications, connectivity provides the vehicle with the ability to respond and react in a timely fashion when the driver either cannot or does not react quickly enough. Vehicle safety systems, because of the need for frequently broadcasted, real-time data, are expected to use dedicated short range communications (DSRC) technology, for active safety applications. Many of the other envisioned applications could use other technologies, such as third generation (3G) cellular or other Wireless Fidelity (Wi-Fi) communications, as well as DSRC. The rapid pace of technological evolution provides tremendous opportunities for greater vehicle connectivity, and the program is positioned to capitalize upon these advances as they happen.

The U. S. Department of Transportation (USDOT) currently has a very active set of research programs that are focused on the development of crash warning and avoidance systems based on both V2V and V2I (meaning both I2V and V2I) DSRC technology. In addition, the USDOT is actively researching ways to improve mobility and reduce environmental impacts of transportation, using wireless communications (not necessarily based on DSRC technology). The expectation is that, in the future, in-vehicle systems will run a combination of safety, mobility, and environmental applications that communicate using the most effective wireless technologies available.

For safety, the USDOT wishes to accelerate the introduction and commercialization of DSRC-based crash warning and avoidance systems. To support this goal, the USDOT has initiated a Safety Pilot program starting in 2010 and extending into 2014. This Safety Pilot will consist of the following five major tracks or stages:

Device Development Driver Clinics Pre-Model Deployment Testing Model Deployment

2 In this context, the term “device” refers only to devices that are “carry‐in” devices, i.e., devices that can be temporarily installed in vehicles and are not connected to in‐vehicle information systems. These devices include ones (e.g., cell phones, personal digital assistants) that could also be carried by pedestrians or other users of the roadways (e.g., cyclists).

Post-Model Deployment Evaluation

Device Development. The first stage of the Safety Pilot is development of devices that will be used in later stages of the Safety Pilot. Device development will be handled under multiple separate procurements conducted by the USDOT and the results of these procurements will be the creation of Qualified Product Lists (QPLs) for three categories of devices: “Here-I-Am” (HIA) devices; aftermarket safety devices; and roadside equipment (RSE) devices.

Driver Clinics. Driver clinics, the second stage of the Safety Pilot, will be handled under a separate contract. The purpose of the driver clinics, of which six (6) will be held for light vehicles, is to introduce “naïve” drivers (i.e., members of the general public who have no special training on the safety systems embedded in the vehicles they will be driving) to a set of in-vehicle DSRC-based safety systems and solicit their reaction to those systems. Some form of driver clinic will also be conducted for transit and heavy vehicles but is also outside of the scope of this solicitation.

Pre-Model Deployment Testing. The third stage of the Safety Pilot is the first one covered under this solicitation. The Contractor (hereafter called the “Test Conductor”) shall install the infrastructure components to be used in the Model Deployment stage of the Safety Pilot, equip a limited number of vehicles with HIA and aftermarket safety devices purchased from their respective QPLs (provided by the USDOT), arrange for the installation of RSEs purchased from the RSE QPL (also provided by the USDOT after contract award), and conduct a system interoperability test to ensure that all of the elements of the Safety Pilot (vehicles, infrastructure devices, supporting data collection systems, etc) interact properly and effectively. The Test Conductor shall work with other Contractors (designated by the USDOT) to address and resolve problems. All critical problems shall be resolved before proceeding to the model deployment.

NOTE: There is extensive amount of coordination with other program contractors as part of this solicitation.

Model Deployment. This stage of the Safety Pilot is also covered by this solicitation. It will last for a period between ten (10) and twelve (12) months and is intended to test the effectiveness of the safety applications installed in the test vehicles and the overall effectiveness of a deployed safety system capability.

Post-Model Deployment Evaluation. This final stage of the Safety Pilot, involves the analysis of the data collected during the Model Deployment by the Independent Evaluator (John A. Volpe National Transportation Center). The role of the Test Conductor is to provide the data, appropriately processed to ensure that it contains the desired quality levels, to the Independent Evaluator and to coordinate with the Independent Evaluator in administering surveys and conducting focus groups. See Sections C.3 and C.4 and Attachment No. 10 for more information regarding the Independent Evaluator and the Test Conductor’s role.

More detail on the Pre-Model Deployment and Model Deployment stages is in the Scope of Work section of this solicitation.

C.2 OBJECTIVE

In support of its goal of accelerating the introduction and commercialization of DSRC-based crash warning and avoidance systems, the USDOT has defined a set of objectives for the Safety Pilot. Some of those objectives (e.g., gathering data about driver acceptance of DSRC-based in-vehicle safety systems) will be achieved through the driver clinics being conducted under a separate contract. However, through the Pre-Model Deployment Testing and Model Deployment stages of the Safety Pilot, the USDOT wants to accomplish the following objectives:

1. Demonstrate V2V and V2I safety-related applications in a real-world environment using multiple vehicle types (at a minimum, light and heavy vehicles and buses).

2. Collect data to project potential safety benefits of V2V safety applications in support of the National Highway Traffic Safety Administration (NHTSA) 2013 agency decision on that program area.

3. Assess options for accelerating the safety benefits through the use of HIA, aftermarket, and retrofit safety devices providing safety-related applications.

4. Evaluate the scalability, security, and interoperability of devices using DSRC 5.9 GHz technology.

5. Test the use of Signal Phase and Timing (SPaT) messages in V2I safety-related applications.

6. Provide industry access to HIA and SPaT messaging in a live operating environment, for use by additional applications.

7. Collect and store data (e.g., HIA messages, vehicle-based sensor data, SPaT messages) for later use by other researchers, including universities and private industry.

C.3 SCOPE

The overall scope of the contract is to establish a real world model deployment test site for enabling wireless communications among vehicles and with roadside equipment for use in generating data to enable driver safety warning systems. The deployment site will encompass vehicles of various types that include a mix of integrated, retrofit, and aftermarket vehicle safety systems. The model deployment data generated and archived will be used for estimating safety benefit in support of future policy decisions by USDOT as well as for use by the broader industry in developing additional connected vehicle applications.

C.4 INTRODUCTION

Throughout the remainder of this solicitation, the USDOT refers to three categories of vehicles and further distinguishes among them based upon the type of device installed in the vehicle to provide functionality required during the Safety Pilot. The categories of vehicles are:

Light vehicles, i.e., vehicles whose weight is less than 10,000 pounds. This category generally refers to cars.

Heavy vehicles, i.e., vehicles whose weight is greater than 10,000 pounds. This category generally refers to heavy trucks, such as delivery trucks and articulated trucks.

Transit vehicles, i.e., vehicles used to transport large numbers of travelers at one time on roadways.

The device types are the following:

HIA devices – very limited in capability, these devices only broadcast and they only broadcast a single type of message. That message is a form of the Basic Safety Message (BSM), as defined in Society of Automotive Engineers (SAE) standard J2735, Dedicated Short Range Communications (DSRC) Message Set Dictionary, version 2009-113.

However, since the HIA device is not connected to in-vehicle data systems, a large number of the data elements defined in J2735 for the BSM may only have their default values inserted rather than actual in-vehicle sensor values. The HIA does not have a working human-machine interface (HMI) and does not receive messages.

Aftermarket safety device – a device safely installed in the vehicle such that it does not distract the driver. The device provides working safety applications. However, installation of the device cannot void the vehicle’s warranty or cause any harmful effects to the vehicle. The device has a working HMI. The device broadcasts and receives safety messages4, 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. It has permanent internal storage.

Retrofit safety device (kit) – a device (kit) installed in vehicles, by representatives of the vehicle’s original equipment manufacturer (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 retrofit 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.

Integrated (safety) device –a device inserted into vehicles during vehicle production at an 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.

3 All references to SAE J2735 shall be assumed to refer to this version of the standard.

4 All messages shall be found in SAE J2735 and shall be in SAE J2735 format.

Only one (1) type of device shall be inserted into any vehicle. The presence of any device precludes the insertion of an additional device (unless the original device is removed).

Although the Safety Pilot consists of five stages (Device Development, Driver Clinics, Pre- Model Deployment Testing, Model Deployment, and Post-Model Deployment), only the Pre- Model Deployment and Model Deployment stages are covered by this solicitation. The following describes the overall effort that the Test Conductor shall perform during each of these stages.

Pre-Model Deployment Testing Stage

The purpose of the Pre-Model Deployment Testing stage is to ensure that all of the hardware and software components needed for the Model Deployment are installed properly, operate according to their design specifications, and interoperate effectively. It consists of three major phases:

Planning (for both remaining Safety Pilot stages) Preparation and installation of required components Execution of the Pre-Model Deployment tests

1. Planning

During the planning phase, the Test Conductor shall update the Model Deployment Site Plan (initially submitted with the Offeror’s proposal, see Section L) to reflect the planned locations for physical components (RSEs, traffic signal controllers, etc.) to be installed during the Pre- Model Deployment Testing stage.

Other plans that the Test Conductor shall prepare in this phase are:

Safety/Threat Plan – developed in accordance with International Organization for Standardization (ISO) standard 26262 family of standards.

Experiment Plan – developed in conjunction with the Independent Evaluator, this plan describes what hypotheses are postulated for assessment during the Model Deployment, what data needs to be collected to determine whether these hypotheses have been demonstrated as valid, and what types of analyses will be conducted on the data.

Logistics Plan – developed to identify how the Test Conductor intends to provide the required logistical support during the Safety Pilot.

System Interoperability Test Plan – developed to address the actual tests that the Test Conductor intends to execute during the Pre-Model Deployment Test.

Driver Training Plan – developed to address how the Test Conductor intends to train all volunteer drivers participating in the Safety Pilot.

In addition to the above, the Test Conductor shall obtain the required approvals, from an appropriate Institutional Review Board, for the use of human subjects in an experiment. (See 45 Code of Federal Regulations [CFR] 46.) The Test Conductor shall also prepare the training materials needed for training drivers.

2. Preparation and Installation of Required Components

During this phase, which may overlap part of the first phase, the Test Conductor shall acquire or develop all of the hardware and software components needed for the Model Deployment and install the components in the appropriate locations. In addition, during this phase, the Test Conductor shall recruit all drivers participating in the Safety Pilot. The USDOT will provide the Test Conductor with sixty (60) integrated light vehicles as government furnished equipment (GFE). Eight (8) of these will be provided in time for the Test Conductor to use them in the Pre- Model Deployment Tests, described below. The USDOT will provide the Test Conductor with two (2) to three (3) integrated heavy vehicles for use in the Model Deployment, one (1) of which, if available, the Test Conductor shall use in the Pre-Model Deployment Tests, described below.

The USDOT will provide the Test Conductor with three (3) retrofit device transit vehicles for use in the Model Deployment.

For the Model Deployment, the Test Conductor shall recruit a pool of 2,500 volunteer drivers of light vehicles and may recruit up to 3,000 such drivers. (The Test Conductor may recruit more than 3,000 volunteer drivers of light vehicles, but that recruitment will not be subsidized by the USDOT.) The pool of light vehicle drivers may consist solely of drivers who volunteer to drive their personal vehicles, but it is more effective (and preferable) for the Test Conductor to recruit a combination of operators of light vehicle fleets (e.g., police agencies, transportation or other government agencies, companies with large light vehicle fleets) and drivers who volunteer to drive their personal vehicles. This pool of drivers shall support the deployment of vehicles equipped with either HIA devices or aftermarket safety devices. The Test Conductor shall train the volunteer drivers who will be driving vehicles equipped with HIA and aftermarket safety devices.

For the Model Deployment, from the pool of recruited drivers, the Crash Avoidance Metrics Partnership (CAMP) will select 128 drivers who will be asked to drive the integrated light vehicles that CAMP is building. There will be a maximum of 64 drivers driving integrated light vehicles at any time, but having 128 drivers will allow CAMP to rotate drivers over time. CAMP will train the drivers selected to operate the integrated light vehicles. The Test Conductor shall train the drivers about the Model Deployment environment.

Also for the Model Deployment, the Heavy Vehicle Contractor and the Transit Vehicle Contractor shall train the drivers of vehicles with retrofit devices, each Contractor training the drivers of the types of vehicles with which the Contractors are associated. Again, the Test Conductor shall provide additional training about the Model Deployment environment.

The Test Conductor shall also arrange, with one or more local truck fleet companies (multiple fleets are preferred), for the use of at least fifty-eight (58) medium and/or heavy duty vehicles (commercial vehicles with a Gross Vehicle Weight Rating (GVWR) greater than 19,500 lb.). The USDOT prefers that medium/heavy vehicles come from fleets, covering various vehicle configurations such as class 8 tractor-trailers, class 8 straight trucks, as well as various medium-duty configurations. Further, for the tractor operations, it is preferred that the fleet(s) operate with different lengths and sizes of trailers (e.g., 53-ft box vans, twin 28-ft “pups”, etc.). Of the heavy vehicles selected for the Safety Pilot, at least fifty (50) shall be equipped with HIA devices, with more than half being articulated (tractor-trailer) vehicles. In addition, at least eight

(8) vehicles shall be equipped with retrofit devices, with at least half being articulated (tractor-trailer) vehicles. If more than 58 vehicles are volunteered by the participating fleet(s), the excess medium/heavy vehicles shall be equipped with HIA devices. (Note: an additional two (2) or three (3) heavy vehicles will be supplied by USDOT as integrated heavy vehicles.)

The Test Conductor shall arrange with one or more transit agencies to provide at least ten (10) transit vehicles to be equipped with HIA devices.

Each integrated light and heavy vehicle and each retrofitted heavy and transit vehicle used in the Safety Pilot will be equipped with a data acquisition system (DAS). The contractors responsible for that vehicle type will develop and support the DASs for those vehicle types, some aftermarket safety device light vehicles will have an additional, more detailed DAS installed as well (see Subtask 3.4).

In preparation for the Pre-Model Deployment Testing Stage, the Test Conductor shall provide 125 light vehicles – 110 equipped with HIA devices and fifteen (15) equipped with aftermarket safety devices – of which five (5) shall have the more detailed DASs installed, ten (10) heavy vehicles equipped with HIA devices, and three (3) transit vehicles equipped with HIA devices.

CAMP will provide eight (8) integrated vehicles for testing in this stage.

Table 1 identifies sample applications that may run on each type of vehicle, depending on the device type installed in the vehicle.

Table 1. Vehicle Types, Devices, and Sample Applications5

Vehicle Type

Device Type

HIA Device Aftermarket Safety Device Integrated Device (On‐Board Equipment

[OBE]) or Retrofit Device

Light Vehicle

HIA message broadcasts

BSM broadcast6

Receipt of SAE J2735 messages broadcast by other vehicles and by infrastructure devices

Curve Speed Warning

Forward collision warning

Emergency electronic brake lights warning

Cooperative Intersection Collision Avoidance System – Violation (CICAS‐V) warning

BSM broadcast

Receipt of broadcasted SAE J2735 messages

Blind spot warning

Do not pass warning

Emergency electronic brake lights warning

Forward collision warning

Intersection movement assist warning

Lane change warning

CICAS‐V warning

Heavy Vehicle

HIA message broadcasts

N/A

BSM broadcast

Receipt of broadcasted SAE J2735 messages

Lane change assist warning

Curve over‐speed warning

Forward collision warning

Intersection movement assist warning

CICAS‐V warning

Transit Vehicle (Bus)

HIA message broadcasts

N/A

BSM broadcast

Receipt of SAE J2735 messages broadcast by other vehicles and by infrastructure devices

Pedestrian and turning transit vehicle crash warning

Right turn in front of transit vehicle crash warning

The Test Conductor shall arrange, with at least one local traffic agency, for the upgrade or installation of twelve (12) traffic signal controllers capable of transmitting SPaT data to an RSE.

The RSE will transmit the SPaT data and will also transmit a geometric intersection description (GID)7. The Test Conductor shall develop the GIDs for designated intersections. The USDOT is working to identify the necessary interfaces for two-way communication of traffic signal information between the traffic signal controller and a mobile device, and will have these interfaces implemented in two traffic signal controllers from two different manufacturers (late 2011/early 2012).

5 These are sample applications; not all applications listed may be available for use with the device or vehicle type listed.

6 As defined in SAE J2735, version 2009‐11 7 The format and content of the SPaT message and the GID can be found in SAE standard J2735, version 2009‐11.

The Test Conductor shall install these traffic signal controllers along two corridors in the test area. Each corridor will use one of the two controllers being developed for the USDOT. The minimum corridor length shall consist of three contiguous traffic signals. In addition, the Test Conductor shall also install RSEs, at the following location types:

Curve Speed (a total of three), with two (2) RSEs installed at each curve. An RSE shall be installed at an appropriate distance (to be defined by the local traffic agency) from the start of each end of the curve. Total of six (6) RSEs.

Actuated Traffic Signal Controller (a total of five), with one (1) RSE installed at each location. The RSE shall be installed such that it can receive HIA messages8 from vehicles regardless of the direction in which the vehicle is traveling. Note: The Test Conductor may, with USDOT concurrence, simulate one or more of these actuated traffic signal controller locations. These locations will not be the same locations where RSEs are transmitting SPaT and GID messages.

The Test Conductor shall also install RSEs in locations where aftermarket safety device vehicles, retrofit device vehicles, and integrated vehicles will be traveling at speeds that permit the transmission of security credentials and Certificate Revocation Lists (CRLs). These RSEs will be capable of providing secure Internet Protocol (IP) V2I connections for these transmissions. The specific locations of these devices shall be determined jointly by the Test Conductor and USDOT after the Model Deployment Geographic Area is selected. These locations shall be limited to sections of the Model Deployment Geographic Area that are not already provided service by RSEs installed as outlined above.

The Test Conductor shall acquire all of the required HIA devices, aftermarket safety devices, and RSEs from QPLs provided by the USDOT. Other Model Deployment components that the Test Conductor shall build and/or install are the Local Certificate Distribution System (see Task 4.2);

the more detailed DASs installed in light vehicles with aftermarket safety devices; and a data storage system used to aggregate all of the data collected during the Pre-Model Deployment and Model Deployment stages.

3. Execution of the Pre-Model Deployment Tests Once all of the infrastructure components are installed and the requisite number and types of vehicles, with trained drivers, are available, the Test Conductor shall execute all of the interoperability tests defined in the System Interoperability Test Plan. The Test Conductor shall analyze the results of these tests and determine whether any recommendations for modifications or enhancements to any hardware or software components are required before beginning the Model Deployment stage. Once the Test Conductor believes that everything is ready for the Model Deployment – including the availability of all required vehicles and drivers trained to operate them, the Test Conductor shall seek approval from the COTR, to proceed with that stage.

Once the COTR approves, the Model Deployment stage shall begin.

8 The HIA message is the Basic Safety Message (BSM) specified in SAE standard J2735, version 200911, with some required data elements set to their default or “null” values.

Model Deployment Stage

The Model Deployment stage shall exhibit operational capability and is not intended to be an engineering field test. Although some of the safety applications that will run on the vehicle fleet during this stage will be prototype applications, all of the safety applications that will run on the integrated light vehicles are considered to be pre-production safety applications, i.e., almost ready for insertion into production vehicles by the light vehicle OEMs that have participated in their development as part of CAMP. These are listed in Table 1. Table 1 also lists applications for integrated and retrofit device heavy vehicles and retrofit device transit vehicles, but this list is not yet final.

The Model Deployment stage will begin when the entire vehicle fleet is equipped and ready, all drivers are trained (as needed), all of the infrastructure elements of the Model Deployment are in place (including the data storage system(s) needed to accumulate the necessary data), and the USDOT authorizes its onset. Once the Model Deployment is underway, the Test Conductor shall ensure that all elements are maintained and refreshed (upgraded) as necessary, data are downloaded from vehicle and other equipment logs, data are stored and subjected to the appropriate quality controls, and the quality-controlled data are delivered to the Independent Evaluator and to designated Real-Time Data Capture and Management representatives at the Turner-Fairbank Highway Research Center in an appropriate and timely manner.

Post-Model Deployment Stage

At the completion of the Model Deployment, the Test Conductor shall decommission (remove) all equipment installed in all light vehicles volunteered for the Model Deployment and in all heavy and transit vehicles provided by local organizations (public or private) for use in the Model Deployment. The Test Conductor shall dispose of the equipment used in the Model Deployment as directed by the USDOT.

In addition, it is during this stage that the Test Conductor shall prepare its final report on the Model Deployment stage, listing the lessons learned and providing recommendations in at least the following areas:

Enhancements or modifications to the RSE devices and certificate and security management systems used during the Model Deployment.

Enhancements or modifications to the descriptions and requirements for applications used during the Model Deployment.

Additions or modifications to standards used during the Model Deployment.

The Test Conductor shall conduct focus groups and administer Post-Model Deployment questionnaires to drivers that participated in the Model Deployment via aftermarket safety device vehicles. The Test Conductor shall coordinate all questionnaires and focus groups with the Independent Evaluator and provide the Independent Evaluator with any data resulting from this effort, if the Independent Evaluator so requests.

C.5 DELINEATION OF WORK

The Test Conductor shall perform the work described in the following tasks and subtasks.

Task Area 1 - Program Management This task shall extend over the entire period of performance of this effort. Shortly after contract award, the Test Conductor shall attend a “Kick-Off” meeting to be held in Washington, DC with the USDOT and its representatives to ensure that all parties have a common understanding of the USDOT’s requirements and expectations. The Test Conductor shall bring its key personnel to this meeting and the USDOT will arrange the location, the agenda, and the list of other (non-Test Conductor) attendees. This Kick-Off meeting shall occur no later than fifteen (15) business days after contract award.

NOTE: Business days do not include Saturday, Sunday, or Federal Government Holidays.

The Test Conductor shall prepare a Program Management Plan (PMP) that describes all of the activities required to perform the work described in Tasks 2 through 8 below. The PMP shall be accompanied by a detailed Master Project Schedule, considered to be a logical component of the PMP, although it may be a physically separate electronic file. The Master Project Schedule shall list all activities required to bring all required work to a successful completion and shall contain

– at a minimum – three levels of Work Breakdown Structure (WBS)9. The Test Conductor shall not limit itself to only three WBS levels, but shall go to the level of detail required to show the following:

Name of the work activity Expected start and end dates Name of the individual with the primary responsibility for accomplishing the work All organizations (to include public agency partners) expected to contribute to the completion of the work activity Dependencies with other work activities in the Project Schedule Any equipment or other non-labor resources required to perform the work activity Any deliverables or milestones resulting from the work activity10

The Master Project Schedule is the graphical representation of the work the Test Conductor shall perform and the PMP shall contain all of the supporting narrative. Once the USDOT approves the PMP and the Master Project Schedule, the expected start and end dates for each work activity

9 Any effort for which a more detailed schedule is prepared as part of a separate task or subtask may have a “placeholder” activity inserted in the initial Master Project Schedule, since it will be replaced by the detailed schedule once that schedule is developed.

10 Any work activity in the Master Project Schedule shall have a clear result that ensures that the activity has been completed successfully. Generally, this is either a deliverable product, the physical installation of equipment whose installation can be confirmed, or a milestone event whose occurrence is obvious and necessary. A work activity cannot be completed until there is a demonstrable end to the work involved.

become the baseline dates for the Test Conductor’s work and may not be changed without the approval of the COTR.

As Appendices to the PMP, the Test Conductor shall provide the following additional plans:

Property Management Plan – this plan shall describe how the Test Conductor records and tracks all physical property and other equipment for which it is responsible during the period of performance of this contract. The Test Conductor shall have an approved Property Management System in which it will record all property that it either acquires or is provided as Government Furnished Equipment (GFE).

Configuration Management Plan – this plan shall describe how the Test Conductor records and tracks the hardware and software items for which they are responsible that do not fall into the category of “property” but which need to be tracked during the course of the Safety Pilot. Items to be placed under configuration management include the vehicles into which HIA and aftermarket safety devices are placed, the HIA and aftermarket safety devices themselves, all more detailed DASs (see Subtask 3.4) installed with aftermarket devices, and all software running on those devices (including DASs). Also to be placed under configuration control are all of the integrated vehicles, their add-on equipment (e.g., DASs), and software running on the add-on equipment. It is critical to ensure that these items are under configuration control to enable equipment and software refreshes to be done effectively. The Configuration Management Plan shall also describe the procedures necessary to manage the refresh of equipment and software as well as how the Test Conductor shall manage the development and version control of all software that it plans to develop.

Risk Management Plan – the Test Conductor shall describe the major risks that it believes exist in successfully completing the work described in the PMP. Risks shall be linked to specific work activities and the Risk Management Plan shall describe the Test Conductor’s proposed risk mitigation efforts to ensure that risk events, should they actually occur, will have the minimum possible impact on the overall Safety Pilot schedule. The Test Conductor shall assign a unique number to each risk identified, determine the probability of the risk’s occurrence, and assess the impact of the risk’s occurrence on the overall project. This information for each identified risk (unique number, risk probability, and risk impact) shall be recorded in the Test Conductor’s Risk Management Log (see Attachment No. 11 for an example Risk Management Log), which shall be maintained for the life of the project. The Test Conductor shall transmit the contents of its Risk Management Log to the USDOT, upon request, in an electronic format provided by the USDOT.

The PMP and all of its related material (Master Project Schedule, Property Management Plan, Configuration Management Plan, and Risk Management Plan) shall be delivered in draft to the COTR. The USDOT shall have a minimum of ten (10) business days to comment on the PMP and its related material. After receiving the USDOT comments and resolving them, the Test Conductor shall provide the “final” version of the PMP and its related documents. During the course of the Safety Pilot, the Test Conductor may propose modifications to the PMP. Any such modifications shall go through the cycle of draft submission, USDOT review and comment, comment resolution, and submission of a “final” version.

As part of this task, the Test Conductor shall prepare a System Interoperability Test Plan that describes all testing processes and activities11 that the Test Conductor intends to perform in ensuring interoperability among all Safety Pilot elements (see Subtask 5.1).

The Test Conductor shall also provide monthly progress reports and briefings at quarterly program reviews conducted by the USDOT. Every two weeks, the Test Conductor shall submit an updated Project Schedule to reflect the actual start and/or end dates of specific detailed activities in this schedule. Baseline start and end dates may not be changed without USDOT approval. However, the Test Conductor may integrate more detailed schedules (see Subtask 2.1 and Task 8) as they are developed and receive USDOT approval.

Task Area 2. Safety Pilot Planning

The Test Conductor shall perform all necessary planning to ensure that the Pre-Model Deployment and Model Deployment stages of the Safety Pilot are successfully conducted. The specific planning efforts are described in the subtasks below.

Subtask 2.1. Finalize Model Deployment Site Plan The Test Conductor shall update the Model Deployment Site Plan to reflect any changes directed by the COTR after contract award. In addition, the Test Conductor shall create a Site Installation Schedule that identifies infrastructure installation activities. For each type of infrastructure element to be installed, this schedule shall indicate:

Type of infrastructure element to be installed.

Planned start and end dates for the building of each infrastructure element type.

Planned installation start and end dates for each infrastructure element (by type).

Organization or individual responsible for the installation.

Milestone(s) identifying when the installation of each type of infrastructure element is completed.

Planned start and end dates for unit testing the operation of each infrastructure element

(by type).

The Site Installation Schedule shall be incorporated into the Test Conductor’s Master Project Schedule.

11 Any planned system interoperability testing activities shall be incorporated into the Master Project Schedule, under an overall category of “System Interoperability Test Schedule”.

The Model Deployment Site Plan shall contain sufficient detail about the physical installation of infrastructure equipment to allow the physical installation process to be repeatable. Details shall include:

Power sources for installed equipment Physical cabling required to bring power into cabinets or to devices outside of cabinets Wiring plans or diagrams of physical installations Antennae mounting details

Other details required in the Model Deployment Site Plan shall be specified by the local traffic agency (or agencies) partnering with the Test Conductor for the Safety Pilot.

As equipment is actually installed in the Model Deployment Geographic Area, the Test Conductor shall annotate the map that is part of the Model Deployment Site Plan to reflect the exact locations of all equipment and facilities. For all infrastructure equipment that is assigned a unique number for property and/or configuration control purposes, the map annotations shall include the unique identification number.

The Test Conductor shall also develop the detailed GIDs for each signalized intersection (and other intersections at which a GID is to be transmitted) at which an RSE and new traffic controller are installed. The Test Conductor shall store GIDs for intersections in a database that uniquely identifies each intersection and its corresponding GID. If the geometries of these intersections change during the Safety Pilot, the Test Conductor shall update the database with the new GID within five (5) business days after the change occurs.

One or two versions of this Model Deployment Site Map shall be included in the Test Conductor’s System Interoperability Test Plan to indicate the specific routes on which vehicles will be asked to operate as part of the system interoperability testing.

Subtask 2.2. Finalize Security Management Operating Concept The Test Conductor shall finalize the Security Management Operating Concept implementation plan, initially submitted as part of its proposal. The final version of the Security Management Operating Concept implementation plan shall include recommendations from the USDOT related to policy options that the USDOT wants to see examined during the Safety Pilot. The Test Conductor shall also coordinate with the Test Bed Contractor (SAIC, located in Michigan), with the Independent Evaluator (Volpe), and with CAMP to consider all of the issues that those organizations may have related to the Test Conductor’s Security Management Operating Concept.

Subtask 2.3. Develop Safety/Threat Plan and Experiment Plan The Test Conductor shall develop a functional safety (see ISO 26262-1, 2,3,7,8, and 10) and threat assessment plan for use in both the Pre-Model Deployment Testing and the Model Deployment stages. This plan will guide the execution of a functional safety and threat assessment program, to validate the overall safety of the deployed Model Deployment capability and to understand the impact of unintended or malicious attacks on the overall Model

Deployment capability. The functional safety and threat assessment program will be executed in both the Pre-Model Deployment Testing and the Model Deployment stages.

The Test Conductor shall also develop an Experiment Plan, in collaboration with the Independent Evaluator. The Experiment Plan shall identify:

What are considered the baseline condition(s) and the treatment condition(s) of the experiment and what data shall be collected to establish those conditions

How the Test Conductor intends to collect all data required by the Independent Evaluator to perform its independent evaluation

How the Test Conductor intends to ensure the quality of the data provided to the Independent Evaluator

How data is aggregated for future use (if done).

The Independent Evaluator will provide a database structure and schema describing its required data formats and parameters. The Test Conductor shall build (or acquire) the necessary hardware and software to maintain collected data according to the Independent Evaluator’s database structure and schema.

The Test Conductor’s Experiment Plan shall be executed during the Model Deployment (see Task 6). Portions of it may be executed during the Pre-Model Deployment Testing (see Task 5.1), as long as executing it does not interfere with the required system interoperability testing.

Subtask 2.4. Address Other Applications The Test Conductor shall describe its plan for introducing other applications into the Model Deployment as part of the Showcase effort described in Task 8. If there is any change to the list of applications provided by the Test Conductor, the Test Conductor shall provide an updated list of applications, including dates by which the Test Conductor shall introduce those applications into the Model Deployment. Any activities involved in (and their proposed start and end dates) introducing Test Conductor-developed applications shall be incorporated into the Test Conductor’s Showcase Plan and Showcase Schedule (see Task 8).

Other applications shall leverage, to the maximum extent possible, HIA devices installed in vehicles and the RSEs that are deployed to support the USDOT’s objectives for the Safety Pilot.

Since RSEs shall be deployed at signalized intersections, it is possible to leverage these devices for such applications as:

Transit Signal Priority Bicycle and Pedestrian Safety Traffic Signal Operations

These applications, while attractive to the USDOT, are not applications that the Test Conductor is required to implement. Other RSEs shall be deployed to support V2I applications, such as Curve Speed Warning, being tested by the USDOT. The Test Conductor shall consider, in proposing its other applications, how it can leverage these RSEs as well.

The Test Conductor shall also develop a recommended approach for monitoring the use of the Model Deployment Geographic Area by other industry organizations that wish to use the capabilities in the Model Deployment to develop, test, and/or demonstrate applications that they have developed or are developing. The Test Conductor shall not restrict the use, by other industry organizations, of the Model Deployment Geographic Area for these purposes. However, the Test Conductor shall ensure that industry organizations intending to use the capabilities and data-rich environment within the Model Deployment Geographic Area can register their intent to use it, so that they can be advised of the status and availability of infrastructure elements within that area and of Test Bed services that might be needed. The Test Conductor shall monitor the use of the Model Deployment Geographic Area by industry organizations that register their intended use to help determine if such use interferes with the experiments being conducted by Safety Pilot partners. The Test Conductor shall document its recommended monitoring approach and provide it to the USDOT for review and approval. The Test Conductor shall not be responsible for procuring or installing any additional infrastructure equipment that organizations require for their “other” applications.

Subtask 2.5. Obtain Human Use Approval for Pre-Model Deployment and Model Deployment The Test…