Technical_Exhibit_1_final.pdf

DTFH6116R00004

Attachment No. J.1

CV Evaluation Technical Exhibit 1

The Contractor shall be responsible for the independent evaluation of CV Pilot Deployments being conducted at the three sites; national-level evaluation of the CV Pilot Deployments;

evaluation of the CV Pilots Program; and evaluation of other deployment programs, including the Beyond Traffic: The Smart City Challenge and the Advanced Transportation and Congestion Management Technologies Deployment Initiative.

The Contractor shall be required to develop and/or refine evaluation methodologies and cost models; analyze data provided by CV Pilot Sites; conduct effective experiments of varied nature;

collect, clean, and analyze data; apply analytical techniques; conduct cost analyses; assess financial and institutional frameworks and models; conduct Organizational Network Analyses (ONA) of site partnerships; and conduct stakeholder surveys/interviews and gather feedback.

The Contactor shall provide all personnel, equipment, supervision and other items on a Task Order basis, in support of the ITS JPO and its partner agencies in achieving the objectives. Note, that for the Safety Pilot Model Deployment (SPMD), one year of data comprising continuous in-vehicle data from approximately 200 vehicles (including vehicle dynamics, external sensors, Global Positioning System (GPS) data, application data and video recordings) and the Basic Safety Message (BSM) database from 2,800 vehicles amounted to approximately 30 Terabytes (TB) of data. It is expected that the three CV Pilot sites may together generate raw data that are order of magnitude larger than what was seen in the SPMD. Samples of these foundational raw data, together with aggregations of connected vehicle and other data will be required to support site evaluation efforts. The Contractor shall have the skills and resources to acquire, store, process, analyze, and manage diverse data from the three sites.

NOTE: To ensure evaluations are independent, entities acting as the Independent Evaluator (subcontractor, or consultant) for a deployment cannot also be acting in any capacity within the deployment team. For example, entities engaged in Task Areas B-F, cannot also be acting in any capacity within the Connected Vehicle Pilot Deployment site (i.e., pilot deployer) teams.

The prime contractor on the IDIQ vehicle cannot be acting in any capacity within any deployment effort that may be evaluated as part of this IDIQ. Task orders under this IDIQ detailed in Task Areas B-E will be issued for the evaluation of Wave 1 pilot deployment sites which have advanced to and are operating under Phase 2 or Phase 3 Cooperative Agreements.

Task Orders corresponding to Task Area F will be issued for the evaluation of the Beyond Traffic: The Smart City Challenge and the Advanced Transportation and Congestion Management Technologies Deployment Initiative.

SUMMARY OF WAVE 1 SITES

On 14 September 2015, the USDOT announced the selection of three connected vehicle deployment concepts for further development and federal financing and technical assistance (http://www.its.dot.gov/pilots/). The three selected concepts are summarized below.

1. ICF/Wyoming: The primary objective of the ICF/Wyoming CV Pilot is to reduce the number of truck blow-over incidents and adverse weather related incidents (including http://www.its.dot.gov/pilots/ secondary incidents) on the Interstate 80 (I-80) corridor in order to improve safety and reduce incident-related delays. Secondary objectives include:

• Reduce the latency and increase the coverage of road condition reports along the I-80 corridor by gathering data from equipped snow plows and trucks

• Support in-vehicle dissemination of advisories to support speed management, detours, parking and presence of maintenance and emergency vehicles

• Support fleet management center operations by providing current and forecasted road conditions along I-80

• Support vehicle to vehicle communication of road condition and posted speeds along the I-80 corridor especially in the variable speed limit zones

This deployment will utilize connected vehicle technology to improve and monitor performance on I-80, which is a freight-intensive corridor with a daily volume of 11,000 to 16,000 vehicles, many of which are heavy-duty trucks (30% to 55%). Seasonal truck percentages can be as high as 70%. The I-80 corridor is about 402 miles long and reaches its maximum elevation of 8,640 feet above sea level at Sherman Summit, near Buford. As a result of the high elevation, the corridor is prone to the occurrence of winter weather events at any time of the year but are more common between the months of October and April. Weather events common to the corridor are ice and snow covered road surfaces, poor visibility, and high wind events (i.e., wind speeds exceeding 30 mph and wind gusts exceeding 40 mph) that often lead to truck blow overs. Between 2002 and 2012, over 3,472 high-wind crashes were observed. This Pilot will develop applications that use vehicle-to-infrastructure (V2I) and V2V connectivity to support a flexible range of services that improves safety and mobility. Information from these applications is expected to be made available directly to the equipped fleets or through data connections to fleet management centers, who will then communicate the information to their trucks using their own systems. Applications currently under consideration by the site include: Road Weather Advisories and Warnings for Motorists and Freight Carriers, Road Weather Information and Routing Support for Emergency Responders, Road Weather Information for Maintenance and Fleet Management Systems, Weather-Responsive Variable Speed Limit System, Freight-Specific Dynamic Travel Planning, Spot Weather Impact Warning, Situational Awareness, and Warnings about Upcoming Work Zone. The Wyoming Department of Transportation and ICF International jointly manage this deployment effort.

2. New York City (NYC): The primary objective of the New York City Department of Transportation (NYCDOT) CV Pilot is to improve the safety of travelers and pedestrians in New York City through connected vehicle technologies. A secondary objective of the pilot is to improve mobility, environmental and public agency efficiency impacts. This objective of the Pilot is well aligned with the New York City’s Vision Zero initiative, which seeks to reduce vehicle crashes and pedestrian fatalities, and make the streets safer for all modes of transportation. The specific needs of NYCDOT for the CV Pilot include:

• Discourage spot speeding

• Reduce accidents at high incident intersections

• Improve pedestrian safety on heavily traveled bus routes

• Improve safety of visually-impaired pedestrians

• Improve truck safety

• Address bridge low clearance issues

• Enforce truck route restrictions

• Improve work zone safety

• Balance mobility in heavily congested areas

• Reduce crashes, injuries, and delays

• Provide evacuation and unusual situation alerts

The Pilot site includes a 600’ x 250’ grid in Manhattan with high accident rates; FDR Drive, which is a limited access highway in Manhattan with a short radius of curvature and over-height restrictions; and Flatbush Avenue in Central Brooklyn, which has over-height restrictions and high accident rates. This Pilot is expected to feature the installation and utilization of V2V technology in up to 10,000 vehicles (taxis, buses, commercial fleet delivery trucks, and City-owned vehicles) that frequently travel in Midtown Manhattan to transmit and receive connected vehicle data. Additionally, 204 traffic signals in Manhattan and 35 traffic signals in Central Brooklyn with high accident rates are expected to be upgraded with V2I communications capabilities. Roadside equipment (RSE) will be deployed along FDR Drive, which is a limited access highway with over-height restrictions and excludes trucks and buses. Applications currently under consideration by the site include: Modified Eco-Speed Harmonization, Red Light Violation Warning, Pedestrian in Signalized Crosswalk Warning, Vehicle Turning Right in Front of Bus Warning, Mobile Accessible Pedestrian Signal System (PED-SIG), Curve Speed Warning, Freight-Specific Dynamic Travel Planning and Performance, Reduced Speed/Work Zone Warning, Intelligent Traffic Signal System (I-SIG), Forward Crash Warning, Emergency Electronics Brake Light, Blind Spot Warning, Lane Change Warning/Assist, Intersection Movement Assist, and Stationary Vehicle Ahead. These applications aim to help reduce congestion and control speeds, enhance intersection and pedestrian safety, and optimize truck freight operations. The New York City Department of Transportation leads this deployment effort.

3. Tampa: This effort, which is headed by the Tampa-Hillsborough Expressway Authority (THEA), will deploy a variety of connected vehicle technologies on and within the vicinity of the Lee Roy Selmon Expressway reversible express lanes in downtown Tampa. The primary objective of this deployment is to alleviate congestion on the roadway during morning commuting hours. In addition to the Expressway, the deployment area contains bus and trolley services, high pedestrian densities, special event trip generators and high dynamic traffic demand over the course of a typical day. These diverse environments in one concentrated deployment area collectively encompass many situations that allow for preparation of CV applications for deployment and performance testing. Drivers within the deployment area experience significant delays, especially on the Selmon Expressway, during the morning peak hour resulting in, and often caused by, a correspondingly large number of rear-end crashes and red light running collisions. The deployment area is also saddled with transit signal delays, pedestrian conflicts, red light running and signal coordination issues. The specific needs of the THEA deployment include:

• Reduce morning peak hour queues

• Reduce wrong-way entries into the Reversible Express Lanes

• Reduce pedestrian conflicts and improve pedestrian safety

• Provide signal priority to Bus Rapid Transit (BRT), improve trip times and safety

• Improve signal coordination and traffic progression

• Reduce trolley, auto, pedestrian, and bike conflicts

The project team will deploy a variety of V2V and V2I safety, mobility, and agency data applications to create reinforcing benefits for motorists, pedestrians, and transit operation.

Applications currently under consideration by the site include: Curve Speed Warning, Forward Collision Warning, Emergency Electronics Brake Light, Intelligent Traffic Signal System, Intersection Movement Assist (IMA), Pedestrian in Signalized Crosswalk, Mobile Accessible Pedestrian Signal System (PED-SIG), Transit Signal Priority, and Vehicle Turning in Front of Bus.

Support to Independent Evaluation Effort: As part of the Phase 1 effort, each pilot deployment site will develop an Evaluation Support plan detailing their expected support to the independent evaluation effort. In Phases 2 and 3, the sites that progress to Phase 2, will execute their Evaluation Support plan. The support may include provision of frequently collected data and corresponding meta data; provision of frequently monitored performance measures estimates and desired targets; limited availability of the site for the independent evaluators to conduct additional field tests and experiments to supplement data not available from the sites; and participation in surveys and interviews conducted by the independent evaluators.

ORGANIZATIONAL LANDSCAPE

There are several critical considerations with respect to the independent evaluation effort, including:

• Multiple Players: There are multiple players, including the federal team, Sites, and independent evaluators, as seen in Figure 2. It is essential to make the roles well-defined and synergistic, and reduce the overlap and redundancy in responsibilities to minimize wasted resources.

• Diverse Projects: There are multiple projects with diverse deployments, each with different objectives, performance targets, and impacts.

• Multiple Tiered Evaluations: There are multiple tiers of evaluations. Evaluations need to be conducted both at site-level as well as national-level, and for examining both current as well as future impacts. The evaluation needs to encompass assessment of SMEP impacts, user satisfaction, ROI, and institutional and financial models.

• Unbiased Evaluation Findings: Evaluations can become biased due to an inability to isolate the impacts of the pilot deployments from those of exogenous factors (e.g., rising fuel prices, series of adverse weather events) or competing projects. A rigorous evaluation design is required for an effective, unbiased evaluation.

The USDOT approach to dealing with these constraints is to establish two entities in two critical areas: Safety Evaluation Designer (SED) and a Mobility/Environmental/Public Agency Efficiency Evaluation Designer (MED). The Volpe team that performed the evaluation of the Safety Pilot Model Deployment program will serve as the SED. The Volpe team will also assess safety-related impacts. The ITS JPO technical support services team that is experienced in connected vehicle mobility and environmental applications will serve as the MED. The USDOT will also establish a third entity, the Survey Instrument Designer (SID) to develop either detailed descriptions of needed surveys or a preliminary design of the surveys to gather feedback from stakeholders, system operators, decision makers, etc. For this purpose, the USDOT will bring in staff from Volpe that are experts in the design of survey instruments.

Phase 1 Evaluation Activities: In Phase 1 (see Figure 1 for a description of the phases), the SED and MED will articulate safety and non-safety related evaluation needs, while CV Pilot Sites are developing Phase 1 deliverables. The SED and MED, working on behalf of the CV Pilots Deployment Program, will provide evaluation-related needs to the Sites. The Sites, after discussions with USDOT, will incorporate the evaluation-related needs in their Concept of Operations (ConOps), and develop requirements corresponding to these needs. These needs will get refined as more clarity is reached on the concept.

The Sites will plan the flow of data that have been removed of Personally Identifiable Information (PII) to the Research Data Exchange (RDE; www.its-rde.net) from the deployed system to support the evaluation. The Sites will also plan the flow of data that may include PII to the SED to support the evaluation of safety impacts. These data sharing plans will be included in the Phase 1 Performance Measurement and Evaluation Support Plan.

Figure 2 shows an illustration of these activities.

Figure 1. Phase 1 Evaluation-Related Activities http://www.its-rde.net/

Phases 2 and 3 Evaluation Activities: When a Pilot Deployment Site advances to Phase 2, the Site will design and build their systems to generate the data and performance measures detailed in their Phase 1 ConOps, System Requirement Specification (SyRS) document, Performance Measurement and Evaluation Support Plan, and the Comprehensive Pilot Deployment (CPD) Plan. The Sites will follow their Performance Measurement and Evaluation Support Plans to make raw and cleansed data available on the RDE on a regular basis. In addition, the full set, including data potentially containing PII to conduct the evaluation, will be provided to the SED.

These data may be archived at the USDOT Saxton Laboratory or other appropriate repositories to be preserved for additional research.

In parallel, the SED and MED entities will collaborate in the creation of site-specific evaluation designs to be followed in the evaluation. These designs will include a specific technical approach that may include: the assembly of observed data, the collection of additional primary or contextual data (i.e., in addition to what is collected by the Sites during the pilot deployment), survey instruments, modeling and simulation efforts, interviews, and other evaluation techniques.

The SID will either design or provide detailed information for developing site-specific surveys.

In the case of Safety-related evaluations, the SED will analyze the data to be consistent with the methods used in the Safety Pilot Model Deployment. The Independent Evaluator may be required to conduct safety-related experiments to collect additional data, following the technical approach detailed in the safety evaluation design by the SED. If human participants are required for the experiments, then the Independent Evaluator will need to get IRB approval for use of humans. The Independent Evaluator will transfer the data to the SED who will conduct the analysis and generate safety estimates and other reports. The results will be sent to the Independent Evaluator for an overall cost-benefit analysis.

The Independent Evaluator will also follow the government-furnished evaluation designs (developed by the MED) to conduct the MEP assessments and the overall SMEP evaluation. In the case of MEP evaluations, the Independent Evaluator may need to deploy data collection technologies and conduct field experiments to collect additional data, as detailed in the government-furnished evaluation design. If the field experiments make use of human participants, then the Independent Evaluator will need to get IRB approval for use of humans.

The field observations may be further supplemented by AMS models. The Independent Evaluator may further supplement this information by choosing to become active participants in the pilot deployment to gain more insight into the pilot deployment. The Independent Evaluator will conduct the analysis and generate MEP estimates and other reports.

The Independent Evaluator will also develop and/or refine surveys based on descriptions from the SID, and conduct user satisfaction/acceptance surveys and interviews. The Independent Evaluator will also survey or interview the Pilot Deployment team to gather feedback from site-specific decision makers, pilot deployment managers, operators, and partner agencies.

These activities are graphically shown in Figure 3.

Figure 2. Phases 2-3 Evaluation-Related Activities