SF-33 693JJ920R000020_VESS_fnl.pdf

693JJ920R000020

SOLICITATION, OFFER AND AWARD

4. TYPE OF SOLICITATION2. CONTRACT NUMBER 3. SOLICITATION NUMBER

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

ORDER UNDER DPAS (15 CFR 700)

6. REQUISITION/PURCHASE NUMBER

NOTE: In sealed bid solicitations "offer" and "offeror" mean "bid" and "bidder".

NEGOTIATED (RFP)

SEALED BID (IFB)

5. DATE ISSUED

1. THIS CONTRACT IS A RATED RATING PAGE OF PAGES

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C. E-MAIL ADDRESS

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B. TELEPHONE (NO COLLECT CALLS)A. NAME

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INFORMATION

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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.

(Date)(Hour) local timeuntildepository located in copies for furnishing the supplies or services in the Schedule will be received at the place specified in Item 8, or if hand carried, in the

SOLICITATION

9. Sealed offers in original and

PART IV - REPRESENTATIONS AND INSTRUCTIONS

OTHER STATEMENTS OF OFFERORS

EVALUATION FACTORS FOR AWARD

INSTRS., CONDS., AND NOTICES TO OFFERORS

REPRESENTATIONS, CERTIFICATIONS AND

LIST OF ATTACHMENTS

CONTRACT CLAUSES

PART III - LIST OF DOCUMENTS, EXHIBITS AND OTHER ATTACH.

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CONTRACT ADMINISTRATION DATA

DELIVERIES OR PERFORMANCE

INSPECTION AND ACCEPTANCE

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DESCRIPTION/SPECS./WORK STATEMENT

SUPPLIES OR SERVICES AND PRICES/COSTS

SOLICITATION/CONTRACT FORM

PART II - CONTRACT CLAUSESPART I - THE SCHEDULE

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16. NAME AND TITLE OF PERSON AUTHORIZED TO SIGN OFFER15A. NAME

DATEAMENDMENT NO.DATEAMENDMENT NO.

and related documents numbered and dated):

amendments to the SOLICITATION for offerors

(The offeror acknowledges receipt of

14. ACKNOWLEDGEMENT OF AMENDMENTS

CALENDAR DAYS (%)30 CALENDAR DAYS (%)20 CALENDAR DAYS (%)10 CALENDAR DAYS (%)

(See Section I, Clause No. 52.232.8)

13. DISCOUNT FOR PROMPT PAYMENT

designated point(s), within the time specified in the schedule.

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

NOTE: Item 12 does not apply if the solicitation includes the provisions at 52.214-16, Minimum Bid Acceptance Period.

OFFER (Must be fully completed by offeror)

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

28. AWARD DATE

(Signature of Contracting Officer)

27. UNITED STATES OF AMERICA

25. PAYMENT WILL BE MADE BY

26. NAME OF CONTRACTING OFFICER (Type or print)

CODE 24. ADMINISTERED BY (If other than Item 7)

ITEM

(4 copies unless otherwise specified)

23. SUBMIT INVOICES TO ADDRESS SHOWN IN

41 U.S.C. 253 (c) ( 10 U.S.C. 2304 (c) (

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

21. ACCOUNTING AND APPROPRIATION20. AMOUNT19. ACCEPTED AS TO ITEMS NUMBERED

AWARD (To be completed by government)

CODE

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693JJ9

National Highway Traffic Safety Adm Office of Acquisition Management 1200 New Jersey Avenue, S.E.

Washington DC 20590

1300 ED 10/23/2020

MARLIN RICKETTS

m.ricketts-evans@dot.gov

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STANDARD FORM 33 (Rev. 9-97)

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

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12. In compliance with the above, the undersigned agrees, if this offer is accepted within _____0_________ calendar days (60 calendar days unless a different period is inserted

09/11/2020

ITEM NO. SUPPLIES/SERVICES QUANTITY UNIT UNIT PRICE AMOUNT

NAME OF OFFEROR OR CONTRACTOR

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CONTINUATION SHEET

REFERENCE NO. OF DOCUMENT BEING CONTINUED PAGE OF

693JJ920R000020

(A) (B) (C) (D) (E) (F)

Title: Vehicle Electronic Systems Safety

The Department of Transportation (DOT) National

Highway Traffic Safety Administration (NHTSA) invites Offerors to submit a proposal for the

Vehicle Electronic Systems Safety program.

SOLICIATION: #693JJ920R000020

OPTIONAL FORM 336 (4-86)

Sponsored by GSA

FAR (48 CFR) 53.110

NSN 7540-01-152-8067

RFP: 693JJ920R000020

Title: Vehicle Electronic Systems Safety

Vehicle Electronic Systems Safety

PART I – THE SCHEDULE

SECTION B - SUPPLIES OR SERVICES AND PRICES/COSTS

B.1 SUPPLIES/SERVICES

The Contractor shall furnish the necessary qualified personnel, facilities, materials, supplies, equipment, and services to provide the National Highway Traffic Safety Administration (NHTSA) with technical support for the research project entitled “Vehicle Electronic Systems Safety”, identified in Section C and other terms and conditions of this Indefinite Delivery/Indefinite Quantity (IDIQ) contract. All support provided to the Government shall be performed by Contractor employees or personnel otherwise retained by the Contractor.

B.1.2 CONTRACT TYPE

This is a multiple award IDIQ contract whereby individual Firm Fixed Price (FFP), Cost Plus Fixed Fee (CPFF), Cost Reimbursement (No fee), or a hybrid variation of FFP and Cost Reimbursement Task Orders will be awarded in accordance with FAR Part 16.5 to obtain professional and technical services

B.2 OBLIGATION SUMMARY

1. Minimum Obligation of the Government. The minimum Government obligation under this IDIQ contract is the Kick-Off Meeting (inclusive of all costs and fixed fee) for the entire period of performance and will be funded at award for each IDIQ contract. It is anticipated that cost reimbursable task orders may be incrementally funded as circumstances dictate and needs arise.

2. Maximum Obligation of the Contractor. The Contractor is obligated to provide supplies and services up to the ceiling amounts cited in Section B, Price Schedules for each contract period (base period and option periods if applicable.)

B.3 DEFINITIONS

B.3.1 Loaded Labor Rates

As used in this contract, “Loaded Labor Rates” are composed of the hourly rates paid to an individual within a specific Labor Category (plus merit and/or cost of living increases, if applicable) plus indirect costs such as Fringe Benefits, Overhead, Facilities Capital Cost of Money (FCCM), General and Administrative (G&A), and Fee or Profit. However, see “Treatment of Subcontractor’s Labor Costs” cited in Section G. Indirect Cost Rates as well as percentage of fee shall be negotiated and fixed at time of contract award and shall remain fixed for the entire term of the contract.

B.3.2 ODC

As used in this contract, “ODC” means “Other Direct Costs.” ODCs are costs other than the contractor’s labor costs. Profit or fee may never be applied to ODCs.

B.3.3 ODC Indirect Cost Category and Base

As used in this contract, “ODC Indirect Cost Category and Base” means the type of indirect cost (e.g. G&A, FCCM, O/H, etc.) and the base on which the indirect cost is applied (e.g. travel costs, subcontracting costs, all other direct costs). In calculating ODCs, the contractor shall assume that all work will be performed at other than a Federal Government facility. This would include ODCs based upon work performed at the contractor or subcontractor’s place of business.

B.3.4 ODC Indirect Cost Rate

As used in this contract, “ODC Indirect Cost Rate” means the rate (expressed as a percentage of the Other Direct Cost) the contractor applies to the specified ODC to recover its indirect cost. The application of this Indirect Cost Rate is permitted only to the extent that those costs are not already recovered as part of the contractor’s Loaded Labor Rates. In calculating ODCs, the contractor shall assume that all work will be performed at other than a Federal Government facility. This would include ODCs based upon work performed at the contractor or subcontractor’s place of business.

B.3.6 Overtime Loaded Labor Rate

Overtime Loaded Labor Rate is the Contractor’s Loaded Labor Rate plus any Overtime Premium that may be added. Overtime Loaded Labor Rate shall be used only when approved in advance by the Contracting Officer.

B.3.7 Regular Loaded Labor Rates

Regular Loaded Labor Rates are those loaded hourly labor rates paid to contractor or subcontractor employees for work performed during the employee’s normal work week (generally 40 hours per workweek).

B.3.8 Task Order

A document that specifies an order for services placed against an established contract to satisfy a Government requirement. Task Orders will include, at a minimum, a: Statement of Work, Period of Performance, Milestone and Deliverable Schedule and Cost Ceiling Amount which the contractor shall not exceed. Task Orders shall be considered “awarded” upon signing and dating of the Task Order by the Contracting Officer.

B.3.9 Task Order Period of Performance

As it appears on each Task Order, the Task Order Period of Performance specifies the date on which work defined in each Task Order shall commence (i.e. the Effective Date) and the date on which all work shall be completed. The effective date may or may not coincide with the date of Task Order award.

B.4 LABOR CATEGORIES AND DESCRIPTIONS

The following paragraphs define sample labor categories under this contract. A separately evaluated cost proposal shall include specific categories and descriptions, corresponding with the offeror’s capabilities and work approach addressed in the technical proposal. Labor categories must be further tailored to address the conduct of research and testing associated with the vehicle electronics safety focus of this contract, including safe reliability, cybersecurity, and advance control systems including batteries and automation. Subject to prior written approval of the Contracting Officer, the Contractor may revise the list and/or labor category descriptions provided.

B.4.1 Senior Technical Program Manager

A senior technical program manager must have education and demonstrated experience in conducting and managing experiments and tests with human subjects. In addition, the senior technical program manager shall have recent experience as a principal investigator in the conduct of driver performance/behavior measurement studies involving vehicle safety, driver assistance, vehicle control, and crash warning/avoidance systems, using on-the-road vehicles, driving simulators, and other field or laboratory equipment. The senior technical program manager must possess current knowledge of system reliability, cybersecurity, and vehicle control systems (such as batteries and automation), and the ability to formulate and answer relevant technical and performance questions through research.

B.4.2 Senior Researcher A senior researcher must have education and demonstrated experience in experimental design, statistical data analysis, and report writing. The senior researcher shall have recent experience administering and conducting studies related to driver performance/behavior measurement and data analysis using on-the-road vehicles and driving simulators as research tools.

B.4.3 Associate Researcher

An associate researcher must have education and demonstrated experience in conducting applied research. This position requires experience in coordinating critical literature reviews, developing research protocols, designing survey instruments, supervising data collection, and facilitating data coding and verification. The associate must have demonstrated capabilities to use various statistical techniques to verify, analyze, and interpret experimental data.

B.4.4 Assistant Researcher

An assistant researcher must have education and experience in performing literature searches, critically reviewing previous research methodologies and findings, administering research protocols with appropriate supervision, coding survey data, and verifying electronically-generated performance data.

B.4.5 Statistician

A statistician must have education and experience in statistical study design, data analysis, and report writing. A statistician must have demonstrated experience in the use of various statistical computer programs including Statistical Analysis System (SAS). This position oversees the statistical analysis of the evaluation effort, specifies the types of analysis that will be performed on the data, statistical methods, sampling approach and software packages that may be used to complete the analysis, and the conduct of the analyses. This position requires experience in applying inferential statistical techniques to analyze complex experimental, human performance data.

B.4.6 Associate Statistician

An associate statistician must have experience applying statistical techniques to analyze experimental performance data, and experience in the use of various statistical computer programs, including SAS. This position requires experience in interpreting experimental designs, verifying reduced data, and managing large or multiple data sets.

B.4.7 Senior Instrumentation Engineer

A senior instrumentation engineer must have education and current/progressive experience in mechanical engineering, civil engineering, electrical engineering, computer hardware/software design, computer science, or related fields, including demonstrated experience designing, documenting, developing, testing, and maintaining vehicle hardware and software systems. The individual must have demonstrated experience leading prototype through advanced design phases, including the construction, systems integration, calibration, and maintenance of hardware devices in support of experimental research. This position also requires knowledge to develop and use human factors data collection instrumentation, and to perform computer programming related to data collection and analysis.

B.4.8 Program Associate A program associate must have experience in a research setting, including tracking financial data for multi-faceted large projects, generating multi-level monthly reports for projects involving several subcontractors, and providing project-specific administrative support.

B.4.9 Program Assistant

A program assistant must have experience in a research setting, including financial project tracking, monthly reporting, and project-specific administrative support.

B.4.10 Technical Editor

An editor must have a combination of education and experience in technical writing including the editing and publication of technical and research documents.

B.4.11 Editorial Assistant

An editorial assistant must have a combination of education and experience in document formatting, editing, and publication.

B.4.12 Senior Media Specialist

A senior media specialist must have a combination of education and experience, in communications or related field that includes media production. The individual must have demonstrated experience leading the design and development of video, audio, or web-based multimedia productions.

B.4.13 Clerical

The individual must have experience composing correspondence, collecting information, compiling reports, maintaining filing systems, and organizing meetings.

B.5 PRICE SCHEDULE / LOADED LABOR RATES

B.5.1 Base Period - Thirty-Six (36) Months from the effective date of award

Base Period, Contract Year One - Twelve Months

Base Period, Contract Year One Ceiling Amount: $TBD at Contract Award

CLIN

Labor Category Loaded Labor Rates

Regular Overtime 1001 Senior Technical Program Manager 1002 Senior Researcher 1003 Associate Researcher 1004 Assistant Researcher 1005 Statistician 1006 Associate Statistician 1007 Senior Instrumentation Engineer 1008 Program Associate 1009 Program Assistant 1010 Technical Editor 1011 Editorial Assistant 1012 Senior Media Specialist 1013 Clerical

NOTE: No overtime shall be used in the performance of the work without prior written approval of the Contracting Officer. If the offeror pays overtime for any of the labor categories indicated in the contract, evidence (time sheet) of overtime work must be submitted with any invoice. This requirement applies to any overtime worked during the contract period of performance.

ODC Indirect Cost Category and

Base (e.g. “G&A, Subcontractor”, “G&A Travel” etc.)

ODC Indirect Cost Rate

B.5.2 Base Period, Contract Year Two - Twelve Months

Base Period, Contract Year Two Ceiling Amount: $TBD at Contract Award

2001 Senior Technical Program Manager 2002 Senior Researcher 2003 Associate Researcher 2004 Assistant Researcher 2005 Statistician 2006 Associate Statistician 2007 Senior Instrumentation Engineer 2008 Program Associate 2009 Program Assistant 2010 Technical Editor 2011 Editorial Assistant 2012 Senior Media Specialist 2013 Clerical

ODC Indirect Cost Rate

B.5.3 Base Period, Contract Year Three - Twelve Months

Base Period, Contract Year Three Ceiling Amount: $TBD at Contract Award

3001 Senior Technical Program Manager 3002 Senior Researcher 3003 Associate Researcher 3004 Assistant Researcher 3005 Statistician 3006 Associate Statistician 3007 Senior Instrumentation Engineer 3008 Program Associate 3009 Program Assistant 3010 Technical Editor 3011 Editorial Assistant 3012 Senior Media Specialist 3013 Clerical

B.5.4 Option Period - Twenty-four (24) Months from the end of the base period

Option Period, Contract Year Four - Twelve Months

Option Period, Contract Year Four Ceiling Amount: $TBD at Contract Award

4001 Senior Technical Program Manager 4002 Senior Researcher 4003 Associate Researcher 4004 Assistant Researcher 4005 Statistician 4006 Associate Statistician 4007 Senior Instrumentation Engineer 4008 Program Associate 4009 Program Assistant 4010 Technical Editor 4011 Editorial Assistant 4012 Senior Media Specialist 4013 Clerical

B.5.5 Option Period, Contract Year Five - Twelve Months

Option Period, Contract Year Five Ceiling Amount: $TBD at Contract Award

5001 Senior Technical Program Manager 5002 Senior Researcher 5003 Associate Researcher 5004 Assistant Researcher 5005 Statistician 5006 Associate Statistician 5007 Senior Instrumentation Engineer 5008 Program Associate 5009 Program Assistant 5010 Technical Editor 5011 Editorial Assistant 5012 Senior Media Specialist 5013 Clerical

B.5.6 Option Period, Contract Year Six - Six Months

Option Period, Contract Year Six Ceiling Amount: $TBD at Contract Award

The Government may require continued performance of any services within the limits and at the rates specified in the contract under B.5.6, Price Schedule – Option Period (Contract Year Six). These rates may be adjusted (i.e., from the rates proposed under B.5.6, Price Schedule – Option Period (Contract Year Six)) only as a result of revisions to prevailing labor rates provided by the Secretary of Labor.

6001 Senior Technical Program Manager 6002 Senior Researcher 6003 Associate Researcher 6004 Assistant Researcher 6005 Statistician 6006 Associate Statistician 6007 Senior Instrumentation Engineer 6008 Program Associate 6009 Program Assistant 6010 Technical Editor 6011 Editorial Assistant 6012 Senior Media Specialist 6013 Clerical

(END OF SECTION B)

SECTION C - DESCRIPTION, SPECIFICATION, WORK STATEMENT

C.1 BACKGROUND

The National Highway Traffic Safety Administration (NHTSA) is an agency of the U.S. Department of Transportation (DOT). NHTSA’s mission is to save lives, prevent injuries and reduce traffic-related health care and other economic costs. The agency develops, promotes and implements effective educational, engineering and enforcement programs with the goal of ending preventable tragedies and reducing economic costs associated with vehicle use and highway travel.

In 2018, motor vehicle-related crashes on U.S. highways claimed 36,560 lives.1 Analysis of crash causation factors imply that the vast majority of serious crashes are due to dangerous choices or errors people make behind the wheel.2 In addition to the historical contributors to these statistics, such as impaired driving and failing to use seat belts, we are now faced with increased distraction resulting in avoidable deaths and injuries. Advancements in fundamental vehicle control and safety systems, including tires, brakes, throttle, steering, and lighting systems can help drivers mitigate or avoid crash situations, while advanced driver assistance systems (ADAS) offer further opportunities for avoiding crashes by alerting and/or assisting the driver in crash-imminent situations. In the future, automated driving system (ADS) hold the promise for eliminating crashes caused by human error—but the performance and safety of such systems remains to be validated. ADS additionally offers mobility accessibility to the community of people with disabilities and physical challenges. However, as electronic and computer-based control systems that support ADAS and ADS technologies advance, and as vehicle connectivity increases, cybersecurity related vulnerabilities also increase and the functional safety of electronic control system components and sub-systems also become critical to achieving the promise of ADAS and ADS technologies.

The mission of the National Highway Traffic Safety Administration’s Office of Vehicle Crash Avoidance and Electronic Controls Research (NSR-300) is to formulate and conduct research and development programs that build the scientific basis for advancing the safe deployment of motor vehicle crash avoidance technologies, including ADAS and ADS components and systems. NSR also supports vehicle cybersecurity and human factors research related ADAS and ADS systems. In completing such research, NHTSA and its research partners collaborate and leverage research with key stakeholders including the automotive industry, standards setting organizations, and Government agencies to include: Original Equipment Manufacturers (OEMs), automotive suppliers, ADS technology companies, National Institute of Standards and Technology (NIST), SAE International, and other USDOT modes.

The purpose of this solicitation action (hereafter referred to as the Vehicle Electronic Systems Safety Indefinite Delivery-Indefinite Quantity, or VESS IDIQ) is to establish IDIQ contracts between

1 https://www.nhtsa.gov/traffic-deaths-2018 2 Critical Reasons for Crashes Investigated in the National Motor Vehicle Crash Causation Survey, 2015, NHTSA.

NHTSA and qualified contractors (or contractor teams) to support safety research in the following three broad domains. These three domains are in direct relationship to the seven (7) research areas under C.3, Requirements:

• Advanced Safety Research: includes advanced driver assistance systems (Society of Automotive Engineers (SAE) International automation levels 0 to 2) as well as fundamental vehicle systems impacting crash avoidance including tires, brakes, throttle, steering, and lighting systems.

• Automated Driving Systems (SAE International automation levels 3 to 5)

• Cybersecurity, and, Functional Safety of supporting electronic components and sub-systems.

With such IDIQ contracts in place, NHTSA can efficiently compete and award Task Orders for specific research projects in the areas listed above. (See section L.10.1 Special Proposal Instructions Overview) for details on issuing and awarding Task Orders.) The scope of this proposal does not include human factor research support.

NHTSA research programs related to advanced safety technologies, ADS, cybersecurity and functional safety are further described below.

ADVANCED SAFETY TECHNOLOGIES. Advanced Safety Technologies research focuses on motor vehicle technologies and systems that assist drivers in avoiding crashes of passenger vehicles, large trucks, and buses. This safety research program additionally addresses technologies targeted to improve the safety of motorcyclists, bicyclists, and pedestrians, and the potential role and impacts of connectivity in vehicle safety. Statistics show that most motor vehicle crashes are preventable; and advanced driver assistance systems (ADAS) have the potential to provide an additional safety margin by helping drivers avoid crashes or significantly mitigating crash severity. An increasing portion of new vehicles feature ADAS technologies designed to operate in unison with drivers through warnings or, in some cases, temporarily engaging active vehicle control for avoiding/mitigating crashes. This program area focuses on the safe development, evaluation, and deployment of ADAS technologies that respond to specific crash imminent situations (i.e., SAE International driving automation Level 0), as well as driving automation systems that enable partial driving automation but still require full driver engagement (SAE International driving automation Levels 1 and 2). Examples of systems in SAE International driving automation Levels 0, 1, and 2 include automatic emergency braking (AEB), blind spot intervention (BSI), lane keeping assist (LKA), pedestrian AEB (PAEB), rear-cross traffic alert, and adaptive cruise control, as well as the combinations of such systems that could enable features such as traffic jam assist (TJA), cross-traffic alert, parking-assist and “highway chauffeur” systems.

The principle objective of the Advanced Safety Technologies program is to obtain safety research that supports the responsible deployment of ADAS, including those based on vehicle safety communications, across the U.S. automotive fleet. Through research, NHTSA seeks to: understand all ADAS enabling technologies and trends; quantify ADAS performance, capabilities, limitations, effectiveness and risk for all classes of vehicles and all roadway users; and prepare for the safe transition to a connected vehicle ecosystem.

The Advanced Safety Technologies program seeks research in a number of areas. It seeks research that establishes and validates test procedures to assess safety performance of ADAS technologies, and to evaluate advancements in fundamental vehicle systems impacting motor vehicle safety including:

tires, brakes, throttle, steering, and lighting systems. In addition, this program area seeks research that focuses on understanding real-world operational performance and reliability, potential unintended consequences, and estimation of safety benefits. Further, NHTSA research in this area will include evaluating whether Federal Motor Vehicle Safety Standards (FMVSS) will impact the implementation of novel design features or functional aspects of these systems. For example, new developments in lighting systems, camera-based mirrors and heavy-vehicle braking systems may require modifications to existing FMVSS to facilitate a pathway for compliance without compromising the safety performance set in the regulations.

AUTOMATED DRIVING SYSTEMS (ADS) (i.e., SAE International Driving Automation Levels 3, 4, and 5) is a major area of research emphasis for NHTSA. These systems, when engaged, can perform the full driving task without an expectation of an engaged driver. In the highway transportation sector, where approximately nine out of ten roadway crashes are related to human behaviors, ADS-equipped vehicles hold the potential for substantial safety benefits while also delivering enhanced mobility and improved transportation system efficiency.

Program objectives to be supported by the VESS IDIQ include working with the industry and standards setting organizations to explore methods and tools for assessing the safety of ADS-equipped vehicles. Research will focus on developing a framework that will explore multiple assessment methods including: modeling and simulation; closed course testing; and on-road naturalistic testing.

The research may include working with other industry standards organizations in developing a common “language” for describing ADS test scenarios, as well as research to identify and parameterize potential test scenarios for ADS vehicles. Additional research will focus on evaluating the application of leading-edge analytical methods that would utilize operational data (or results) from various testing venues to develop safety performance metrics. Research will also support NHTSA to enhance its capabilities to execute multi-agent test scenarios in controlled (test track) environments.

This program area also seeks research that relates to on-road ADS testing methods and data collection.

Research under the VESS IDIQ will also assist NHTSA to evaluate whether regulatory barriers exist to the deployment of ADS-equipped vehicles. For example, this program will seek research on alternative test procedures for crash avoidance standards that would normally require a test driver (or a robotic apparatus affixed to conventional controls) to complete the maneuver. The objective of this research is to gather data and evidence that could support decisions about potential adaptation and/or translation of regulations to address compliance barriers while ensuring safe operation of vehicles equipped with ADS.

CYBERSECURITY AND FUNCTIONAL SAFETY. The evolution of automotive technology has included the expanded use of electronic systems, software, and wireless connectivity. Enhanced wireless connectivity and continued innovations in electronic control systems introduces substantial benefits to highway transportation safety, mobility, and efficiency. However, with the increasing proliferation of computer-based control systems, software, connectivity, and onboard digital data communication networks, modern vehicles need to consider additional failure modes, vulnerabilities, and threats that could jeopardize benefits if the new safety risks are not appropriately addressed.

Safety technologies that can intervene to assist the drivers with the control of their vehicle (e.g.

automatic emergency braking) could also raise the cybersecurity stakes, and without proactive measures taken across the vehicle lifecycle, risks could rise accordingly.

The goal of the Vehicle Electronics and Cybersecurity research program area is to support enhanced reliability and resiliency of vehicle electronics, software, and related vehicle control systems to both mitigate safety risks associated with failure and/or cyber compromise of such systems, but also so that such concerns do not pose public acceptance barriers for proven safety technologies and driving automation systems. Research to be supported under the VESS IDIQ in the areas of Electronics Functional Safety and Vehicle Cybersecurity are described as follows:

a. Vehicle Electronics Functional Safety. Electronics functional safety is an important part of overall systems safety that concerns safety risk management associated with potential failures in sensors, components, systems, and software implementation, as well as operator errors and environmental changes. NHTSA seeks research that focuses on methods for assessing the functional safety and reliability of safety-critical subsystems including, but not limited to:

steering, braking, propulsion, perception, prediction, and decision-making systems. Failures of individual functional components are inevitable, and lacking a human operator as a fallback mechanism, advanced driver assistance systems (ADAS) and Automated Driving System (ADS) equipped vehicles will be expected to have sufficient redundancy to sustain system operations for a period necessary to support fail-safe or fail-operational strategies to be executed. The research will include application of functional safety methodologies to the electronic controls, software, processors, and electro-mechanical actuation systems employed by both ADAS and ADS-equipped vehicles. Functional safety research scope will extend to new capabilities ADS developers are introducing such as using wireless communications (e.g.

cellular) to facilitate remote manual operation (or intervention) of the vehicle if/when an ADS may find itself in circumstances unable to navigate further on its own. NHTSA requires this research to explore the safety implications of such strategies—including assessing technical, human factors, communications, and other operational issues.

In executing functional safety analyses, NHTSA will leverage evolving industry process standards (such as International Organization of Standardization (ISO) 26262) and traditional hazard assessment techniques such as failure mode & effects analyses (FMEA) and fault tree analysis (FTA) for the electronic systems and software of various types of driving automation systems. NHTSA will also conduct analyses related to the Safety of the Intended Functionality (SOTIF) using industry standards (such as ISO 21448) for assessing reliability, safety and potential unintended consequences associated with advanced electronic control systems, software, and electro-mechanical systems due to misuse and/or misapplication of the systems beyond their intended functionality and operating domain. Also, software assurance approaches will be used to explore contemporary methods in automated tools and software development.

This includes testing and deployment, such as formal methods, and their potential applicability to automotive applications.

b. Vehicle Cybersecurity. Vehicle Cybersecurity research concerns safety risk management associated with potential intentional manipulation of software, hardware, sensors, and associated communication networks on-board the vehicle by malicious actors. NHTSA will perform research to advance the automotive industry’s adoption and implementation of the National Institute of Standards and Technology (NIST) Cybersecurity Framework across their organizations and products. This will include targeted research on how the auto industry addresses the full life-cycle of cyber risks including identifying, protecting, detecting, responding, and recovering from cyber threats. The cybersecurity research program should be cross-cutting so that research results will be applicable to both conventional vehicles and those equipped with advanced systems and technologies such as ADS.

While no crashes or fatalities have been directly attributed to a vehicle cybersecurity incident, the potential for large scale cyberattacks on vehicles is well-recognized, and as such, this risk warrants pre-emptive and proactive attention. Further, cyber vulnerabilities may also influence public confidence in our Nation’s transportation system and could create a roadblock for the adoption of proven safety technologies as well as future ADS-equipped vehicles. If not appropriately addressed through design and lifecycle risk management processes, a successful cyberattack on automotive computer systems and their associated networks may not only lead to the loss of information and data, but may also adversely impact vehicle control systems such as steering, braking, and throttle, potentially resulting in crashes, and injuries.

C.2 OBJECTIVE and OVERVIEW

The objective of this Indefinite Delivery, Indefinite Quantity (IDIQ) Contract is to provide NHTSA with the capability to compete, and efficiently award, Task Orders to prequalified contractors for research support in a variety of areas related to motor vehicles safety. Task Order projects often require a range of research skills, and will involve planning, conducting and documenting research to:

support the advancement of motor vehicle safety broadly; to provide NHTSA with information that will be useful for the public and industry stakeholders to use for advancing and refining product designs and performance related to safety; and to provide NHTSA with information that may be useful in supporting Agency decisions.

Task orders issued under this IDIQ will address a broad range of research including: assessments of vehicle safety technologies including performance, reliability and operational issues; vehicle cybersecurity; advanced driver assistance systems; automated driving systems; testing and simulation of vehicle safety systems, conducting of large scale data collection and field studies, and evaluation of safety benefits. Further, task orders may include research related to all vehicle types including light and heavy vehicles, buses, motorcycles as well as pedestrians and cyclists.

The tasks and experiments performed under this IDIQ Contract will provide the technical support needed by NHTSA in seven Research Areas (RAs) listed below:

1. Controlled-Environment Evaluation (Test Track Research)

2. Virtual Environment Evaluation (Simulation & Modeling)

3. Vehicle Component Testing and Functional Safety Assessments

4. Management of Field Operational Tests (FOTs) and Naturalistic Studies

5. Safety Impact Assessment Support

6. Cybersecurity and Vehicle System Software Research

7. Vehicle Safety Communications

In its response to this solicitation, an offeror may submit proposals in one or more of the subject Research Areas (up to all seven) listed above. Offerors shall designate in their technical proposal which research areas they are proposing to qualify for, and provide supporting details in separate sections for each Research Area (i.e., Understanding of the Research Area, Technical, and Organizational Approach).

NOTE: If an Offeror is interested in qualifying for multiple research areas, the offeror must only submit ONE Technical Proposal that covers all the relevant research areas in that proposal.

See section L.9.1 for more details.

C.3 REQUIREMENTS

C.3.1 Kick Off Meeting

Within seven (14) days after contract award, key members of the contractor’s staff who will be assigned major responsibility for carrying out the tasks of the contract shall meet at NHTSA headquarters with the COR and other appropriate NHTSA staff to:

1. Review any contractual matters, including the terms and conditions of the contract;

2. Review and discuss the information furnished in the Statement of Work to ensure a common understanding of contract objectives. The contractor shall review existing materials developed to better understand NHTSA’s crash avoidance efforts; and

3. Review the types of technical assistance activities that the contractor may be called on to perform.

C.3.2 Task Order Requirements

For each Research Area (listed above) Offerors’ intend to quality for, the principal investigators, research engineers, program managers, assigned personnel, and subcontractors must have a thorough understanding of the key scientific, engineering, and technical issues related to that area. (Labor Categories and Descriptions are listed in Section B.4). Each Task Order to be issued under the IDIQ will include specific requirements, schedule, milestones and deliverables for that Task Order. The following sections provide additional clarification of NHTSA’s objectives and research support needs for each Research Area.

Research Area 1 - Controlled-Environment Evaluation Facilities and Methods

Areas of focus and desired expertise to include:

• Test-track research to support vehicle-level testing for both ADAS and ADS vehicles.

• Associated advanced tool development to support evaluation of the safety performance of crash avoidance (ADAS) technologies and ADS-equipped vehicles. For example: crash targets; robotic vehicles and other necessary apparatus to support controlled, repeatable and accurate testing.

• Expertise and experience in vehicle instrumentation and data collection to support controlled environment and test-track research, including data storage, off-loading, and analyses.

A major part of the NHTSA’s ADAS and ADS research program is the development of methods to evaluate the performance of crash avoidance systems in preventing or mitigating the types of crashes they were intended to address. The focus of this work is to create test methods that are: efficient and practical; examine performance in the most common crash scenarios; do not favor one technological approach versus another (i.e., they are objective); are thorough and well documented; and will yield repeatable results when executed by multiple testing entities and at different testing facilities.

The development of Objective Test Procedures (OTPs) for new crash avoidance technologies provides important benefits for both industry and consumers. OTPs provide a consistent and reliable means for assessing both the absolute and relative safety performance of crash avoidance technologies. For example, during design stages these tools can assist developers with efficiently comparing the relative performance of alternative sensor technologies and/or algorithm designs. The OTPs can also be used by OEMs to compare their systems’ absolute performance with those of competitors. Additionally, the test results can be used by developers as inputs to simulation models to help determine overall safety impacts with various system calibration settings. Such calibrations determine timing and circumstances of driver warnings and/or vehicle control activations (braking or steering) and thus impact customer acceptance and usage patterns. These tools therefore can assist suppliers and OEMs with tailoring design trade-offs to improve customer acceptance while preserving or enhancing safety benefits.

Work in this area may also involve leveraging test-track and related facilities to assist with validating simulation models used in virtual test environments (see next section on Virtual test environments).

Specifically, vehicle and/or subsystem performance in response to certain scenarios and test conditions would be documented under “real-world” conditions and could then be compared to behavior in a simulated environment. Work under this area may include assisting with model validation testing for perception, decision support, and vehicle execution sub-systems.

Tasks may include, but are not limited to:

• Development of OTPs for evaluation of ADAS and ADS.

• Development and refinement of overall test tools, equipment and instrumentation, data collection and analysis.

• Refinement and use of advanced robotic test-target vehicles and systems to further enhance safety and repeatability of complex test evaluation scenarios.

• Identification and development of ADAS and ADS testing scenarios and maneuvers.

• Support for validating virtualization testing (see section).

• Research into harmonization of methods with other international government-based programs.

Research Area 2 - Virtual Environment Evaluation Methods and Faculties.

Areas of focus and desired expertise to include:

• Experience and expertise in simulation and modeling of vehicle operations within a virtual environment.

• Experience in application of simulated roadway and traffic environments

• Support for evaluating ADAS and ADS vehicle operations and performance in a virtual test environment.

• Identification and development of candidate testing scenarios, maneuvers and behavioral competencies that may be used to evaluate ADS vehicles in a virtual environment, but also may be adaptable for test-track and/or on-road testing

The introduction of ADAS and ADS vehicles introduces a host of challenges for performing applied vehicle research and comprehensive testing. Chief among these are testing to explore the technology’s utility and capability limits, define system behavior limits, uncover potential failure modes, verify corrective action, evaluate safe operation, and validate FMVSS compliance. The nature of ADSs precludes the practicability of exhaustively testing a full range of conditions in a “live” environment.

This research will explore the feasibility of employing simulation to augment track and on-road testing in validating ADAS and ADSs.

Tasks may include, but are not limited to:

• Development of simulation and virtual test environments for testing sub-functions of ADAS and ADS technology, (e.g., for testing perception, decision-making, and/or vehicle control systems [braking, steering, throttle, signaling) sub functions).

• Identifying, developing and building the virtual test framework and analytic methods required to stimulate an ADS vehicle in a complex, multi-vehicle, and connected vehicle environment.

• Development and refinement of overall virtual test tools, equipment and instrumentation to support efficient, repeatable and representative-of-real-world evaluations of ADAS and ADS technologies, subsystems as well as virtualized vehicle-level testing.

• Working with entities engaged in controlled test-track research as part of a larger effort to validate simulation models against real world performance—both for sub-systems and for vehicle-level simulations.

Research Area 3 - Vehicle Component Testing and Functional Safety Assessments

• Functional safety assessments of vehicle electronic sub-systems including perception systems; vehicle control systems, and other electronic and software related systems.

• Research into the Safety of the intended Functionality (SOTIF) of various safety related subsystems and vehicle-level functions.

• Other electronic, control, & component level testing support to examine performance, durability and operational characteristics of individual components such as such as sensors, actuators and electro-mechanical components. Such research may include use of Hardware-in-the-Loop (HIL) and/or Software-in the-Loop (SIL) to support component level testing.

• Facilities, experience and expertise to support research on other vehicle sub-systems that may impact safety (tires; lighting, mirrors, steering or braking components).

The safe operation and reliable performance of ADAS and ADSs are critical to public acceptance and successful deployment of future vehicles. As the dynamic driving tasks are transferred from the human driver to the driving system, human sensing and cognition functions are essentially being relegated to the machine through a collection of integrated hardware and software subsystems.

Accordingly, methods and tools are necessary to assess the functional safety of vehicle subsystems and their building block components. In addition, it can be predicted that a collection of new failure modes will surface through the introduction of these subsystems into the automotive architecture. Robust methods will be needed by stakeholders to identify causality of failures rooted in these software-intensive subsystems. The objective of this research area is to establish the capability to assess the functional safety of components and subsystems of vehicle components and subsystems, which can augment the system-level safety assessment.

Tasks may include, but are not limited to:

• Identify and apply functional safety assessment methods including ISO 26262, as well as failure mode and effects analysis; fault tree analysis, hazard operations assessments and other methods to identify and assess safety risks and mitigation options for various vehicle components and systems.

• Identify and apply safety-of-the-intended functionality (SOTIF) analyses to various ADAS and ADS systems and functions.

• Research assessing the performance of safety-critical ADS subsystems engaged in dynamic driving functions, including propulsion, steering, braking, and power.

• Research and analysis of components and subsystems leveraging advanced methods such as hardware-in-the-loop systems, driving simulators, and/or modeling of component systems.

Research Area 4 - Management of Field Operational Tests (FOTs), Naturalistic Studies, and On-road testing.

Areas of focus and desired expertise to include:

• Planning and managing operation of Field Studies

• Vehicle-level instrumentation and data collection to support on-road testing

• ADAS and ADS Pilot concepts and support

• Analysis of vehicle data collected through on-road studies

• Capability in “big data” management, translation and transfer

While crash avoidance technologies first appeared in the marketplace more than a decade ago, the percentage of vehicles in-use today with such technologies is modest, and market penetration for many newer types of crash avoidance technologies (e.g., lane-keep assist, cross-traffic alert, traffic jam assist, and others) remains low. This has made gathering of important in-use operational data from real-world customers both challenging and protracted. Fundamental information about if and how drivers use ADAS systems (e.g. under what driving circumstances are systems engaged or disengaged;

differences in use patterns among driver demographics, impacts of various driver interface designs, etc.) is often difficult to gather in a timely manner from these “early adopters”. Yet, such information in invaluable to technology suppliers and OEMs as a means of refining product designs with a focus on enhancing performance, customer acceptance, and proper usage.

The in-use operation data is also useful to NHTSA to gain insight into the safety benefits of various technologies and the factors that influence use and adoption. Such data may be used for tailoring various information programs and outreach activates provided by NHTSA to help consumers make informed choices and speed adoption of safety technologies. Analysis of data may help to identify potential unintended (negative) impacts of the technologies including over-reliance, miss-use, and/or miss-trust of systems by drivers.

To accelerate important lessons-learned from early deployments of crash avoidance technologies, and to help better understand safety benefits, NHTSA will conduct research that will focus on assessing the reliability, customer usage patterns, performance and overall operations of ADAS and ADS technologies. For ADS technology, the work will include supporting NHTSA in exploring methods to assess the safety performance of ADS vehicles during on-road operations.

Tasks and may include, but are not limited to:

• Conducting field studies and pilot programs to assess safety, reliability, customer acceptance, and unintended consequences (if any) of emerging ADAS technologies.

• Collection and management of large data sets resulting for FOTs including data reduction and transfer of “big data” sets through various communications methods.

• Analysis of operations, performance, relatability, and customer usage data for ADAS and ADS equipped vehicles gathered through FOTs and other on-road testing programs.

NOTE: Often human factors issues and research questions are examined as part of NHTSA’s field operational and on-road studies.