[Federal Register Volume 62, Number 114 (Friday, June 13, 1997)]
[Notices]
[Pages 32401-32405]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-15487]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
Weather Information for Surface Transportation; Request for
Participation
AGENCY: Federal Highway Administration (FHWA), DOT.
ACTION: Notice; request for participation.
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SUMMARY: The U.S. Department of Transportation (USDOT) supports the
continuing development of an Intelligent Transportation System (ITS) in
rural areas, as defined in the Advanced Rural Transportation Systems
(ARTS) program, and as contained in section 6051-6059 of the Intermodal
Surface Transportation Efficiency Act of 1991 (ISTEA) Public Law 102-
240, 105 Stat. 1914 (1991), as amended. This Request for Participation
(RFP) focuses on the development of a system that meets highway
operators' and users' needs for clear and accurate weather and road
condition information. Such a system will cut across all of the
Critical Program Areas (CPA) of the ARTS Strategic Plan, since all
operators and users have a need for this type of information. Proposals
are solicited from public/private partnerships to design, develop and
evaluate an integrated system that meets these needs, especially in a
rural environment. Proposals will be assessed on their technical and
financial merit, and the funding will be provided through one
cooperative agreement between the Federal Highway Administration (FHWA)
and a State DOT.
DATES: Proposals must be received by 4 p.m., e.t., on August 1, 1997.
ADDRESSES: Proposals should be submitted directly to Mr. Paul Pisano,
Federal Highway Administration, HSR-30, 6300 Georgetown Pike, McLean,
Virginia 22101-2296.
FOR FURTHER INFORMATION CONTACT: Mr. Paul Pisano, FHWA, Office of
Safety and Traffic Operations R&D, (703) 285-2498 at the address above;
or Mr. Raymond Resendes, ITS Joint Program Office, (202) 366-2182; or
Mr. Robert Robel, FHWA, Office of Acquisition Management, (202) 366-
4227; or Ms. Beverly Russell, FHWA, Office of the Chief Counsel (202)
366-1355, Department of Transportation, 400 Seventh Street, SW.,
Washington, D.C. 20590. Office hours are from 7:45 a.m. to 4:15 p.m.,
e.t., Monday through Friday, except Federal holidays.
SUPPLEMENTARY INFORMATION: Copies of the ARTS Strategic Plan, which
describes the program goals and the CPAs are available from ITS
America, 400 Virginia Avenue, SW., Suite 800, Washington, D.C. 20024,
telephone (202) 484-4847. Electronic copies are available on the ITS
America Internet Home Page, http://www.itsa.org.
I. Introduction
Subpart B of title VI (secs. 6051-6059) of the ISTEA provides for
the Intelligent Transportation Systems Act of 1991 which authorizes the
Secretary of Transportation to establish a program to research,
develop, and operationally test ``intelligent transportation systems''
(ITS)--that is, the development or application of electronics,
communications, or information processing to improve the efficiency and
safety of surface transportation systems. Surface transportation
weather information is vital to highway operators and users for making
decisions about snow and ice control, traffic management, hazardous
driving condition warnings, travel planning, and other activities.
Progress has been made in developing weather information systems for
snow and ice control. This progress is to be extended to other
applications, by augmenting the existing Road Weather Information
System (RWIS) and incorporating weather information into the developing
ITS architecture. The quality of weather information affects costs of
road operation and travel, as well as travel safety and security. These
effects are particularly important in rural environments, as indicated
in previous rural transportation needs assessments.
A weather information system begins with observational data of
atmospheric, surface and subsurface conditions. These data may be used
directly for weather-related decisions in highway operating and travel
activities, but generally the data are assimilated into fused and
filtered datasets, that may serve as ``nowcasts'' or enter into
forecasting models. The weather data, and related decisions, exist at
particular scale ranges, referred to as micro-, meso-, synoptic, and
climatic-scale. The synoptic scale (horizon of days, large area
resolution) is generally what is available to the public now; however,
critical decisionmaking for highway use and operation requires
information improvements generally in the meso-scale (hour and sub-hour
horizons, down to kilometers of resolution), as well as in existing
conditions (e.g., nowcasts). Observed and predicted data are analyzed
to produce weather condition indicators of interest to decision makers.
Weather information, at whatever stage of processing, is packaged in
forms suitable for end-user applications, and disseminated to them by
various communications links.
The weather information of interest to highway operators and
travelers includes both atmospheric and road surface condition
information. Atmospheric conditions of visibility, wind and
precipitation are relevant, and must be combined with road surface
conditions--especially snow, ice and water coverage--to complete the
weather information package. This package can then be formatted and
disseminated for use by applications for: maintenance personnel,
emergency medical service (EMS) operators, emergency management
personnel (e.g., during evacuations), school bus operators, transit
operators, commercial vehicle operators, traffic managers and
travelers.
The existing components for producing and disseminating weather
information can be combined with newly developed components to form an
integrated weather information system. This system must make maximum
use of existing and standardized data, forecasts and products.
Collecting data and operating forecast models are expensive for
specialized users, and most users depend on the forecasts and datasets
of the National Weather Service (NWS) under the National Oceanic and
Atmospheric Administration (NOAA). Weather-related decisionmaking can
be improved by matching the nature of the decisions to local or
specialized data collection, and to specialized analysis, packaging and
dissemination of weather information from existing assimilated or
forecast data.
The usefulness of weather information is maximized, and its cost
minimized, by the sharing of information. This requires standards for
data formats and products. The NWS is dominant in affecting standards
for dissemination of observational data and forecasts. The National ITS
Architecture, primarily via National Transportation Communications
Interface Protocol (NTCIP) activities, is establishing standards for
transportation weather information systems. An important issue is how
improvements in integration of information systems will merge with and
comply with these standards and existing systems such as the RWIS.
[[Page 32402]]
Much of the value added to existing weather information for
specialized users will be by private service providers who analyze data
and provide focused dissemination of products. The public sector
highway operators will always play a major role in such an integrated
system, whether as system maintainer or as end user. Consequently, it
is clear that partnerships with the private sector in selected, value-
added information processing and dissemination to highway operators and
users could be a lost opportunity if not promoted and developed.
The rural highway system is characterized by a few, highly traveled
routes, and many miles of low use, isolated routes. Both types of
routes can traverse areas where weather extremes create dangerous
travel situations, and where information or aid is now difficult to
access. In 1995, there were 20,712 fatal accidents in rural areas, and
nationally about 13 percent of such accidents occur in inclement
weather. Better weather information to affect highway treatment,
traffic operations, trip-making decisions and driver behavior can
reduce the number of accidents. Rural highway operators have the bulk
of the nation's highway mileage to operate. There is a need to operate
these highways more efficiently and effectively under budget
constraints. This can be aided by weather information that is more
reliable for specific routes and locations. The challenges are not only
in matching weather information to decisions, but in dealing with data
collection and information transmission over the wide expanses and
rugged terrain of rural areas.
II. Objectives
The objectives of this project are to develop an integrated weather
information system that improves and broadens the scope of atmospheric
and road surface condition information available to highway users and
operators, and to assess the benefits of integrating the functions of
RWIS, other weather information sources (e.g., NOAA/NWS), and
transportation management and traveler information operations for a
rural part of the transportation system.
The hypothesis is that if such a system is developed, then risk
exposure will decrease, which improves safety and operations;
maintenance and traffic management will be conducted more cost-
effectively, which saves time and money by public agencies; and
customer satisfaction will increase due to improved and more available
information.
Evaluation is an integral part of this project, and measures of
success shall be of two types: output and outcome. The output measures
consist of evaluating the performance of the system (i.e., does the
integrated system function as designed). The outcome measures consist
of measuring the benefits of the service, such as the operational
improvements achieved by developing such an integrated system. Outcome
measures should be in a variety of terms, such as cost savings by
public agencies, time savings, reductions in crashes, etc. When
possible, improvements shall be measured incrementally (i.e., measure
the value added when X is integrated, then Y, then Z, etc). Efforts
should also be included to document the many benefits that are
intangible or are very difficult to measure.
III. Partnerships
The USDOT will work with a public/private partnership, with the
State DOT taking the lead role. The State DOT will ensure that needed
institutional and partnership arrangements are in place and required
funding is available, that the project can be completed within the
required timeframe, and that the private sector is involved as an
infrastructure provider (e.g., data collection and processing), as a
franchisee (e.g., for information dissemination), or in another
capacity contributing significant resources to the project.
All needed partnership arrangements and institutional agreements to
support the project should be documented with signed Memorandums of
Understanding (MOUs) that clearly define responsibilities and
relationships. Copies of the MOUs should be included in the proposal.
Partners are also strongly encouraged to seek participation from
certified minority business enterprise firms, women business enterprise
firms, disadvantaged business enterprise firms, historically black
colleges and universities, Hispanic serving institutions, and other
minority colleges.
IV. Scope
This project involves the integration of multiple information
systems and improvement of information presentation of atmospheric and
road surface condition information to highway users and operators. Any
or all facets of the integrated system can be further developed and
expanded in order to meet the project objectives. This includes, but is
not limited to alternative approaches to data collection (e.g.,
outfitting snow plows with automatic vehicle location devices),
advanced data processing and fusing to develop improved ``nowcasts''
and forecasts (e.g., extrapolating Doppler radar data and combining it
with meso-scale numerical forecasts), two-way integration of
specialized observations and forecasting (e.g., linking a RWIS and a
Traffic Operations Center (TOC) with a provider to develop meso-scale
forecasts), and improved information packaging and dissemination (e.g.,
providing route-specific atmospheric and road surface condition
information to a range of users and operators in a timely and cost-
efficient manner).
V. Delineation of Work
The following task descriptions are intended to provide a framework
for completing the project. The selected project team will be expected
to describe a detailed effort in its Technical Plan that demonstrates
an understanding of the project objectives and can be realistically
accomplished within the time and funding constraints.
1. Establish Baselines and Refine System Design
Establish baselines of existing systems (i.e., the RWIS and TOC
infrastructure currently in place, and the extent to which it is
integrated), describing the state-of-the-practice in weather and road
condition data collection, information processing, and information
packaging and dissemination that are provided within the project area.
Describe in a similar manner ITS-based services that are also provided
within the area affected by this project. It is recognized that these
systems will not be strictly rural, and will include urban components.
Document weather-based decisionmaking by a range of highway
operators and users in the project area. Characterize the activities
and decisions of highway users and operators in terms of their use and
need for weather and road condition information. Identify the sources
of the information, the agencies responsible for each type of
information, and the means of information dissemination.
Refine the system design concept that was submitted in the proposal
in coordination with the independent evaluator. Comments from the FHWA
technical representative on the system design concept should be
incorporated, as well as the information gathered within this task. The
report should document all aspects of the system, especially system
integration and information packaging. It should identify areas in need
of improved
[[Page 32403]]
weather and road condition information, and how these areas will be
improved within the scope of this project. It should also include
estimates of the projected benefits of these improvements, as well as a
description of the capabilities to collect the data needed for an
independent evaluation. Submit this report to the FHWA for approval.
Note: The project team shall not proceed with the following
tasks without written approval of the refined system design from the
FHWA technical representative.
2. System Development
Develop the integrated system as defined in the system design.
Demonstrate that the system functions as designed, including the
expanded information packaging, in a controlled environment prior to
full-scale operations. The system integration can be done over a
distributed network, or centrally, e.g., in a TOC. Throughout system
development, document technical and institutional issues that impact
the project, including issues regarding the architecture and standards
of the system, especially within the context of the National ITS
Architecture and National Weather Service architecture.
3. System Operation
Operate the system over a period of time sufficient for evaluation,
coordinating system operations with the independent evaluator to ensure
that the appropriate data is collected. Throughout system operations,
document technical and institutional issues that impact the project,
including issues regarding the architecture and standards of the
system, especially within the context of the National ITS Architecture
and National Weather Service architecture.
4. System Evaluation and Final Documentation
Coordinate activities with the independent evaluator to conduct a
thorough system evaluation. Synthesize the technical and institutional
issues documented in earlier tasks. Submit a final report to the FHWA
that describes the project and its findings, including, but not limited
to the benefits, and technical and institutional issues.
VI. Administration
Schedule
Total project time is expected to be 30 months. A start date of
October, 1997, should be assumed for the purpose of responding to this
invitation.
Funding
The amount of Federal funding for this project is $1,300,000. Total
Federal ITS funding is not to exceed 80 percent of the total cost of
the project. The remaining 20 percent would be provided by a
combination of non-ITS Federal-aid, State, local, and private funding.
The project will be independently evaluated under separate funding. The
USDOT will fund this project through a Cooperative Agreement between
the Federal Highway Administration and a State DOT.
Points of Contact
For technical concerns, the primary point of contact is the
Agreement Officer's Technical Representatives (AOTR), Mr. Paul Pisano.
A field technical representative from the FHWA Division Office will be
identified subsequent to award. For all other concerns the point of
contact is the Agreement Officer (AO), the FHWA Division Office
representative who enters into the cooperative agreement. The AO will
be named after a team is selected.
Acceptance of Work
All work submitted will be subject to the review and acceptance of
the AOTR.
Disputes
Any disputes or claims shall be submitted to the AO. The recipient
may appeal the decision of the AO to the Director of the Office of
Safety and Traffic Operations Research and Development for further
review. However, the decision of the Director shall be final and not
subject to further review.
Governing Regulations
The parties to this cooperative agreement acknowledge that all work
shall be governed by 49 CFR Part 19, and other applicable regulations.
VII. Instructions to Applicants
Interested parties are invited to submit a proposal containing
sufficient information to enable an evaluation of the proposal based on
the evaluation criteria provided under section VIII of this preamble. A
proposal shall not exceed 50 pages in length including title, index,
tables, maps, appendices, abstracts, and other supporting materials. A
page is defined as one side of an 8\1/2\ by 11 inch paper, with a type
font no smaller than 12 point. Proposals greater than 50 pages will not
be accepted. Ten copies plus an unbound reproducible copy of the
proposal shall be submitted. The cover sheet or front page of the
proposal shall include the name, address, and phone number of an
individual to whom correspondence and questions about the application
may be directed. Proposals shall include a Technical Plan and a
Financial Plan that describe how the proposed objectives will be met
within the specified timeframe and budget. The plans should be
structured such that they contain the following information:
Technical Plan
1. Inter-agency, Inter-jurisdictional and Public/Private Partnership
Arrangements
Proposals should describe the partnership arrangements, which
includes providing the information described in the section entitled
Partnerships above.
2. Technical Approach
Proposals should include a system design concept describing the
extent of the system integration (e.g., data inputs, ``nowcasting,''
forecasting and other data processing) and the information packaging
(i.e., expanded or improved weather and road condition information for
various operators and users) for the integrated weather information
system that is to be developed and evaluated under this project.
Proposals should provide a concise description of the State or region
where this project will take place, including a description of current
systems in place that are to be part of the integrated weather
information system, as well as the physical location covered by the
integrated system. This should include the extent of deployment on the
transportation network, as well as the services to be provided on that
network. System integration is not restricted to rural systems, and may
include integrating rural and urban components. This system design
concept should be specific to the extent that it can be evaluated as
part of the selection process, recognizing that it will be further
refined in the beginning of the project. Proposals should describe the
technical approach by which the system design concept will be refined,
developed, operationally tested, evaluated and documented. It should
set forth a schedule of the work to be performed, document assumptions
and technical uncertainties, and propose specific approaches for the
resolution of any uncertainties.
3. Management and Staffing Plan
The Technical Plan should include a management and staffing plan
that provides the names of all personnel and
[[Page 32404]]
the positions they will occupy as related to this project. The
estimated professional and technical staffing shall be provided in
staff-months and staff-hours. The management and staffing plan should
demonstrate that the project manager is capable, available, and able to
commit to a level of involvement that ensures project success.
Biographical summaries of key personnel shall also be included.
4. Project Evaluation
Proposals should include a detailed discussion that demonstrates an
understanding of the importance of ensuring that the proposed system
provides the capabilities and data access needed to measure the
anticipated outputs and outcomes. Proposals should describe low-risk
methods to work with the independent evaluator to ensure that benefits
are measurable. A demonstrated understanding of the role of the
evaluation should be evident in the organizational and management
approach of the proposal. Proposals should include a description of the
methods and capabilities included in the design of the system that will
allow for the measurement of anticipated outputs and outcomes by the
independent evaluator. Development of the evaluation plan, and the
actual data collection for evaluation will be the responsibility of the
independent evaluator in coordination with the project team.
5. National ITS System Architecture
Proposals should provide a statement of intent to implement a
system that is consistent with the National ITS Architecture, including
any national ITS standards, protocols, or standards requirements as
these emerge from the National ITS Architecture Development Program.
Copies of the Architecture Definition Documents, the draft Standards
Requirements Document, and the Standards Development Program from the
Architecture Development Program are available from ITS America, 400
Virginia Avenue, SW., Suite 800, Washington, D.C. 20024, telephone
(202) 484-4847. Electronic copies are available on the ITS America
Internet Home Page, http://www.itsa.org. These documents provide
insight into the definition of the National Architecture, and the
emerging approaches being taken towards standardizing interfaces that
would support the integration of transportation management components.
Financial Plan
The proposal shall provide a description of the total cost of
achieving the objectives of the project, and the partnership's plans
for raising the matching funds required by this solicitation. The
proposal shall provide a statement of commitment from the proposed
project partners that required funding levels will be available. All
financial commitments, from both the public and private sectors, should
be documented in signed MOUs and included in the proposal. The FHWA
prefers that project costs be submitted using Standard Form 1411 and
FHWA Form 1411-1 (Proposed); however, other formats may be used.
The cost share must be from non-federally derived funding sources
and must consist of either cash, substantial equipment contributions
that are wholly utilized as an integral part of the project, or
personnel services dedicated full-time to the project for a substantial
period, as long as such personnel are not otherwise supported with
Federal funds. The non-federally derived funding may come from State,
local government, or private sector partners. In an ITS partnership, as
with other DOT cost-share contracts, it is inappropriate for a fee to
be included in the proposed budget as part of a partner's contribution
to the project. This does not prohibit appropriate fee payments to
vendors or others who may provide goods or services to the partnership.
It also does not prohibit business relationships with the private
sector which result in revenues from the sale or provision of ITS
products and services.
The USDOT, the Comptroller General of the U.S., and, if
appropriate, the States have the right to access all documents
pertaining to the use of Federal ITS funds and non-Federal
contributions. Non-Federal partners must submit sufficient
documentation during final negotiations and on a regular basis during
the life of the project to substantiate these costs. Such items as
direct labor, fringe benefits, material costs, consultant costs,
subcontractor costs, and travel costs should be included in that
documentation.
VIII. Evaluation Criteria
Applicants must submit an acceptable Technical Plan and Financial
Plan that provide sound evidence that the proposed partnership can
successfully meet the objectives of the project. The following criteria
will be used in selecting the site.
1. Technical Approach
Proposals will be evaluated on the technical approach to the
project, particularly the system design concept, and the extent to
which the objectives of the project can be met through the proposed
approach. Some of the specific items that will be included in the
review of the technical approach include:
(a) The extent of the rural transportation system affected by the
project (e.g., how much area will be covered and to what level);
(b) The number and types of services to be provided by the project;
(c) The system design concept's consistency with the National ITS
Program Plan and the ARTS Strategic Plan;
(d) The system design concept's compliance with the National ITS
Architecture and standards development, including the NTCIP
Environmental Sensor Station (ESS) standard currently being developed;
(e) The proposed methodology to refine, develop, operationally
test, evaluate (including the methodology by which the project team
will coordinate with the independent evaluator), and document the
system; and
(f) The innovativeness of the approach.
2. Management and Staffing Plan
Proposals will be evaluated based on the completeness and
thoroughness of the management and staffing plan, including
organization of the team, staffing allocation, and work schedule. Some
of the specific items that will be included in the review of the
technical approach include:
(a) The experience and background of the team, particularly the
project manager;
(b) The level of commitment of the project manager; and
(c) The quality of the partnership arrangements, including a strong
level of commitment between a range of partners, level of demonstrated
cooperation, information sharing and working relationships, and level
of participation of minority business enterprise firms, women business
enterprise firms, disadvantaged business enterprise firms, historically
black colleges and universities, Hispanic serving institutions, and
other minority colleges.
3. Financial Plan
Proposals will be evaluated based on the total projected cost of
the project, as well as the individual staffing costs. The level of
cost-sharing will be taken into account. Funds can be used to purchase
and install new equipment, including field sensor stations, though it
is recognized that such allocations will impact the extent to which the
objectives can be met.
[[Page 32405]]
Basis of Applicant Selection
Selecting an offer for this project will take into account the
relative importance of the evaluation criteria, as follows:
1. The Technical Approach will be most important;
2. The Management and Staffing Plan, and the Financial Plan are of
equal importance.
Authority: Secs. 6051-6059, Pub. L. 102-240, 105 Stat. 1914, 2189;
23 U.S.C. 307 note; 49 CFR 1.48.
Issued on: June 6, 1997.
Jane Garvey,
Acting Federal Highway Administrator.
[FR Doc. 97-15487 Filed 6-12-97; 8:45 am]
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