[Federal Register Volume 61, Number 38 (Monday, February 26, 1996)]
[Notices]
[Pages 7146-7153]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-4184]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration, Federal Transit Administration
Participation in the Intelligent Transportation Systems Model
Deployment Initiative
AGENCY: Federal Highway Administration (FHWA) and Federal Transit
Administration (FTA), DOT.
ACTION: Notice; request for participation.
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SUMMARY: On January 10, 1996 Secretary of Transportation Federico Pena
announced a major Intelligent Transportation Systems (ITS) deployment
goal, called Operation TimeSaver, to reduce the travel time of
Americans by at least 15 percent through deployment of a complete
Intelligent Transportation Infrastructure in 75 of the Nation's largest
metropolitan areas. To support this goal, the DOT is seeking
applications from public and private sector partnerships to demonstrate
and showcase model deployments of a fully integrated, metropolitan-area
Intelligent Transportation Infrastructure. These model deployments will
demonstrate the benefits of integrated transportation management
systems that feature a strong regional, multimodal traveler information
services component.
Applications in response to this notice will be assessed, using the
selection criteria set forth below, to determine (1) the proposed model
deployment's potential for showcasing the benefits of an integrated
Intelligent Transportation Infrastructure in metropolitan areas; (2)
the proposed partnership's ability to achieve the goals of the model
deployment within the required time frame; (3) the responsiveness of
the proposed technical and management approaches for the model
deployment; and (4) the appropriateness of the Federal role proposed
for the project.
A Request for Information (RFI), published in the Commerce Business
Daily on July 31, 1995, requested public comment on the proposed model
deployment initiative, along with other issues potentially impacting
ITS deployment. Responses to the RFI have been incorporated into this
notice, which was developed jointly by the FHWA, the FTA, and the DOT
ITS Joint Program Office.
DATES: Applications to participate in the model deployment initiative
must be received by 4:00 p.m., e.t. on April 30, 1996.
ADDRESSES: Applications to participate in the model deployment
initiative should be submitted directly to the Federal Highway
Administration, Office of Traffic Management and ITS Applications,
Model Deployment Team, HTV-3, 400 Seventh St. SW., Room 3400,
Washington, D.C. 20590.
FOR FURTHER INFORMATION CONTACT: Ms. Toni Wilbur, FHWA, Office of
Traffic Management and ITS Applications, Model Deployment Team, (202)
366-2199; or Mr. Walter Kulyk, FTA, Office of Mobility Innovation,
(202) 366-4991; or Mr. Michael Halladay, ITS Joint Program Office,
(202) 366-6503; or Mr. Robert Robel, FHWA Office of Contracts and
Procurement, (202) 366-4227; or Ms. Beverly Russell, FHWA, Office of
the Chief Counsel, (202) 366-1355, Department of Transportation, 400
Seventh Street, SW., Washington, DC 20590. Office hours are from 7:45
a.m. to 4:15 p.m., e.t., Monday through Friday, except Federal
holidays.
SUPPLEMENTARY INFORMATION: The DOT has a strong interest in improving
the performance of the Nation's surface transportation system. Thus,
the Department has taken the lead in conducting ITS research,
development, and operational testing activities to lay the foundation
for the application of existing and emerging communications,
surveillance, control strategies, and position location technologies to
improve the efficiency of the surface transportation system. In
addition, four locations were designated as ITS Priority Corridors by
the DOT in March 1993 using the specific criteria contained in Section
6056(b) of the Intermodal Surface Transportation Efficiency Act of 1991
(ISTEA) Public Law 102-240, 105 Stat. 1914 (1991), as amended. These
corridors are--the Northeast Corridor centered along I-95 and
stretching through six states from Maryland to Connecticut; a Midwest
Corridor centered around the Chicago metropolitan area and stretching
from Gary, Indiana, to Milwaukee, Wisconsin; the Houston, Texas,
metropolitan area; and a southern California Corridor centered around
I-5/I-10 from Los Angeles to San Diego. The ITS Priority Corridors are
intended to provide national test beds for ITS systems and
technologies, and, over the long term, establish an ITS infrastructure
in the Nation's most congested areas that will support continuing
deployment of ITS user services.
The DOT will continue to support ITS research, operational testing,
and Priority Corridor activities to obtain the performance and
technical data needed to support local investment decisions. Early
results from this phase of the program have laid the foundation to
begin deployment of a range of ITS products and services.
As a next step toward ITS deployment, the DOT is soliciting
applications to establish two or three metropolitan area ``model
deployments'' of an Intelligent Transportation Infrastructure that
supports integrated transportation management systems and features a
strong, regional, multimodal traveler information services component.
These model deployments are to be demonstrations and showcases of the
measurable benefits resulting from the application of an integrated,
region-wide approach to transportation management and the provision of
traveler information services. The model deployments will provide
improved transportation management and increased levels of service to
the traveling public through the integration of the traditional
functions of traffic signal control; transit, freeway, and incident
management; emergency services management; and regional, multimodal
traveler information services. Where appropriate based on local needs,
electronic fare payment and electronic toll collection functions should
also be included.
It is recognized that interest in participating in the metropolitan
area model deployment initiative is high. Due to funding limitations,
only two or three sites can be selected, and the metropolitan area
model deployment initiative will not be repeated in future years.
However, preparation of a well thought-out model deployment
application, whether selected for
[[Page 7147]]
participation in the DOT initiative or not, lays an important
foundation of inter-jurisdictional, inter-agency and public/private
cooperation that will greatly facilitate the deployment of an
Intelligent Transportation Infrastructure in the metropolitan area.
Thus, the preparation of applications, and the necessary underlying
dialogue among relevant public and private entities, is encouraged.
Since metropolitan areas are the venues for much of the Nation's
economic activity and offer the potential for early demonstration of
ITS benefits, this first model deployment initiative is focused on
metropolitan locations. A future model deployment initiative focusing
on commercial vehicle operations is planned. Initiatives that focus on
rural applications of ITS systems and technologies are also planned.
I. Objective
The objective of this initiative is to demonstrate two or three
model deployments of a metropolitan area Intelligent Transportation
Infrastructure that feature fully integrated transportation management
systems and strong regional, multimodal traveler information services
component. In addition to introducing the public to the benefits of ITS
products and services, the sites would serve as ``showcases'' for key
local decision makers across the U.S. and would support tours and
seminars focused on the benefits of Intelligent Transportation
Infrastructure investments by both the public and private sectors.
The model deployment sites will also provide a setting for
conducting rigorous evaluations of the benefits of an integrated,
metropolitan area Intelligent Transportation Infrastructure. Thus, the
design of the model deployment must facilitate access to the data
needed to conduct an evaluation. A separate initiative will fund one or
more independent evaluation contractors to evaluate the effectiveness
of the model deployments in meeting national ITS program goals as set
forth in the National ITS Program Plan, dated March, 1995. These goals
include--improving the safety and operational efficiency of the
Nation's surface transportation system; reducing energy and
environmental costs associated with traffic congestion; enhancing
present and future productivity; enhancing the personal mobility,
convenience and comfort of the surface transportation system; and
creating an environment in which the development and deployment of ITS
can flourish.
II. Approach
The DOT will select approximately two or three metropolitan areas
for model deployments of an Intelligent Transportation Infrastructure
that would support integrated operation and management of roadway and
transit resources, and the provision of regional, multimodal traveler
information services. The proposed model deployments should focus on
the use of currently available technologies and strengthened
institutional ties. Federal ITS funding will be used to promote
partnerships with the private sector, particularly the
telecommunications industry, and to integrate existing communications,
traffic surveillance, and information management functions to support a
regional transportation management system that features dissemination
of current, multimodal traveler information.
Funding
The model deployment sites selected through this solicitation will
be supported with some of the Federal funds appropriated for ITS in
fiscal years (FYs) 1996 and possibly 1997. Federal ITS funding in FY
1996 for support of the model deployment initiative is expected not to
exceed $20 million. The amount of available Federal ITS funding in FY
1997 is currently unknown. Thus, applications should be modular and
discuss how the model deployment could be effectively implemented with
only FY 96 funding, and expanded with additional funding in FY 97.
It is anticipated that available Federal ITS funding will support
two, or possibly three, model deployment sites. Applications that offer
the greatest potential for demonstrating all aspects of an integrated
Intelligent Transportation Infrastructure (including both the
institutional and technological aspects) for the least Federal ITS
dollars will be considered the most desirable.
Federal ITS funding for the model deployment initiative would
support--
1. System design and integration of the data collection elements of
the existing transportation management functions (e.g., freeway
management, traffic adaptive signal control, incident management,
transit management and electronic fare collection, traveler information
services, and electronic toll collection where applicable);
2. Creation of a regional multimodal transportation information
system that would support public sector transportation management
needs;
3. Creation of a data repository of current, multimodal traveler
information for dissemination through a variety of delivery mechanisms;
4. Public relations and outreach activities to highlight the
availability and benefits of the integrated transportation management
system to local consumers, public transportation agencies, and other
public and private organizations;
5. Project partners' activities in working with the independent
evaluation contractor(s) during the system design, implementation, and
operational phases to ensure that the system will provide the
capabilities and data access needed to measure benefits.
Total Federal ITS funding is not to exceed 50% of the total cost of
the model deployment initiative. The remaining 50% would be provided by
a combination of non-ITS Federal-aid, State, local, and private
funding. Specifics on funding requirements for the model deployment
program are contained in Section III of this document under the
heading, Financial Plan.
Eligibility
Participants in the model deployment program will be selected based
upon the evaluation criteria contained in Section IV of this document.
Partnerships representing any metropolitan area are eligible to apply,
including metropolitan areas within one of the ITS Priority Corridors
designated by the DOT under the criteria established by the ISTEA. If
an ITS Priority Corridor location is selected, it is expected that any
additional Federal ITS funding provided under the model deployment
initiative would be used in conjunction with State, local, private, and
previously authorized ISTEA Priority Corridor funds to achieve the
objectives of the model deployment program.
Partnership Arrangements
The DOT will generally work with the lead public agency
participating in the partnership (State, city or regional agency,
depending on the site) to ensure an up front commitment to providing
the needed Intelligent Transportation Infrastructure within the
parameters of the emerging National ITS Architecture. The DOT will also
ensure that needed institutional and partnership arrangements are in
place and required funding is available, that the project can be
completed within the required time frame, and that the private sector
is involved as an infrastructure provider (e.g., communications), as a
franchisee (e.g., for information dissemination), or in another
capacity contributing significant resources to the project.
[[Page 7148]]
Schedule
It is the intent of the DOT that all proposed project agreements
and institutional and partnership arrangements are in place by the
conclusion of the National ITS Architecture development in July 1996 so
that design and construction could begin immediately. The goal is for
the sites to have an Intelligent Transportation Infrastructure that
supports integrated transportation management systems and regional
traveler information services, operational by the end of calendar year
1997.
Project Evaluation
The DOT will conduct a rigorous, independent evaluation of the
consumer acceptance of traveler information services and products
supported by the model deployments, and the impact and cost
effectiveness of an integrated, metropolitan area Intelligent
Transportation Infrastructure on achieving local and National ITS
program goals. The independent evaluation may be conducted using
existing DOT resources, or, as part of another solicitation, the DOT
may contract with one or more independent evaluation contractor(s) to
evaluate the model deployments.
Note: Successful respondents to the model deployment
solicitation are not precluded from bidding on the independent
evaluation contract, if such a solicitation is issued, but would not
be allowed to participate in the evaluation of their own model
deployment effort.
III. Instructions to Applicants
An application to participate in the model deployment initiative
shall not exceed 75 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. Applications greater than 75 pages will not be
accepted. Twenty-five copies plus an unbound reproducible copy of the
application shall be submitted. The cover sheet or front page of the
application shall include the name, address, and phone number of an
individual to whom correspondence and questions about the application
may be directed.
Applications shall include both a Technical Plan and a Financial
Plan that describe how the proposed initiative will meet the objectives
of the model deployment program within the specified time frame and
budget. Both the Technical and Financial Plans should describe a
phased, modular approach that would effectively achieve the basic
objectives of the model deployment initiative with only FY 1996 Federal
ITS funding, and that could be expanded with additional FY 1997 Federal
ITS funding to include other features or capabilities that would more
effectively demonstrate and showcase a comprehensive, metropolitan area
Intelligent Transportation Infrastructure.
Respondents are expected to provide the following information, to
the extent applicable and appropriate:
Technical Plan
1. Inter-agency, Inter-jurisdictional, and Public/Private Cooperation
and Partnership Arrangements
Applications should describe the existing institutional and
partnership arrangements that will be integral to the performance of
the functions required by the model deployment. The description should
include multi- jurisdictional and multi-agency public sector
partnerships, public/private sector partnerships, and private sector
partnerships.
The application should also describe new institutional and
partnership arrangements established to support full deployment of
regional transportation management and travel information services.
Emphasis should be placed on the anticipated impact of new
institutional arrangements on the integration of existing
transportation management systems and on the respondents ability to
acquire, share, and use data across multi-modal and multi-
jurisdictional boundaries. The application should describe the means to
be used for converting [email protected] data into useful travel information, and
the institutional arrangement for implementing these means.
All needed partnership arrangements and institutional agreements to
support the proposed model deployment should be documented with signed
Memorandums of Understanding (MOUs) that clearly define
responsibilities and relationships. Copies of the MOUs should be
included in the application.
Business relationships with the private sector, for example as
infrastructure providers, or as providers of traveler information
services or products, are strongly encouraged. The role of the private
sector, and the financial and institutional arrangement(s) under which
they are integrated into the project, must be clearly described and
documented with signed MOUs.
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.
2. Technical Approach for the Metropolitan Area ITS Model Deployment
Applications should provide a concise description of the proposed
operational concept for the metropolitan area model deployment that
will build on existing infrastructure and institutional arrangements to
provide an Intelligent Transportation Infrastructure that supports
integrated transportation management systems and the delivery of
regional, multimodal traveler information services. Applications should
describe the methods and capabilities included in the design of the
model deployment that will allow for the measurement of expected
benefits.
Applications should also specifically describe the transportation
management functions, capabilities, and infrastructure that are
currently planned and funded, or must be added, upgraded, or enhanced
to support the model deployment, in the following areas: Traffic signal
control, freeway management, transit management, incident management,
regional, multimodal traveler information services, electronic fare
payments (if applicable), and electronic toll collection (if
applicable).
Systems integration and enhanced data/information
interconnectedness supporting improved transportation management and
the generation of traveler information services are crucial elements of
the model deployment program. Applications should provide a
comprehensive but concise description of the enhanced systems
integration and data fusion/integration capabilities that will be used
to interconnect existing or proposed communication channels to support
improved performance of ITS transportation management functions and the
provision of regional multimodal traveler information services.
The proposed system should include provisions for adherence to the
privacy principles developed by, and available from, ITS AMERICA, 400
Virginia Avenue SW, Suite 800, Washington, D.C. 20024, telephone (202)
484-4847. The document is also available on the Internet at http://
weber.ucsd.edu/ pagre/its-privacy.html. Where the
[[Page 7149]]
privacy principles conflict with applicable Federal and state law, the
latter shall prevail.
3. Management and Staffing Plan
Applications should include a management and staffing plan that
focuses on successfully addressing the following:
(a) Timing--A key goal of the metropolitan area ITS model
deployment program is to have an operational system in place supporting
improved transportation management and regional traveler information
services by the end of calendar year 1997. Thus, the application should
provide a management plan, schedule, and evidence of a commitment to
have the system operational within 18 months of the award of funds.
(b) Compatibility with the local transportation planning and
environmental clearance processes--Activities required to implement the
proposed model deployment within the specified time frame should be
compatible with existing transportation plans and programs. Endorsement
by the Metropolitan Planning Organization (MPO) that the proposed
project(s) is consistent with the adopted plan and Transportation
Improvement Program (TIP) for the region is required prior to the award
of federal funds.
(c) Staffing--The application should include a commitment to hire
or assign a full-time program manager and adequate full-time staff to
the project to ensure timely deployment and operation of an integrated
system. Qualifications of proposed staff should be included in the
application.
(d) Partnership arrangements--The management plan should include a
clear description of the lines of responsibility, authority, and
communication among the participants in the model deployment.
(e) Operations and maintenance--The application should include a
commitment and operational plan to provide long-term operations and
maintenance of the model deployment for at least 5 years after
completion of the Federal initiative.
4. Description and Estimate of the Transportation Impacts of the
Existing Metropolitan Area ITS Functions
Applications should describe the existing ITS travel information
services and transportation management functions, as appropriate, in
the metropolitan area, and their estimated impacts on transportation
service and performance. Applications should focus on descriptions of
the existing data and information integration schemes which allow
interaction, if any, among these various functions:
(a) Traffic Signal Control: The description of the metropolitan
area's existing traffic signal control functions should address
capabilities that might include, but need not be limited to--
1. Adjusting ``green'' time for each approach to respond to demand,
and coordinating signal operations to maximize person and vehicular
throughput;
2. Implementing ``time of day'' signal timing patterns to optimize
operations along major arterial routes throughout signalized networks;
3. Operational (or currently funded plans for Transitioning to)
traffic signal systems with adaptive, ``real-time'' response
capabilities;
4. Using advanced technologies to increase safety at railroad and
light rail transit grade crossings;
5. Providing priority routing for emergency services vehicles;
6. Coordinated/integrated operation of arterial and freeway control
systems;
7. Demonstrated inter-jurisdictional and inter-agency cooperation
and the sharing of traffic flow data to expand signal coordination on a
regional basis.
(b) Freeway Management: The description of the metropolitan area's
existing freeway management functions should address capabilities that
might include, but need not be limited to--
1. Monitoring traffic conditions on the freeway system;
2. Identifying recurring and non-recurring flow impediments;
3. Implementing control and management strategies, such as ramp
metering or lane control;
4. Providing travelers with timely, critical information through
infrastructure-based dissemination means currently in use in the area
(e.g., changeable message signs, highway advisory radio, etc.);
5. Providing other transportation agencies and adjoining
jurisdictions with traffic flow information that has the potential for
impacting on their operations.
(c) Transit Management: The description of the metropolitan area's
existing transit management functions should address capabilities that
might include, but need not be limited to--
1. Managing transit vehicle fleets through the use of hardware/
software systems, both on-board and dispatching center-based;
2. Application of automatic vehicle location, advanced
communication, passenger counting, computer-aided dispatching,
electronic vehicle diagnostic and security management technologies;
3. Providing real-time transit information to the traveling public
and other agencies performing related transportation management
functions;
4. Providing paratransit services and flexible schedule services.
(d) Incident Management: The description of the metropolitan area's
existing resources and operational concept for proactively managing
incident response should address capabilities that might include, but
need not be limited to--
1. Accurately detecting and verifying the location of incidents
occurring on freeways and major arterial routes;
2. Assisting emergency vehicles to the incident location;
3. Clearing incidents and restoring normal traffic flows while
concurrently ensuring safety and optimal emergency unit access;
4. Maintaining effective and commonly accepted policies governing
the roles of emergency response, law enforcement, incident clearance
and traffic control entities both within the metropolitan area and the
region.
(e) Electronic Fare Payments (if applicable): The description of
the metropolitan area's existing electronic fare payment functions
should address capabilities that might include, but need not be limited
to--
1. Use (or planned and funded implementation) of payment systems
not requiring exact change;
2. Use (or planned and funded implementation) of a single fare
payment medium for public transportation services, perhaps including
paratransit operations, publicly subsidized parking (park and ride),
publicly or privately operated parking facilities, or toll facilities.
(f) Electronic Toll Collection (if applicable): The description of
the metropolitan area's existing electronic toll collection functions
should address capabilities that might include, but need not be limited
to--
1. Use of electronic toll collection systems that enable toll
payment without requiring a vehicle to stop;
2. Implementation of systems that provide vehicle classification
and data collection/storage for billing;
3. Regional coordination of toll collection enabling cross
jurisdictional electronic payment;
4. Use of data provided by transponder-equipped vehicles to provide
travel times or other data to support transportation management
functions.
(g) Multimodal Traveler Information Services: The description of
the metropolitan area's regional, multimodal traveler information
[[Page 7150]]
services should address all aspects of this activity to the extent that
they currently exist or are funded and planned for the near future.
There is special interest in gaining a clear understanding of inter-
jurisdictional arrangements and private sector roles, if any, in
providing traveler information. The nature of institutional
arrangements resulting in the provision of travel-related data streams,
and/or processed information, from public sources to private sector
entities is of particular interest.
5. Evaluation Plan
Applications should include a draft evaluation plan that
demonstrates an understanding of the importance of ensuring that the
proposed system provides the capabilities and data access needed to
measure the expected benefits of the model deployment. Applications
should describe low-risk methods to work with the independent
evaluation contractor(s) 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
application.
Applications should identify the goals of the proposed model
deployment concept in terms as explicit as possible (e.g., reduce
congestion by 10 percent when measured against a baseline of current
levels of service). If available, applications should provide
information on demonstrated benefits of existing transportation
management functions already in place (e.g., favorable benefit/cost
ratios, reduced congestion, increased safety, etc.).
In the absence of existing baseline data to support a rigorous
evaluation of the model deployment, applications should provide a draft
plan for collecting these data. Refinement of the draft plan and actual
data collection will be the responsibility of the independent
evaluation contractor.
6. National ITS System Architecture
Applications should provide a statement of intent to implement and
demonstrate a system that is consistent with the National ITS
Architecture, including any national ITS standards, protocols, or
standards requirements as these emerge from the final stages of the
National ITS Architecture Development Program. Paper copies of the
Architecture Definition Documents, the draft Standards Requirements
Document, and the Standards Development Plan 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 application shall provide an in-depth description and
assessment of the total cost of achieving the objectives of the model
deployment initiative, and the partnership's plans for raising the
matching funds required by this solicitation. The Financial Plan should
describe a phased approach that delineates what will be accomplished
with only FY 96 Federal ITS funding, and what additional features or
capabilities will be added with additional Federal ITS funding in FY
97.
The application 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
application.
Based on the assumption that adequate funding, comprised of no more
that 50 percent Federal ITS funds, plus locally matched amounts is
available to support the model deployment, applications should provide
a comprehensive but concise plan for design, acquisition (including
innovative contracting procedures such as design-build), construction,
and/or other procurement actions to improve the systems integration of
the functions needed to support a regional, metropolitan area
Intelligent Transportation Infrastructure. These functions include
traffic signal control, freeway management, transit management,
incident management, emergency response, railroad grade crossing
safety, traveler information services for users in the metropolitan
area and the surrounding region, and, if applicable, electronic toll
collection, and electronic fare payment.
The application shall provide a sound financial plan for continued
long-term operations and maintenance of the system for at least 5 years
following completion of the Federal ITS model deployment initiative in
December 1997.
The budget should show the requested Federal ITS funding and
proposed partnership match funding by fiscal year for the activities
shown on the tables below. The matching funds should be further divided
into public and private contribution amounts in the tables, as well as
the source and type of contribution described in the application.
Total Model Deployment Funding
----------------------------------------------------------------------------------------------------------------
Total amount Source and description
-------------------------- of matching funds
Activities Federal ITS Matching -------------------------
funds funds Public Private
----------------------------------------------------------------------------------------------------------------
Design
Procurement/Deployment
Operation/Maintenance
Evaluation Support
Project Management
Outreach/Showcasing
---------------------------------------------------
Total
----------------------------------------------------------------------------------------------------------------
[[Page 7151]]
FY 96 Model Deployment Funding
----------------------------------------------------------------------------------------------------------------
FY 96 funding Source and description
-------------------------- of matching funds
Activities Federal ITS Matching -------------------------
funds funds Public Private
----------------------------------------------------------------------------------------------------------------
Design
Procurement/Deployment
Operation/Maintenance
Evaluation Support
Project Management
Outreach/Showcasing
---------------------------------------------------
Total
----------------------------------------------------------------------------------------------------------------
FY 97 Model Deployment Funding
----------------------------------------------------------------------------------------------------------------
FY 97 funding Source and description
-------------------------- of matching funds
Activities Federal ITS Matching -------------------------
funds funds Public Private
----------------------------------------------------------------------------------------------------------------
Design
Procurement/Deployment
Operation/Maintenance
Evaluation Support
Project Management
Outreach/Showcasing
---------------------------------------------------
Total
----------------------------------------------------------------------------------------------------------------
Non-Federal ITS Funding for Continued Operations and Maintenance, FY 1998 Thru FY 2002 by Fiscal Year
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
FY 98 FY 99 FY 00 FY 01 FY 02
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Amount Source Amount Source Amount Source Amount Source Amount Source
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Note to applicants: In accordance with Sec. 6058 of the ISTEA
(105 Stat. 1914, 2194), the maximum share of a project funded from
Federal funds, including ITS funds, cannot exceed 80 percent. In
order to maximize available Federal ITS dollars and be consistent
with agency policy, prospective partners in a model deployment must
increase their cost share to 50 percent. Additional funds provided
over the statutorily required 20 percent minimum may come from a
variety of funding sources and may include the value of federally-
supported projects directly associated with the model deployment.
Note that funding identified to support operations and maintenance
of the system beyond the components supporting the model deployment,
or following completion of the Federal ITS model deployment
initiative in FY 97, will not be considered as part of the
partnership's cost share contribution.
The statutorily required 20 percent 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 model deployment 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 partners' 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 or services.
The DOT, 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 model deployment 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.
IV. Evaluation Criteria
Applicants must submit an acceptable Technical Plan and Financial
Plan that both provide sound evidence that the proposed partnership can
successfully meet the objectives of the model deployment initiative.
The following criteria, listed in decreasing order of relative
importance, will be used in selecting metropolitan areas for the model
deployment program. Note that criteria numbers 3, 4 and 5 have equal
importance in the evaluation.
Technical Plan
1. Institutional Integration and Partnership Arrangements (25 Percent)
Applications will be evaluated on the following criteria:
(a) Demonstration of a strong commitment by the State, local
operating agencies, Metropolitan Planning Organization, and relevant
public transportation agencies to the deployment and operation of an
integrated multimodal transportation
[[Page 7152]]
management system that takes advantage of private resources as much as
possible. In addition to the State and Metropolitan Planning
Organizations, additional points will be awarded to those applications
demonstrating strong commitment by those entities responsible for
freeway management, arterial street management, public transportation
services, incident management, and emergency management services as
appropriate.
(b) Demonstration of a high degree of existing cooperation and
information sharing among State and local traffic, transit, emergency
management, and other relevant public agencies.
(c) Demonstration of established working relationships among city,
county, and State transit and traffic agencies for management of
transportation and the dissemination of travel information services.
(d) Demonstration of a public/private partnership committed to the
development of a comprehensive, regional transportation management
system that supports the collection and dissemination of current,
intermodal traveler information from a variety of sources and through a
variety of delivery mechanisms.
(e) Partnerships that involve the commitment and participation of
the telecommunications industry and private-sector information service
providers, as appropriate, will receive additional points. Examples of
such cooperation might include the provision of privately-owned
communications capacity to transportation operating agencies,
partnerships involving radio or television traffic information
services, or integration of traveler information applications with
other privately-provided information delivery systems such as cable TV,
interactive video, America Online, CompuServe, Prodigy, etc. An
estimate of the number (or percentage) of homes, businesses and/or
vehicles reached with such services should be provided. Private sector
information delivery mechanisms or products at the participating site
should be innovative and state-of-the-art, but not require additional
development or extensive modification to support the traveler
information system.
(f) Demonstration of participation by certified Minority Business
Enterprise firms, Women Business Enterprise firms, Disadvantaged
Business Enterprise firms, Historically Black Colleges and
Universities, Hispanic Serving Institutions, or other minority
colleges.
2. Technical Approach To Achieve Deployment of a Full Complement of
Metropolitan Area ITS Functions: (20 Percent)
Applications will be evaluated on the following criteria:
(a) A technical approach that responds to demonstrated congestion,
safety, and mobility needs deemed critical to the metropolitan area,
and as documented in studies performed through the local transportation
planning process, as part of an FHWA sponsored ITS Early Deployment
Planning study, or equivalent.
(b) An operational concept and technical approach that will
maximize the integration and information sharing among existing
transportation management functions to achieve the goal of providing
the traveling public with improved transportation management and
regional, multimodal traveler information services.
3. Management and Staffing Plan: (15 Percent)
Applications will be evaluated based on the following criteria:
(a) A sound management plan and organizational approach that will
ensure that an integrated transportation management system, featuring
regional, multimodal traveler information services, is operational by
December 1997.
(b) Applications should demonstrate that projects to support the
model deployment initiative have been, or can be, included in the local
transportation planning process as needed to ensure that the system is
operational by December, 1997. Examples include demonstration that
needed major capital improvement projects are included in a conforming
Transportation Plan and listed within the annual element of the TIP for
the region. Applications should also demonstrate that initiatives key
to the model deployment have been, or can be, advanced through both
systems and project-level environmental review processes as
appropriate.
(c) A commitment to hire or assign a full-time program manager and
adequate full-time staff to the project to ensure timely deployment of
the project. Proposed staff should have expertise in relevant technical
areas such as systems engineering and integration; telecommunications;
traffic, freeway and transit management; computer science; and
information management.
4. Level of Sophistication and Degree of Integration of Existing
Metropolitan Area ITS Functions: (15 Percent)
Applications will be evaluated based on the degree to which both
public and privately-provided communications, traffic surveillance,
information management, and other components are already in place to
support as many of the following ITS functions as appropriate to the
specific metropolitan area: traffic signal control, freeway management,
transit management, incident management, regional, multimodal traveler
information services, electronic fare payment, and electronic toll
collection.
Examples of specific indicators of the level of sophistication of
the existing transportation management functions might include--
(a) Proactive, coordinated freeway and traffic management to
respond to recurring and non-recurring congestion;
(b) The use of ITS technologies to improve safety at railroad grade
crossings;
(c) Electronic sharing of traffic flow data with the general public
and among adjoining jurisdictions and agencies within a metropolitan
area to provide regional traffic signal coordination;
(d) A repository of current, comprehensive roadway and transit
performance data that supports pre-trip and en-route traveler
information services;
(e) A regional policy and operations agreement that defines
specific responsibilities for all aspects of incident management and
emergency response;
(f) The use of ITS technologies to improve transit fleet management
and performance;
(g) Electronic sharing of real time transit information with the
general public (e.g., scheduling information, on-time performance,
etc.);
(h) The use of electronic toll collection systems to reduce
congestion at toll facilities, and perhaps to monitor traffic flow;
(i) The use of electronic fare payment systems to increase customer
convenience.
5. Draft Plan for Evaluation of the Benefits of the Model Deployment:
(15 Percent)
Applications will be evaluated based upon the respondents' draft
evaluation plan and the importance placed by the respondents on the
ability to measure the benefits expected from the model deployment.
Specific indications of the importance of measurable benefits are--
(a) Organizational and management approach for ensuring the
proposed system provides the capabilities needed to measure the
expected benefits of the model deployment;
(b) A draft plan for collecting baseline data from the existing
system before
[[Page 7153]]
implementation of the model deployment. (Note that actual data
collection will be the responsibility of the independent evaluation
contractor);
(c) Organizational and management approach for conducting their
part of evaluation activities;
(d) Demonstrated understanding of the role of evaluation in the
model deployment initiative;
(e) Respondent's proposed methods for interfacing the system design
process with the system evaluation process.
6. National ITS Systems Architecture: (10 Percent)
Applications will be evaluated based on a demonstrated
understanding of the on-going National ITS Systems Architecture
development effort, and a commitment to showcasing the architecture,
especially focussing on how an integrated transportation management
system will be designed with appropriate communications and interfaces
consistent with the national architecture.
Financial Plan
Applications will be evaluated based on the following criteria:
(a) A sound financial plan to support timely deployment of the
project and continued, long-term operations and maintenance of the
system. Applications which provide a strong element of innovative
financing, and/or a strong commitment by the private sector to share in
funding project development and operations, will receive additional
points in the scoring.
(b) A realistic identification of needed improvements or extensions
to the communications, surveillance, data collection capabilities, and/
or transportation management functions needed to support a fully
integrated transportation management system as required by the model
deployment program. Applications should identify already designated or
available Federal-aid, State, local and/or private funding to provide
these needed improvements or extensions.
(c) A clear identification of the proposed funding for the project,
and a commitment that no more than 50% of the total project cost will
be supported by Federal ITS funds.
Authority: 23 U.S.C. 315; 49 CFR 1.48; Pub. L. 102-240, Secs.
6051-6059.
Issued on: February 7, 1996.
Rodney E. Slater,
Federal Highway Administration.
Gordon J. Linton,
Federal Transit Administration.
[FR Doc. 96-4184 Filed 2-23-96; 8:45 am]
BILLING CODE 4910-13-P
