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Evaluation
of New and Emerging Technologies Aimed at Vehicle Tracking On Airport Movement
Areas - Phase 1Posted: 06/15/01 Expires: 07/16/01
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| Title: | Evaluation of New and Emerging Technologies Aimed at Vehicle Tracking On Airport Movement Areas - Phase 1 |
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| Name: | Matthew Asai |
| Organization: | ASU-330 |
| Region: | FAA Headquarters (ASU) |
| Phone Number: | 202-493-4751 |
| E-Mail: | Matt.Asai@faa.gov |
| Date: | June 15, 2001 |
| Expires: | July 16, 2001 |
| Phase: | Complex Noncommercial |
| Procurement Method: | Request for Information- SIR |
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Posting:
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| Amendment
2: Add source for Eurocontrol documents. Add asterix attachments.
http://www.eurocontrol.be/projects/eatchip/asterix/docs.html Amendment 1: Phase II amended to incorporate the following words, "(The following is provided for information only, vendors shall respond to phase 1 requirements only.)" Amendment 2: Phase 1 Submission Deadlines is modified to add both mailing and hand delivery requirements. TITLE: Request for Information-Vehicle safety POINT OF CONTACT: Mr. Matthew Asai, Contracting Officer, ASU-330, (202) 493-4751 BACKGROUND: The FAA Administrator has made improving aviation safety a top priority, and addressing runway and surface movement safety at our nation's airports is an essential element in achieving this goal. Given the importance of this issue, the FAA Runway Safety Program Office was established to provide a focal point for addressing runway and surface movement safety issues. In June 2000, the FAA Administrator convened the Runway Safety National Summit to elevate these safety issues. Attended by top government, union, and aviation industry executives, the summit consisted of a series of seminars and open panel discussions aimed at sharing information and potential solutions on related issues. At the summit, the Administrator requested that the Runway Safety Program Office identify ten near-term initiatives that have the highest potential for reducing runway incursions and improving surface movement safety. One of the ten initiatives is to implement a technology assessment program to provide an effective means for identifying and assessing new and emerging surface technologies that show potential for reducing runway incursions and improving safety on airport movement areas. The Office of Advanced Technology for Communications, Navigation, and Surveillance (AND-500) has been designated as the FAA organization responsible for overseeing the technology assessment and will serve as the Agency's focal point with industry on this effort. PURPOSE: The purpose of this announcement is to support research, demonstration, and validation of new and emerging technologies, products, or techniques that show potential for improving vehicle tracking and safety on airport movement areas at domestic airports. Emphasis is placed on those technologies, products, or techniques that provide a cost-effective means over their life cycle for improving vehicle tracking in the near-term. Applications can apply to large, medium, or small airports; and be applicable to ground vehicles. The result of this process will be the issuance of one or more contracts to demonstrate and/or validate the technology, product, or technique. In addition, the proposed technology, product, or technique shall exhibit potential utility for demonstration and/or validation in an airport environment. It is the intent of the FAA to install and test the system(s) at the Memphis International Airport, Memphis, Tennessee, following successful demonstration at the proposer's suggested location. This announcement is an expression of interest only and does not commit the FAA to make any award or to pay for any preparation costs. This announcement solicits information from industry on new and emerging surface technologies. Information is requested about promising technologies, products, and techniques in the focus area of vehicle tracking. Proposed solutions shall reflect the needs and requirements of the individual(s) who utilize the airport movement area, including air traffic controllers and vehicle operators. The evaluation is structured using a 2 Phased Approach. Phase 1 - TECHNICAL INFORMATION REQUIREMENTS: Vendors shall submit five copies of the technical information paper, along with a CD rom containing the technical paper, in Microsoft (Windows 98) Word, Excel, and/or Powerpoint shall be submitted. The technical information paper shall include the following: 1. A description of how the technology, product, or technique can meet or meets the attached requirements; 2. A description of how the technology, product, or technique may be applicable to particular airport/ ground vehicle classes/subclasses in reducing vehicle caused runway incursions, e.g.: a) Airport configuration complexity (i.e., number of runways, taxiways, intersections, etc.) b) Airports located in different climatic zones (e.g., northern airports which experience excessive amounts of snow and ice in winter); c) Airports in/around different terrains; d) Ground vehicle types (e.g., airport operations vehicles, fire trucks, fuel trucks, construction vehicles, etc.); and/or e) Other unique conditions/requirements; 3. The current state of development of the technology, product, or technique, i.e., whether the technology is new or mature, the amount of development time required to demonstrate the technology, product, or technique (e.g., 0 to 6 months; 6 to 12 months; or 12 to 24 months); 4. The estimated time it would take to develop a commercial prototype; 5. The estimated cost to demonstrate/validate the technology, product, or technique, as well as any available cost information for a mature product (e.g., unit cost, installation cost, annual support cost, etc.); 6. Information about the type of business/organization, number of employees, years of experience, etc., or interest or endorsements by other aviation concerns; and other supplemental information that would be helpful in making a determination about the potential feasibility of the technology, product, or technique in improving surface vehicle movement safety. Phase 1 - SUBMISSION DEADLINES: In order to be evaluated, papers shall be submitted no later than July 16, 2001, to: Mr. Matthew Asai Contracting Officer, ASU-330 Federal Aviation Administration 800 Independence Avenue, S.W. Washington, D.C. 20591 Submissions may be delivered by hand to Mr. Allen White, room 408, 800 Independence Ave, SW. Washington, D.C. 20591, no later than 4:00 p.m. of the due date. Phase 1 - METHOD OF EVALUATION: Papers will be evaluated in three important areas: 1. Potential impact on improving vehicle safety in airport movement areas; 2. Technical merit; and 3. Timeframe for technology/product availability for production. After the evaluation the FAA will respond to the vendors by August 13, 2001 in one of three ways: 1. A request for the submission of a formal technical and cost proposal; 2. A recommendation to submit a formal technical and cost proposal if certain changes are made or conditions are met; or 3. A letter indicating that the proposed solution will not be pursued at this time. Phase 2 (The following is provided for information only, vendors shall respond to phase 1 requirements only.) Vendors receiving a request for proposal from the FAA may submit a formal technical and cost proposal. The FAA will provide additional guidance in the request for proposal. Phase 2 - FORMAL TECHNICAL AND COST PROPOSAL REQUIREMENTS: The formal proposal shall include a detailed statement of work which describes how the research, demonstration, and validation of the technology, product, or technique will be performed and demonstrate the potential for reducing surface vehicle incursions and improving airport movement area safety during the period of performance. The offeror shall identify all personnel, equipment, facilities, locations, and any other specific coordination required to perform the statement of work during the period of performance. The offeror shall include information on the expected scope of effort and requirement for test facilities (if not owned by the offeror) to demonstrate/validate the technology, product, or technique. Using empirical evidence and sound logic, offerors shall present a persuasive argument that the properties, states, and conditions offered by the technology, product or technique support a reduction in runway incursions and an improvement in airport movement area safety. Offerors shall propose methods/techniques for validating the technology, product, and techniques. Offerors shall include a detailed cost proposal and a management plan that includes a monthly report describing project status, issues, and cost expended as one deliverable (among others). Phase 2 - SUBMISSION DEADLINES: Formal proposals from those requested will be accepted through September 10, 2001. Phase 2 - METHOD OF EVALUATION: Proposals will be evaluated based on the three criteria identified for the technical offer as well as the following five important areas: 1. Technical risk; 2. Human factors risk; 3. Management plan; 4. Offeror competency, experience, and past performance; and 5. Cost and confidence in the proposal estimate. Acceptable proposals are expected to request approximately $250,000 in funding; however, proposals received in excess of this amount will be judged on their relative merits and utility to the FAA. The FAA will evaluate the proposals by October 8, 2001, and begin issuing contracts no later than November 15, 2001. Phase 2 - PERIOD OF PERFORMANCE: The period of performance will depend on the complexity of the technology or product under development, and the expected timeframe of availability. Priority will be placed on those new and emerging technologies or products that are low cost and have a near-term impact on improving safety in the airport movement area. Multiple year efforts will be funded in yearly increments, provided that measurable and adequate performance is shown prior to each new funding increment. It is the intent of the FAA to have the accepted product available for integration at the Memphis, Tennessee International Airport for the Safe Flight 21 Operational Evaluation during early spring 2002. The technical offer and formal technical and cost proposal shall be submitted to: Mr. Matthew Asai Contracting Officer, ASU-330 Federal Aviation Administration 800 Independence Avenue, S.W. Washington, D.C. 20591 Submissions may be delivered by hand to Mr. Allen White, room 408, 800 Independence Ave, SW. Washington, D.C. 20591, no later than 4:00 p.m. of the due date. Questions and requests for additional information may be directed to Mr. Asai at the above address, by e-mail at matt.asai@faa.gov, or by telephone at 202/493-4751. Note: Offerors are cautioned that only contracting officers can contractually obligate government funds and that obligations must be received in written form. No verbal explanations or clarifications obtained from the contracting officer can change the substance of this BAA or contractually bind the government. |
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Attachments:
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Airport
Vehicle Tracking System Requirements Docum
Asterix
Category 10
Asterix
Category 11 |
The FAA Runway Safety Report (PDF file of 1638kb) - right-click to "save
as..." and read off-line
Jets Nearly Collide on Dallas-Forth Worth Runway
August 16, 2001 9:58 pm ESTDALLAS (Reuters) - Two passenger jets nearly collided on a runway on Thursday at Dallas-Fort Worth International Airport, officials said.
The Boeing 737s belonging to Continental Airlines and Delta Airlines took evasive action and missed each other by an undetermined distance, they said.The Delta plane scraped its tail on the runway, but there were no injuries in either aircraft, said a spokesman for the National Transportation Safety Board in Washington.
Ronald Herwig, a spokesman for the Federal Aviation Administration office in Oklahoma City, said that agency was investigating the so-called runway incursion.
Continental Flight 1487, with 55 passengers on board, had just flown in from Cleveland and apparently was instructed by air traffic controllers to cross a runway on which Delta Flight 1521, bound for Oakland, California, with 125 passengers, was taking off, officials said.
Continental spokesman Rahsaan Johnson said the Continental crew spotted the Delta plane coming and sped up to avoid it. "Our crew quickly crossed the crossing. The planes did not touch," he said.
The Delta plane took off steeply to miss the Continental jet, which caused its tail to scrape the runway. It returned to the airport, where NTSB investigators took flight data recorders from both planes.Cindi Kurczewski, a spokeswoman for Delta, which is based in Atlanta, confirmed the Delta flight number and passenger load but referred other questions to the NTSB.
August 15, 2001 - New Glitch For US System To Avoid Runway Collisions
WASHINGTON (USA) - A delay-plagued software system designed to alert air traffic controllers of potential runway collisions has hit new setbacks after being cleared in May for use at 34 U.S. airports, the government said Tuesday.
Federal Aviation Administration data showed use of the $193 million Airport Movement Area Safety System at four major airports has been put back by at least a month with more delays at other facilities possible. The agency said evaluating the system at various airports was taking longer than expected.
U.S. Rep. John Mica, chairman of the House subcommittee on aviation, initially pointed out the new delays in activating the system -- a program under scrutiny after "near misses" earlier this year added to concerns over runway safety.
Mica said the FAA should take the necessary time to do the job right.
The Florida Republican said the agency promoted system progress at a hearing before his panel in June and then "quietly announcing" in its safety report for that month there would be further delays in a program that is six years behind schedule.
The FAA confirmed the latest delays, but said the schedules were revised after the Transportation Department inspector general called them unrealistic.
"The performance evaluations are taking a little longer than expected,"
an FAA spokeswoman said. "We are still committed to AMASS and we're trying to get the system up as quickly as possible."
Runway safety took on new urgency earlier this year after a series of high profile "near misses" at major U.S. airports, including one at Dallas in May when an American Airlines jet narrowly missed a cargo plane that crossed its path.
The National Transportation Safety Board, which considers the reduction of runway incursions one of its highest priorities, is investigating the incidents.
In May, the FAA cleared the AMASS system for use at 34 airports and activated it in San Francisco and Detroit the next month.
But in a letter to FAA Administrator Jane Garvey, Mica said an agency document showed that airports at Atlanta and St. Louis have pushed back their activation of the much-maligned safety system by two months to September.
He said the Los Angeles system has been pushed back by a month to September, and the Chicago system is also being delayed a month to October.
"Moreover, the document indicates that the FAA is reviewing the current schedule and may announce further delays at the end of September," Mica said.
Los Angeles International Airport and Chicago O'Hare each had five serious near misses on their runways from 1997-2000, according to an FAA study released in June that tracked incursions at the nation's 32 busiest airports.
During testing, the system frequently registered false alarms that required immediate controller attention. The system, which works with other ground-tracking software, must be customized for each airport that uses it.
Wednesday September 5 3:04 AM ET
NTSB Asks Congress to Convince FAABy JONATHAN D. SALANT, Associated Press Writer
WASHINGTON (AP) - The National Transportation Safety Board (news - web sites), in an unusual move, has asked Congress to prod the Federal Aviation Administration (news - web sites) to work harder to prevent planes, vehicles and individuals from entering runways by mistake.
The NTSB (news - web sites) asked the dozen lawmakers who oversee aviation for their help ``in convincing the FAA of the need for immediate action to prevent these potentially catastrophic events.''
The letter was signed by three of the four board members. Usually, only the chairman signs a letter to Congress, though the other members approve it.
While board representatives regularly testify on Capitol Hill, it is rare for the NTSB to ask Congress to prod a federal agency to carry out its recommendations.
The NTSB has issued dozens of recommendations regarding runway safety. While most have been followed, several have gone unheeded, including requests that the FAA develop technology to warn pilots if someone is on a runway, and requirements that controllers use standard international phrases better understood by pilots who are not native English speakers.
Acting Chairwoman Carol Carmody said she was moved to act by an incident last month on a runway at Dallas-Fort Worth International Airport. A Delta pilot, trying to avoid a collision with a Continental jet mistakenly directed onto the same runway, pulled up his plane so sharply that its tail scraped on the runway.
``We were all very stunned and disturbed by that incident,'' Carmody said. ``It brought back to our minds that nothing much has happened. We hope Congress will do what we have not so far succeeded in doing.''
FAA officials said they were working to reduce the number of runway incidents.
``The FAA continues to believe that enhancing awareness of pilots, controllers and airport vehicle drivers is critical in reducing runway incursions,'' spokesman William Shumann said. ``Each runway incursion is a human error, and heightened awareness through more and better training is an excellent way to prevent such errors.''
Methods to reduce such incidents, he said, include better runway markings and lighting, and changes in air traffic procedures.
In May, shortly before the NTSB voted to keep stopping runway incursions on its list of most-wanted safety improvements, an American Airlines jet taking off from Dallas-Fort Worth for Chicago narrowly cleared a small cargo plane that had accidentally turned onto the same runway.
On average, such incidents happen more than once a day, though the number is down from last year. Between Jan. 1 and Aug. 29, 268 incursions were reported, compared with 292 during the same period in 2000, when a record 431 incursions were reported for the entire year. More than once a week, on average, a collision is avoided only because a plane or a vehicle quickly moves out of the way.
The FAA is installing a new system at major airports that uses existing radar to warn controllers of potential collisions. But NTSB officials say any system should tell pilots that someone is on a runway.
House Transportation and Infrastructure Committee chairman Don Young, R-Alaska, said he wanted to know why the FAA was focusing on the radar warning system when the safety board questioned its effectiveness.
``I fully understand the strong concerns the NTSB officials have,'' Young said. ``We are just as frustrated as the NTSB in the lack of progress and continued delays in getting the FAA to move forward with a proven safety program to reduce runway incursions.''
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On the Net:
National Transportation Safety Board: http://www.ntsb.gov
Federal Aviation Administration's Runway Safety Home Page: http://www.faa.gov/runwaysafety
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Earlier Stories
FAA Prodded on Airport Safety (September 4)
Congress May Prod FAA on Errors (September 4)
August 20, 2001 - Air Controller Misdirected Planes
SAN FRANCISCO, California (USA) - An air traffic controller suspected in a series of bank robberies nearly triggered a runway collision between a commercial airliner and a private plane several months ago, federal officials said.
Controller Rick Lee Davis directed the two planes onto the same San Francisco International Airport runway at the same time in March, Federal Aviation Administration officials told the San Jose Mercury News.
Although the mistake was not his first, it was not recorded and Davis was not disciplined, the FAA reported. Davis said an FAA investigation into the March incident concluded the planes were not in grave danger.
Davis, president of the air traffic controllers' union at the San Francisco airport, was arrested Aug. 3. The FBI alleges that he had robbed nine banks since Oct. 17, 2000, taking about $60,000. Davis allegedly told detectives he robbed banks to fly his children to and from Hawaii to visit him and to pay child support.
The robber had been given the nickname ``Robust Robber'' because of his stocky build.
In the March runway incident, the pilot of a private jet was accelerating to
100 mph for takeoff but had to slam on the brakes to avoid hitting the airliner.Jerry Snyder, an FAA official in Los Angeles, said the FAA never reported the incident in its daily logs, describing the decision not to as a ``judgment call.'' Davis was closely monitored for several months, but was not disciplined, Snyder said. Davis had been cited for mistakes in October 2000 and in December 1999. Both incidents reportedly involved clearing a plane to land while another was crossing the same runway.
