**DTRT57-08-R-SBIR**

**FY08.1**

![](media/image1.png){width="0.68125in" height="0.68125in"}\
**U. S. Department of Transportation**

**Office of the Secretary**

**of Transportation**

**PROGRAM SOLICITATION**

**Small Business Innovation**

**Research Program**

**Issue Date: April 15, 2008**

**Closing Date: June 3, 2008**

**DOT SBIR Program Office, RTV-1A**

**U.S. DOT/RITA/VNTSC**

**55 Broadway**

**Cambridge, MA 02142-1093**

**CONTENTS**

**SECTION PAGE**

I. PROGRAM DESCRIPTION 1

II\. DEFINITIONS 3

III\. PROPOSAL PREPARATION INSTRUCTIONS AND REQUIREMENTS 5

IV\. METHOD OF SELECTION AND EVALUATION CRITERIA 7

### V. CONSIDERATIONS 9

VI\. SCIENTIFIC AND TECHNICAL INFORMATION SOURCES 13

VII\. RESEARCH TOPICS 14

VIII\. SUBMISSION FORMS AND CERTIFICATIONS 29

**APPENDICES**

### A. PROPOSAL COVER SHEET 30

### B. PROJECT SUMMARY 31

### C. CONTRACT PRICING PROPOSAL (Schedule 1) 32

### D. PROPOSAL CHECKLIST 36

**DOT PROGRAM SOLICITATION FOR SMALL**

**BUSINESS INNOVATION RESEARCH**

**I. PROGRAM DESCRIPTION**

**A. Introduction**

This solicitation for research proposals is issued by

The United States Department of Transportation

(DOT) pursuant to the Small Business Innovation Development Act of 1982,
P.L. 97-219 (codified at 15 U.S.C. 638) as amended by the Small Business

Innovation Research (SBIR) Program, Extension, P.L. 99-443 which
extended the program through September 30, 1993. On October 28,1992,
through the Small Business Innovation Research and Development Act of
1992 (P.L. 102-564), Congress reauthorized and extended the SBIR program
for another seven years (2000). Subsequently, on December 21, 2000,
through the Small Business Reauthorization Act of 2000 (P.L. 106-554)
Congress again reauthorized the SBIR program through September 30, 2008.

The SBIR program encourages small business concerns to engage in
research or research and development (R/R&D) that has the potential for
commercialization to meet Federal research or research and development
objectives.

The purposes of the SBIR program are:

\(1\) To stimulate technological innovation;

\(2\) To use small business to meet Federal R/R&D needs;

\(3\) To increase private sector commercialization

of innovations derived from Federal R/R&D; and

\(4\) To foster and encourage participation by minority and
disadvantaged persons in technological innovation.

In consonance with the statutory obligations of the Act, the DOT has
established a Small Business Innovation Research Program ---hereinafter
referred to as the DOT SBIR Program.

The purpose of this solicitation is to invite small businesses with
their valuable resources and creative capabilities to submit innovative
research proposals that address high priority requirements of the DOT.

**B. Three‑Phase Program**

The DOT SBIR Program is a three‑phase process.

**THIS SOLICITATION IS FOR PHASE I PROPOSALS ONLY**.

**Phase I.** Phase I provides support for the conduct of
feasibility-related experimental or theoretical research or R/R&D
efforts on research topics as described herein. The dollar value of the
proposal may be up to \$100,000 unless otherwise noted and the period of
performance is generally six months. The basis for award will be the
scientific and technical merit of the proposal and its relevance to DOT
requirements and priorities. **[Only awardees in Phase I are eligible to
participate in Phase II which is by invitation only.]{.underline}**

**Phase II.** Phase II is the principal R/R&D effort having a period of
performance of approximately two years with a dollar value of up to
\$750,000 unless otherwise noted. DOT will accept Phase II proposals
under the DOT SBIR Program only from firms which have previously
received a DOT Phase I award. Phase II proposals must be prepared in
accordance with guidelines provided by DOT to Phase I awardees receiving
an invitation to submit a Phase II proposal. Phase II awards will be
based on the results of Phase I efforts, technical merit, agency
priority and commercial applications, and the availability of
appropriated funds to support the Phase II effort. Special consideration
may be given to proposals that have obtained commitments for follow‑on
funding from non‑Federal sources for Phase III.

**Phase III.** SBIR Phase III award logically follows SBIR Phase II and
may be a continuation of the work under Phase II or commercialization of
the research under the previous SBIR phases. Like SBIR Phase II, the
award process is exempted from FAR subpart 5.2 requirements. Only those
vendors who were awarded both a SBIR Phase I and Phase II may receive a
SBIR Phase III award. There is no limit on the performance period length
or dollar value of a SBIR Phase III, and the small business size limits
for Phase I and Phase II awards do not apply to SBIR Phase III awards.

Phase III is to be conducted by the small business with either:

-   non-Federal funds to pursue commercial

> applications of R/R&D funded in Phases I
>
> and II, or

-   non‑SBIR Government funded contracts for

> continued research or products or processes
>
> intended for use by the United States
>
> Government.

**C. Eligibility**

Each concern submitting a proposal must qualify as a small business at
the time of award of Phase I and Phase II contracts. In addition, **[the
primary employment of the principal investigator must be with the small
business firm at the time of contract award and during the conduct of
the proposed research]{.underline}** unless otherwise approved by the
Contracting Officer. Primary employment means that more than one‑half of
the principal investigator\'s time

is spent with the small business. Also for both

Phase I and Phase II, the R/R&D work must be performed in the United
States. \"United States\" means the 50 states, the Territories and
possessions of the United States, the Commonwealth of Puerto Rico, the
Commonwealth of the Northern Mariana Islands, the Trust Territory of the
Pacific Islands, and the District of Columbia.

All types of small business organizations may submit proposals,
including high technology, R&D, manufacturing, and service firms.
Companies with outstanding scientific or engineering competence in
highly specialized product, process or service areas may wish to apply
their expertise to the research topics in this solicitation through a
laboratory prototype. Ideally, the research should make a significant
contribution to the solution of an important transportation problem and
provide the small business concern with the basis for new products,
processes, or services.

**D. General Information**

This is a solicitation for Phase I R/R&D proposals on advanced,
innovative concepts from small business firms having strong capabilities
in applied science or engineering.

The Phase I R/R&D proposals shall demonstrate a sound approach to the
investigation of an important transportation‑related scientific or
engineering problem categorized under one of the topics listed in
Section VIII.

A proposal may respond to any of the research topics listed in Section
VIII, but must be limited to one topic. The same proposal may not be
submitted under more than one topic. An organization may, however,
submit separate proposals on different topics, or different proposals on
the same topic, under this solicitation. Where similar research is
discussed under more than one topic, the offeror shall choose that topic
which appears to be most relevant to the offeror\'s technical concept.

The proposed research must have relevance to the improvement of some
aspect of the national transportation system or to the enhancement of
the ability of an operating element of the DOT to perform its mission.

Proposals shall be confined principally to scientific or engineering
research, which may be carried out through construction and evaluation.
Proposals must be for R/R&D, particularly on advanced or innovative
concepts, and shall not be for incremental or scaled‑up versions of
existing equipment or the development of technically proven ideas.
Proposals for the development of already proven concepts toward
commercialization, or which offer approaches already developed to an
advanced prototype stage or for market research shall not be submitted.
Commercialization is the objective of Phase III, in which private
capital or non‑SBIR funds are to be used to continue the innovative
research supported by DOT under Phase I and Phase II.

The proposal shall be self‑contained and checked carefully by the
offeror to ensure that all preparation instructions have been followed.

(See Proposal Checklist, Appendix D).

Requests for additional information or questions relating to the DOT
SBIR Program may be addressed to:

Joseph Henebury

DOT SBIR Program Director, RTV-1A

U.S. DOT/RITA/VNTSC

55 Broadway

Cambridge, MA 02142‑1093

Telephone: (617) 494‑2051

Fax: (617) 494‑2370

Email Address: henebury@volpe.dot.gov

Volpe Center Website: http://www.volpe.dot.gov/sbir

**II. DEFINITIONS**

A.  **Research or Research and Development**

> **(R/R&D)**

R/R&D means any activity which is:

\(1\) A systematic, intensive study directed toward greater knowledge or
understanding of the subject studied;

\(2\) A systematic study directed specifically toward applying new
knowledge to meet a recognized need; or

\(3\) A systematic application of knowledge toward the production of
useful materials, devices, and systems or methods, including design,
development, and improvement of prototypes and new processes to meet
specific requirements.

**B. Small Business Concern**

A small business concern is one that at the time of award of Phase I and
Phase II contracts meets all of the following criteria:

\(1\) Is independently owned and operated, is not dominant in the field
of operation in which it is proposing, and has a place of business in
the United States and operates primarily within the United States or
makes a significant contribution to the U.S. economy, and is organized
for profit.

\(2\) Is (a) at least 51% owned and controlled by one or more
individuals who are citizens of, or permanent resident aliens in, the
United States or (b) it must be a for-profit business concern that is at
least 51% owned and controlled by another for-profit business concern
that is at least 51% owned and controlled by one or more individuals who
are citizens of, or permanent resident aliens in, the United States.

\(3\) Has, including its affiliates, an average number of employees for
the preceding 12 months of less than 500, and meets the other regulatory
requirements found in 13 CFR Part 121. Business concerns are generally
considered to be affiliates of one another when either directly or
indirectly, (a) one concern controls or has the power to control the
other; or (b) a third party/parties controls or has the power to control
both.

Control can be exercised through common ownership, common management,
and contractual relationships. The term \"affiliates\" is defined in
greater detail in 13 CFR 121.103. The term \"number of employees\" is
defined in 13 CFR 121.106.

A business concern may be in the form of an individual proprietorship,
partnership, limited liability company, corporation, joint venture,
association, trust, or cooperative. Further information may be obtained
at <http://www.sba.gov/size>, or by contacting the Small Business
Administration's Government Contracting Area Office or Office of Size
Standards.

**C. Socially and Economically Disadvantaged Small Business Concern**

A socially and economically disadvantaged small business concern is one
that is at least 51% owned and controlled by one or more socially and
economically disadvantaged individuals, or an Indian tribe, including
Alaska Native Corporations (ANCs), a Native Hawaiian Organization (NHO),
or a Community Development Corporation (CDC). Control includes both
strategic planning (as that exercised by boards of directors) and the
day-to-day management and administration of business operations. See 13
CFR 124.109, 124.110, and 124.111 for special rules pertaining to
concerns owned by Indian Tribes (including ANCs), NHOs, or CDCs,
respectively.

**D. Women‑Owned Small Business Concern**

A woman-owned small business concern is one that is at least 51% owned
and controlled by a woman or women. Control includes both the strategic
planning (as that exercised by boards of directors) and the day-to-day
management and administration of business operations.

**E. Veteran Owned Small Business**

A veteran-owned small business concerns is one that is at least 51
percent owned and controlled by one or more veterans (as defined at 38
U.S.C. 101(2) or, in the case of any publicly owned business, not less
than 51 percent of the stock of which is owned by one or more veterans,
and the management and daily business operations of which are controlled
by one or more veterans.

**F. Subcontract**

> Subcontract means any agreement, other than one involving an
> employer‑employee relationship, entered into by a Federal Government
> funding agreement awardee calling for supplies or services required
> solely for the performance of the original funding agreement.

**G. Historically Underutilized Business**

**Zone (HUBZone)**

> A HUBZone small business concern is one that meets the following
> criteria:

1.  Located in "historically underutilized

> business zone" or HUBZone area located in one or more of the
> following:

a)  A qualified census tract (as defined in Section 42(d)(5)(i)(l) of
    the Internal Revenue Code of 1986);

> b\) A qualified "non--metropolitan county" (as defined in Section
> 143(k)(2)(B) of the Internal Revenue Code of 1986) with a median
> household income of less than 80% of the state median household income
> or with an unemployment of not less than 140% of the statewide average
> based on U.S. Department of Labor recent data; or
>
> c\) Lands within the boundaries of Federally
>
> recognized Indian reservations.

2.  Owned and controlled by one or more U.S.

> citizen(s).

3.  At least 35% of its employees must reside in a HUBZone.

**III. PROPOSAL PREPARATION**

**INSTRUCTIONS AND REQUIREMENTS**

A.  **[Proposal Submission Requirements]{.underline}**

-   Each proposal shall not exceed 25 pages (regular size type -- no
    smaller than 10 point font size -- single or double spaced, standard
    8 ½" by 11" pages) including proposal cover sheet, contract pricing
    proposal, and all enclosures or attachments.

-   Proposals must be a PDF file and submitted online

-   No duplicate proposals shall be sent by any

> other means.

-   Proposals may only be submitted online, a link to the web form can
    found here: <http://www.volpe.dot.gov/sbir/current.html>
    Instructions are included on the submission page.

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-   Proposals must be received no later than 5:00 p.m. EST on June 3,
    2008.

-   The proposal file name shall contain eight (8)

> characters---the first three shall be the topic number you are
> proposing to (i.e., FH3), and the remaining five characters shall be a
> unique abbreviation of your company's name.

It will be available to only the team of DOT engineers and/or scientists
responsible for evaluating your proposal.

**B. Proposal Cover Sheet**

Complete the Proposal Cover Sheet in Appendix A as Page one of your
proposal. All pages shall be numbered consecutively, beginning with the
Proposal Cover Sheet.

**C. Project Summary**

Complete the form in Appendix B as Page two of your proposal. The
Project Summary shall include a technical abstract with a brief
statement of the problem or opportunity, project objectives, and
description of the effort. Anticipated results and potential
applications of the proposed research shall also be summarized in the
space provided. The Project Summary of successful proposals may be
published by the DOT and, therefore, shall not contain classified or
proprietary information. [The technical abstract must be limited to 200
words in the space provided on the Project Summary form]{.underline}.

**D. Technical Content**

Submitted proposals must include the following:

\(1\) **Identification and Significance of the Problem or Opportunity.**
The specific technical problem or innovative research opportunity
addressed and its potential benefit to the national transportation
system shall be clearly stated.

\(2\) **Phase I Technical Objectives.** State the specific objectives of
the Phase I R/R&D effort, including the technical questions it will try
to answer to determine the feasibility of the proposed approach.

\(3\) **Phase I Work Plan.** Describe the Phase I R/R&D plan. The plan
shall indicate what will be done, where it will be done, and how the
R/R&D will be managed or directed and carried out. Phase I R/R&D shall
address the objectives and the questions cited in (2) above. The methods
planned to achieve each objective or task shall be discussed in detail,
including the level of effort associated with each task.

\(4\) **Related Research or R&D.** Describe significant R/R&D that is
directly related to the proposal including any conducted by the project
manager/principal investigator or by the proposing firm. Describe how it
relates to the proposed effort, and any planned coordination with
outside sources. The offeror must persuade reviewers of his or her
awareness of key recent R/R&D conducted by others in the specific topic
area.

\(5\) **Key Personnel and Bibliography of Directly Related Work.**
Identify key personnel involved in Phase I including their directly
related education, experience, and bibliographic information. Where
vitae are extensive, summaries that focus on the most relevant
experience or publications are desired and may be necessary to meet
proposal page limitations.

\(6\) **Relationship with Future Research and Development.**

> \(a\) State the anticipated results of the proposed approach if the
> project is successful (Phase I and Phase II).
>
> \(b\) Discuss the significance of the Phase I effort in providing a
> foundation for Phase II R/R&D effort.

\(7\) **Facilities.** Provide a detailed description, availability and
location of instrumentation and physical facilities proposed for Phase
I.

\(8\) **Consultants.** Involvement of consultants in the planning and
research stages of the project is permitted. If such involvement is
intended, it shall be described in detail.

\(9\) **Potential Applications.** Briefly describe:

> \(a\) Whether and by what means the proposed project appears to have
> potential commercial application.
>
> \(b\) Whether and by what means the proposed project appears to have
> potential use by the Federal Government.

\(10\) **Similar Proposals or Awards.** Warning --- while it is
permissible, with proposal notification, to submit identical proposals
or proposals containing a significant amount of essentially equivalent
work for consideration under numerous Federal program solicitations, it
is unlawful to enter into contracts or grants requiring essentially
equivalent effort. If there is any question concerning this, it must be
disclosed to the soliciting agency or agencies before award.

> If a firm elects to submit identical proposals or proposals containing
> a significant amount of

essentially equivalent work under other Federal

program solicitations, a statement must be

included in each such proposal indicating:

\(a\) The name and address of the agencies to which proposals were
submitted or from which awards were received;

> \(b\) Date of proposal submission or date of award;
>
> \(c\) Title, number, and date of SBIR Program solicitations under
> which proposals were submitted or awards received;
>
> \(d\) The applicable research topics for each
>
> SBIR proposal submitted or award
>
> received;
>
> \(e\) Titles of research projects; and

(f) Name and title of Project Manager or Principal Investigator for each

> proposal submitted or award received.

**E. Contract Pricing Proposal**

A firm fixed price Phase I Contract Pricing Proposal (Schedule 1) must
be submitted in detail as shown in Appendix C. Note: firm fixed price is
the type of contract to be used for Phase I SBIR awards. Some cost
breakdown items of Appendix C may not apply to the proposed project. If
such is the case, there is no need to provide information for each and
every item. It is important, however, to provide enough information to
allow the DOT to understand how the offeror plans to use the requested
funds if the contract is awarded. Phase I contract awards may include
profit.

**F. Central Contracting Registration (CCR) and Data Universal Numbering
System (DUNS) Identification Number**

Since October 1, 2003, it is federally mandated that any business
wishing to do business with the Federal Government under a Federal
Acquisition Regulation (FAR)-based contract must be registered in CCR
before being awarded a contract. You can find more information on CCR
and the registration process in their handbook,
<http://www.ccr.gov/handbook.asp>. You can register online at
[http://]{.underline}[www.ccr.gov](http://www.ccr.gov/) by clicking on
"Start New Registration" if you already have a DUNS number. If you need
a DUNS number, you can find instructions at

<http://fedgov.dnb.com/webform/displayHomePage.do>

A firm must note its DUNS identification number on Appendix C, Contract
Pricing Proposal, Schedule 1. This number is assigned by Dun &
Bradstreet, Inc.

**G. Prior SBIR Phase II Awards**

If the small business concern has received more than 15 Phase II awards
in the prior five fiscal years, submit name of awarding agency, date of
award, funding agreement number, amount, topic or subtopic title,
follow-on agreement amount, source and date of commitment, and current
commercialization status for each Phase II. (This required proposal
information shall not be counted toward the proposal 25-page count
limitation.)

# IV. METHOD OF SELECTION

**AND EVALUATION CRITERIA**

**A. General**

All Phase I and Phase II proposals will be evaluated and judged on a
competitive basis. Initially, all proposals will be screened to
determine responsiveness to the solicitation. Proposals passing this
screening will be evaluated to determine the most promising technical
and scientific approaches. Each proposal will be judged on its own
merit. The DOT is under no obligation to fund any proposal or any
specific number of proposals on a given topic or subtopic. It may elect
to fund several or none of the proposed approaches to the same topic or
subtopic.

**B. Evaluation Criteria**

The evaluation process involves the following factors:

\(1\) Scientific and technical merit and the feasibility of the
proposal\'s commercial potential, as evidenced by:

> a\) Past record of successful commercialization of SBIR or other
> research;
>
> b\) Existence of Phase III funding commitments from private sector or
> non-SBIR funding sources; and
>
> c\) Presence of other indicators of the commercial potential of the
> idea.

\(2\) The adequacy of the work plan and approach to achieve specified
work tasks and stated objectives of the proposed effort within budgetary
constraints and on a timely schedule.

(3) Qualifications of the proposed principal/key investigator(s)
    including demonstrated expertise in a disciplinary field related to
    the particular R/R&D topic that is proposed for investigation.

\(4\) Adequacy of supporting staff and facilities, equipment, and data
for the successful completion of the proposed R/R&D.

**C. Prescreening**

Each proposal submission will be examined to determine if it is complete
and contains adequate technical and pricing data. [Proposals that do not
meet the basic requirements of the solicitation will be excluded from
further consideration]{.underline}. Each offeror will be notified
promptly by email of such action.

**D. Schedule**

All DOT reviews shall be completed and awards recommended within twelve
weeks s of the closing date for Phase I proposals.

**E. Program Selection**

A Proposal Review Panel, chaired by the DOT SBIR Program Director and
comprising senior management officials representing the Department\'s
Operating Administrations and the Office of the Secretary, will arrange
for review and evaluation of proposals by professionals, in their
respective organizations, of all Phase I proposals that meet the
requirements of this solicitation. The Proposal Review Panel will review
the technical evaluations by the engineers and/or scientists and
recommend to the DOT SBIR Program Director the proposals for awards. The
DOT SBIR Program Director will announce the awards.

**F. Contact with DOT**

Contact with DOT relative to this solicitation during the Phase I
proposal preparation and evaluation period is restricted for reasons of
competitive fairness. Technical questions pertaining to the 2008 DOT
SBIR solicitation research topics must be submitted to the DOT SBIR
Program Office by e-mail to: henebury@volpe.dot.gov. Technical questions
will be researched and answers provided in as timely a manner as
possible. Technical questions submitted to the DOT SBIR Program Office
during the few weeks prior to the closing date for receipt of Phase I
proposals may not be able to be answered before the closing date.

No information on proposal status will be available until the complete
list of [2008 Phase I Award Recommendations]{.underline} is posted on
the DOT SBIR Program Webpage: http://www.volpe.dot.gov/sbir. For
planning purposes the notification of

[2008 Phase I Award Recommendations]{.underline} is expected to be
posted on the DOT SBIR Program Webpage by September 8, 2008. **Phase I
proposals which are not included in the September 8^th^ list of [2008
Phase I Award Recommendations]{.underline} will not receive an award.**
**No written correspondence regarding proposal status will be
ANSWERED.**

After the [2008 Phase I Award Recommendations]{.underline} are posted on
the DOT SBIR Program Webpage, a

debriefing comprised of the overall comments on the proposal may be
provided to the offeror upon request.

[Debriefing requests should be submitted to the Contracting Officer by
e-mail to:]{.underline} Orin.D.Cook@volpe.dot.gov[, and must include the
offeror's name, address, research topic number, and the proposal
identification number assigned on the acknowledgement of receipt
card]{.underline}. The identity of the evaluators will not be disclosed.

#   {#section .unnumbered}

# V. CONSIDERATIONS

**A. Awards**

It is estimated that during Fiscal Year 2008, DOT will award
approximately 16 Phase I contracts with an [anticipated
potential]{.underline} maximum of 19 awards, depending on actual funding
available and the responses from small business firms to the solicited
research topics in Section VIII.

All Phase I awards will be firm fixed price contracts and may be up to
\$100,000 each unless otherwise noted. Phase II awards anticipate
cost‑plus‑fixed-fee contracts with a value of up to \$750,000 each
unless otherwise noted. Phase II awardees will be required to have an
acceptable accounting system to receive a cost-plus-fixed-fee contract.

Only recipients of Phase I contracts will be eligible to compete for
Phase II awards.

DOT's Operating Administrations contribute to SBIR funding. Each
Operating Administration\'s contribution may be used only to support
research of concern to that Operating Administration. For example, funds
furnished by the Federal Highway Administration may not support research
solely of concern to the National Highway Traffic Safety Administration.
Based on anticipated funding levels, there may not be adequate funding
within the DOT SBIR Program to support Phase I and/or Phase II awards
for research which is solely of concern to the following Operating
Administrations: Federal Aviation Administration, Federal Highway
Administration, Federal Motor Carrier Safety Administration, Federal
Railroad Administration, Federal Transit Administration, National
Highway Traffic Safety Administration, Research and Innovative
Technology Administration, and Pipeline Hazardous Materials Safety
Administration. Phase I and Phase II awards for such research will
depend on the actual funding available.

**B. Reports**

Under Phase I SBIR contracts, three reports will be required, consisting
of two interim letter reports, and a comprehensive final report.

**C. Payment Schedule**

Payments for Phase I contracts will be made in three equal installments
upon submission of invoices by the contractor in conjunction with the
submission of acceptable reports as described in Paragraph B above.

**D. Innovations, Inventions, and Patents**

1\. **Proprietary Information.** Information contained in unsuccessful
proposals will remain the property of the offeror. The Government may,
however, retain copies of all proposals. Public release of information
in any proposal submitted will be subject to existing statutory and
regulatory requirements.

If proprietary information is provided by a offeror in a proposal which
constitutes a trade secret, proprietary commercial or financial
information, confidential personal information or data affecting
national security, it will be treated in confidence, to the extent
permitted by law, provided this information is clearly marked by the
offeror with the term \"confidential proprietary information\" and
provided the following legend appears on the title page of the proposal:

\"For any purpose other than to evaluate the proposal, these data shall
not be disclosed outside the Government and shall not be duplicated,
used, or disclosed in whole or in part, provided that if a contract is
awarded to this offeror as a result of or in connection with the
submission of these data, the Government shall have the right to
duplicate, use, or disclose the data to the extent provided in the
contract. This restriction does not limit the Government\'s right to use
information contained in the data if obtained from another source
without restriction. The data subject to this restriction is contained
pages \_\_\_\_\_\_\_\_ of this proposal.\"

Any other legend may be unacceptable to the Government and may
constitute grounds for return of the proposal without further
consideration and without assuming any liability for inadvertent
disclosure. The Government will limit dissemination of such information
to within official channels.

DOT prefers that offerors avoid inclusion of proprietary data in their
proposals. If the inclusion of proprietary data is considered essential
for meaningful evaluation of a proposal submission, then such data
should be provided on a separate page with a numbering system to key it
to the appropriate place in the proposal.

2\. **Rights in Data Developed under SBIR Contracts**. Rights in
technical data, including software developed under any contract
resulting from this solicitation, shall remain with the contractor
except that the Government shall have the limited right to use such data
for Government purposes and shall not release such data outside the
Government without permission of the contractor for a period of four
years from completion of the project from which the data were generated.
However, effective at the conclusion of the four‑year period, the
Government shall retain a royalty‑free license for Federal Government
use of any technical data delivered under an SBIR contract whether
patented or not.

3\. **Copyrights**. With prior written permission of the Contracting
Officer, the contractor normally may copyright and publish (consistent
with appropriate national security considerations, if any) material
developed with DOT support. The DOT receives a royalty‑free license for
the Federal Government and requires that each publication contain an
appropriate acknowledgement and disclaimer statement.

4\. **Patents**. Small business firms normally may retain the principal
worldwide patent rights to any invention developed with Government
support. The Government receives a royalty‑free license for Federal
Government use, reserves the right to require the patent holder to
license others in certain circumstances, and requires that anyone
exclusively licensed to sell the invention in the United States must
normally manufacture it domestically. To the extent authorized by 35
U.S.C. 205, the Government will not make public any information
disclosing a Government-supported invention for a two‑year period to
allow the contractor a reasonable time to pursue a patent.

**E. Cost‑Sharing**

Cost‑sharing is permitted for Phase II proposals under the topic areas
identified in this solicitation; however, cost‑sharing is not required
nor will it be a factor in proposal evaluations.

**F.** **Profit or Fee**

A profit is allowed on awards to small business concerns under the DOT
SBIR Program.

**G. Joint Ventures or Limited Partnerships**

Joint ventures and limited partnerships are permitted provided the
entity created qualifies as a small business concern in accordance with
the Small Business Act, 15 U.S.C. 631, and the definition included in
this solicitation.

**H. Research and Analytical Work**

1\. **[For Phase I, a minimum of two‑thirds of the research and/or
analytical effort must be performed by the proposing firm]{.underline}**
unless otherwise approved in writing by the Contracting Officer.

2\. **[For Phase II, a minimum of one‑half of the research and/or
analytical effort must be performed by the proposing firm]{.underline}**
unless otherwise approved in writing by the Contracting Officer.

**I. Contractor Commitments**

Upon award of a contract, the awardee will be required to make certain
legal commitments through acceptance of numerous contract clauses. The
outline that follows is illustrative of the types of clauses to which
the contractor would be committed. This list shall not be understood to
represent a complete list of clauses to be included in Phase I
contracts, nor to be the specific wording of such clauses. A complete
copy of the terms and conditions will be provided upon issuance of the
model contract for signature prior to award.

1.  **Standards of Work.** Work performed under the contract must
    conform to high professional standards.

2\. **Inspection.** Work performed under the contract is subject to
Government inspection and evaluation at all times.

3\. **Examination of Records.** The Comptroller General (or a duly
authorized representative) shall have the right to examine any directly
pertinent records of the contractor involving transactions related to
this contract.

4\. **Default**. The Government may terminate the contract if the
contractor fails to perform the work contracted.

5\. **Termination for Convenience**. The contract may be terminated at
any time by the Government if it deems termination to be in its best
interest, in which case the contractor will be compensated for work
performed and for reasonable termination costs.

6\. **Disputes**. Any dispute concerning the contract which cannot be
resolved by agreement shall be decided by the Contracting Officer with
right of appeal.

7\. **Contract Work Hours**. The contractor may not require an employee
to work more than eight hours a day or 40 hours a week unless the
employee is compensated accordingly (i.e., overtime pay).

8\. **Equal Opportunity**. The contractor will not discriminate against
any employee or applicant for employment because of race, color,
religion, sex, or national origin.

9\. **Affirmative Action for Veterans**. The contractor will not
discriminate against any employee or applicant for employment because he
or she is a disabled veteran or veteran of the Vietnam era.

10\. **Affirmative Action for Handicapped.** The contractor will not
discriminate against any employee or applicant for employment because he
or she is physically or mentally handicapped.

11\. **Officials Not to Benefit**. No member of or delegate to Congress
shall benefit from the contract.

12\. **Covenant Against Contingent Fees**. No person or agency has been
employed to solicit or secure the contract upon an understanding for
compensation except bonafide employees or commercial agencies maintained
by the contractor for the purpose of securing business.

13\. **Gratuities.** The contract may be terminated by the Government if
any gratuities have been offered to any representative of the Government
to secure the contract.

14\. **Patent Infringement**. The contractor shall report each notice or
claim of patent infringement based on the performance of the contract.

15. **Procurement Integrity**. Submission of a proposal under this
    solicitation subjects the offeror to the procurement integrity
    provision (§27) of the Office of Federal Procurement Policy Act (41
    U.S.C. 423). This statute, as implemented by Federal Acquisition
    Regulation (FAR, 48 CFR) §3.104, prescribes the following conduct by
    competing contractors during an agency procurement: offering or
    discussing future employment or business opportunities with an
    agency procurement official; promising or offering a gratuity to an
    agency procurement official; and/or soliciting or obtaining
    proprietary or source selection information regarding the
    procurement. Violations of the statute may result in criminal and/or
    civil penalties, disqualification of a offeror, cancellation of the
    procurement, or other appropriate remedy.

16\. **Section 508 Access Board Standards**.

> All electronic and information technology deliverables rendered must
> comply with Section 508 of the Rehabilitation Act and the Access Board
> Standards available for viewing at
> [http://www.section508.gov](http://www.section508.gov/). Unless
> otherwise indicated, the contractor represents by signature on a
> contract that all deliverables will comply with the Access Board
> Standards.

**J. Additional Information**

1\. This solicitation is intended for informational purposes and
reflects current planning. If there is any inconsistency between the
information contained herein and the terms of any resulting SBIR
contract, the terms of the contract are controlling.

2.  Before award of an SBIR contract, the [offeror]{.underline} shall
    complete Online Representations and Certifications Application:
    [https://orca.bpn.gov](https://orca.bpn.gov/)

3\. The Government may request the offeror to submit additional
management, personnel, and financial information to assure
responsibility of the offeror.

4\. The Government is not responsible for any monies expended by the
offeror before award of any contract.

5\. This solicitation is not an offer by the Government and does not
obligate the Government to make any specific number of awards. Also,
awards under this program are contingent upon the availability of funds.

6\. The DOT SBIR Program is not a substitute for existing unsolicited
proposal mechanisms. Unsolicited proposals shall not be accepted under
the DOT SBIR Program in either Phase I or Phase II. See
<http://www.volpe.dot.gov/procure/unsolguide.html> for specifics on
unsolicited proposal submission requirements.

7\. If an award is made pursuant to a proposal submitted under this
solicitation, the contractor will be required to certify that he or she
has not previously been, nor is currently being paid for essentially
equivalent work by any agency of the Federal Government.

8\. When purchasing equipment or a product with funds provided under the
DOT SBIR Program, purchase only American made equipment and products, to
the extent possible in keeping with the overall purposes of the program.

9\. In accordance with FAR 52.233-2, Service of Protest, the following
Service of Protest procedures shall be followed. Protests, as defined in
Section 33.101 of the FAR that are filed directly with an agency, and
copies of any protests that are filed with the Government Accountability
Office (GAO), shall be served on the Contracting Officer (addressed as
follows) by obtaining written and dated acknowledgement of receipt from:
Orin Cook, DOT/RITA/Volpe Center, 55 Broadway, RTV-6D1, Cambridge, MA
02142-1093

#   {#section-1 .unnumbered}

# VI. SCIENTIFIC AND

**TECHNICAL INFORMATION SOURCES**

The following organizations may be sources for providing technology
search and/or document services and may be contacted directly for
service and cost information:

Center for Technology Commercialization

1400 Computer Drive

Westborough, MA 01581

\(508\) 870-0042

Federal Information Exchange, Inc.

555 Quince Orchard Road, Suite 360

Gaithersburg, MD 20878

\(301\) 975-0103

Midcontinent Technology Transfer Center

Texas Engineering Extension Service

The Texas A&M University System

301 Tarrow Street, Suite 119

College Station, TX 77840-7896

\(409\) 845-8762

MidAtlantic Technology Applications Center

University of Pittsburgh

3400 Forbes Avenue, 5^th^ Floor

Pittsburgh, PA 15260

\(412\) 383-2500

Great Lakes Industrial Technology Center

25000 Great Northern Corporation Center, Suite 260

Cleveland, OH 44070-5320

\(440\) 734-0094

Southern Technology Applications Center

University of Florida

1900 SW 34^th^ Street, Suite 206

Gainsville, FL 32608

\(352\) 294-7822

National Technical Information Service

5285 Port Royal Road

Springfield, VA 22161

\(800\) 553-6847

Technology Transfer Center

University of Southern California

3716 South Hope Street, Suite 200

Los Angeles, CA 90007-4344

\(213\) 743-2352

> **VII. RESEARCH TOPICS**

Phase I research topics, including multimodal topics, for DOT Operating
Administrations are listed below. Multimodal topics are marked with an
asterisk \*. These topics indicate the specific areas for which
proposals are to be considered for acceptance by DOT. The topics are not
listed in any order of priority. Each proposal must respond to one (and
only one) topic as described in this section. A proposal may, however,
indicate and describe its relevance to other topics.

**POTENTIAL MAXIMUM FY08.1**

**DOT OPERATING ADMINISTRATION/TOPIC PHASE I AWARDS**

**FEDERAL HIGHWAY ADMINISTRATION 6 AWARDS**

081-FH1 Balancing Safety and Capacity in an Adaptive Traffic Signal
Control System

081-FH2 High Efficiency Pedestrian Sidewalk Assessment Process

081-FH3 Development of Equipment Washers for Invasive Plant Prevention

[^1]081-FH4 Motorcycle Detection, Classification and Characterization

081-FH5 Open Source Microscopic Flow Model for Researchers, Universities
& Special Projects

081-\*FH6 Low Cost Bridge Structural Monitoring Technology / Turning
Structural Monitoring Data into Decision-Making Information

**FEDERAL RAILROAD ADMINISTRATION 6 AWARDS**

081-FR1 Compact Autonomous Track Geometry Measurement System

081-FR2 In-Motion Rail Temperature Measurement Unit

081-FR3 Non-Contact Distance Measuring Device

081-FR4 Non-Contact Track Gage Measurement Device

[^2]081-FR5 Advanced Parking Brake

Error: Reference source not found081-FR6 Cursory and Non-regulatory
Removable Safety Appliances for Intermodal or Semi-Permanently Attached
Railcars

**NATIONAL HIGHWAY AND TRAFFIC SAFETY ADMINISTRATION 2 AWARDS**

[^3]081-\*NH1 Use of Technology for Understanding and Calculating
Pedestrian Exposure

[^4]081-\*NH2 Development of Methods/Technology for Collecting
Motorcycle Exposure and Crash Factor Data

**PIPELINE AND HAZARDOUS MATERIALS SAFETY ADMINISTRATION 2 AWARDS**

081-PH1 Pipeline Safety:

1.  Development of Tools for In-field Pipeline Repairs

2.  Nanotechnology Tools for Internal Corrosion of Pipelines

081-PH2 \*Hazardous Materials:

1.  Methods for Transmitting and Transferring Hazardous Material
    Shipment Information Electronically

2.  Improvement of Data Collection from Incidents Involving Hazardous
    Materials

3.  Using Handheld Devices to Assist in Emergency Response to Hazardous
    Materials Incidents

# Federal Highway Administration (FHWA)

**[081-FH1 Balancing Safety and Capacity in an Adaptive Traffic Signal
Control System]{.underline}**

Several adaptive control systems for signalized intersection networks
have been developed, tested, and deployed. The well known systems
include the Sydney Coordinated Adaptive Traffic System (SCATS), the
Split Cycle Offset Optimization Technique (SCOOT), the adaptive control
software-ACS, and the ACS lite - a scaled down version of ACS for
arterial traffic management in small to medium communities.

These systems monitor traffic in real time and adjust signal timings
based on optimization of traffic delay, travel time, and percent stopped
vehicles, etc.

The above systems have documented results in increasing traffic flow
speed, reducing stoppage and delay, and increasing intersection
throughputs. The algorithms implemented so far are designed to improve
efficiency of traffic operations. Nevertheless, network safety of
different weighting scales with traffic operations have not been
explicitly factored into the decision making process.

**This research should identify unsafe traffic conditions in arterial
and grid network settings that are likely to cause crashes, and develop
algorithms to alleviate such risks using safer adjustments of signal
cycles, offsets, phase splits, yellow and clearance intervals, and
extension times. These adjustments could be focused or throughout the
network. The research should explore and develop means to evaluate
network safety and weight costs of potential crashes and delays, and
develop algorithms that produces real time network signal timing plans
based on optimization of both safety and mobility performances. The
contractor would be expected to develop a software that is marketable to
all interested parties, State and local governments.**

**Phase I: To develop a methodology and a work plan for implementation,
conduct the analysis, produce the algorithms, and implement network
analysis in traffic simulation.**

**Phase II: To implement the methodology on a limited network and
evaluate its performance.**

Relationship to FHWA Strategic Objectives

**Improve safety, reduce congestion on urban signalized surface streets,
and enhance public travel experience.**

**[081-FH2 High Efficiency Pedestrian Sidewalk Assessment
Process]{.underline}**

The Americans with Disabilities Act (ADA) of 1990 is a Federal Civil
Rights Law which prohibits discrimination on the basis of disability. On
July 26, 1999, Secretary Rodney Slater issued a U.S. Department of
Transportation Accessibility Policy to make accessibility a guiding
principle in the development of transportation systems, including
pedestrian networks. FHWA produced *Designing Sidewalks and Trails for
Access: Part 2, Best Practices Design Guide*, in 2001, to provide
guidance on how to plan, design, and construct accessible pedestrian
facilities. The *Best Practices Design Guide* also described an idea for
a Sidewalk Assessment Process. FHWA issued a Memorandum entitled
*Clarification of FHWA\'s Oversight Role in Accessibility*, in September
2006, calling for increased emphasis on accessible pedestrian
facilities, and the requirement for public agencies to develop
transition plans under the ADA. However, the lack of an efficient
sidewalk assessment process is a significant barrier limiting the
ability of localities to develop transition plans that can be used to
provide accessible pedestrian facilities.

The 2004 Census indicates that almost 40 million people in the US have
disabilities and 23.8 million of those have a physical disability with
almost 7 million people using a personal mobility device, such as a
wheelchair or scooter. Access to and use of public facilities within the
community is essential to fully include and integrate people with
disabilities into independent living, family activities, and society.
Universally accessible pedestrian facilities benefit all users, and
especially increase the independence of pedestrians with disabilities.

FHWA sponsored DTRS57-01-C-10013 (SBIR 00-FH9) to develop a sidewalk
assessment process. The process under development at that time seemed to
be too labor intensive and inefficient to be useable, and the contractor
was not able to encourage enough localities to participate in a detailed
study. With limited SBIR funding in 2002, the Phase 2 proposal did not
compete highly enough.

Sensor and computer technology have advanced enough that it is probably
now feasible to develop equipment to perform highly efficient sidewalk
assessments. People who plan, design, construct, and maintain sidewalks
need an efficient and cost effective method to measure elements within
the pedestrian environment. A single trained operator should be able to
collect and capture data directly into a database for layering into an
appropriate Geographic Information System (GIS). Research is needed in
Phase I to develop a high efficiency sidewalk assessment process to
objectively evaluate the accessibility of sidewalks, curb ramps, bus
stops, driveways, and other pedestrian elements. The target cost of this
assessment device should be less than \$10,000. It should be operable by
one person, to limit staff time needed for assessments.

The following specifications need to be evaluated for access of
pedestrian elements: grade, cross slope, obstructions, surface firmness
and stability, and clearance widths. Guidelines need to be developed for
evaluating sidewalk elements including curb ramps, driveway crossings,
roadway medians and islands, bus stops, elevators, lifts, stairways, and
sidewalk furniture. Phase I should develop a pedestrian friendly sensor
system linked with a database to compile measurements which can be used
by State and local transportation planners, engineers, and designers to
establish priorities for the construction, reconstruction, and
maintenance of pedestrian and roadway elements. The system should be
able to assist as a tool for use during the construction process and for
making compliance checks after construction. Information on sidewalk
grades and other relevant pedestrian information should be made
available for signage, mapping, or web accessible formats. The tool also
would be useable for ongoing sidewalk system maintenance programs. Phase
II should refine and test the system for reproducibility of information
with standard manual assessment practices and shall create database
software for seamless operation with existing GIS information systems.
In addition, training materials should be developed and tested for use
of the sensor measurement system with a seamless integration to
preferred GIS information systems.

The results of this project will provide planners, engineers, and
construction and maintenance crews with methods and tools to obtain
objective information that can be used to:

1.  Create a standardized record of existing conditions.

2.  Monitor changes in conditions over time or from specific
    interventions.

3.  Enhance planning, budgeting, and forecasting for sidewalk costs.

4.  Identify and prioritize significant user access barriers or safety
    concerns.

5.  Enhance sidewalk maintenance and construction planning and
    activities.

6.  Educate visitors about the conditions they will encounter.

7.  Determine compliance with design specifications.

    8\. Increase pedestrian access and safety to the community.

**Relationship to FHWA Strategic Objectives:**

This project promotes safety for all pedestrians while protecting and
enhancing the human environment. Pedestrian safety is one of the three
focus areas for FHWA's strategic plan for highway safety. Increasing
objective access information will enable planners, engineers, and
construction and maintenance personnel to provide a safe pedestrian
environment for all people, including those with mobility, vision,
and/or cognitive impairments. Safe and accessible pedestrian systems may
decrease pedestrian crashes. Increasing independent access within the
community will have a positive impact on local economies. In addition,
increasing the efficiency of sidewalk assessments will reduce costs.

A high efficiency sidewalk assessment process is necessary to more
effectively gather data needed for other kinds of pedestrian studies.

**[081-FH3 Development of Equipment Washers for Invasive Plant
Prevention]{.underline}**

Both the Executive Order 13112 of 1999 and the 2005 SAFETEA-LU calls for
noxious weed control and/or invasive plant prevention. The issue of
invasive plants costs the United States some \$23 billion, annually.
Studies now show transportation is a major vector for the spread of
these weeds problems. Weeds are particularly spread through State
Department of Transportation (DOT) construction and maintenance
practices. It is widely agreed among federal agencies that the washing
of equipment before movement of mowers, tractors, trucks, etc. to a new
site could reduce highway agencies' contribution to this problem
significantly. Therefore we suggest that research by a small business
could develop precisely the equipment needed to reduce the spread of
weeds.

**Relationship to FHWA Strategic Objectives:**

Expeditiously cleaning either maintenance or construction equipment
before equipment movement is essential. Time is money in both
operations. Much of highway corridor

work is done by outside contractors which complicates the process.
Safety of accomplishing this work within the highway corridor is
critical. On-site cleaning will

be necessary in a fast-moving context. This application within highway
corridors is unique. If we can do it, other land managers will be able
to succeed in weed prevention also.

**Key Factors:**

The product should be 1.) efficient, 2.) effective, and 3.) affordable.

1\. The technology must not be time consuming on sit or at the show, so
as to slow maintenance and/or construction work on highway corridors.

2\. The equipment should have been tested to a level of efficacy, to be
determined,

regarding maximum weed seed allowed after treatment. Before and after
comparison

testing should be done.

3\. Every State DOT District should be able to afford own version of
this product.

**Phase I Output:** Review the literature. Review any related equipment
for its

efficacy and potential application in highway maintenance and
construction work.

The only similar research that might exist is in the Forest Service. If
it were ready "for the road", it would not be ready for each of 50
States and all their District offices

for both maintenance and construction application. Examine existing
knowledge to determine application to State transportation departments.

**Phase II Output:** Examine market for commercialization for
transportation (State, County, and Federal Lands), and other
land-managing agencies at the State and Federal levels. Fine tune
equipment and field test in different regions of the United States on
highway projects and maintenance delivery.

**[Error: Reference source not found081-FH4 Motorcycle Detection,
Classification and Characterization]{.underline}**

The Motorcycle Travel Symposium held by FHWA and NHTSA has identified
motorcycle detection, classification, and characterization as key to
enhancing motorcycle safety, motorcycle operations and motorcycle travel
estimation. In addition, the FHWA Motorcyclist Advisory Council
(MAC-FHWA)

( <http://safety.fhwa.dot.gov/mac/> ) has been chartered to look at
motorcycle ITS infrastructure issues. Motorcycle fatalities are
currently estimated at 30 times those of auto fatalities per Vehicle
Mile Traveled (VMT). The objective of this project is to develop an
advanced sensor for these applications.

Creation of either new technologies or advanced versions of existing
sensor technologies to detect motorcycles, classify them separately and
accurately from other vehicles, and to identify different kinds of
motorcycles such as: tricycles; heavy touring-class motorcycles; light
motorcycles; motor scooters; mopeds; and' bicycles is acceptable.

The objective of improving motorcycle safety has two aspects. First,
motorcycles must be accurately sensed when approaching ITS control
systems traveling by themselves with no other vehicles on the link. This
is to assure that they obtain green lights and/or ITS messages important
to safety. Second, motorcycles must be accurately sensed, counted, and
characterized when traveling in groups of motorcycles or when traveling
in mixed traffic so that accurate measurements of motorcycle travel may
be made for: (A) VMT measurement purposes; and, (B) congestion
mitigation and traffic adaptive control purposes.

Field tests must demonstrate detection of motorcycles/bicycles in a
variety of weather/lighting/ "time of day" conditions. Conditions need
to include sunrise, sunset, noon, night, sun glare in the Spring and
Fall and fog, drizzle, rain and snow. Accuracy must be characterized as
the mean values and distributions of hits when a motorcycle is present,
misses when a motorcycle is present, correct rejections when not
present, false alarms when not present, early measurement of presence
before the motorcycle arrives over the sensor area, and late measurement
of presence after the motorcycle arrives over the measurement area. Mean
values and distributions must be characterized over the different epics
(measurement periods) of interest of one minute, five minutes, fifteen
minutes, one hour and twenty-four hours.

Phase I would demonstrate the test and evaluate the potential of a new
technology or enhancement of an existing technology. A demonstration of
the basic effectiveness of the concept would be conducted at the TFHRC
intelligent intersection. Compatibility with the 2070 ATC would be part
of this test.

Phase II would develop the enhancement, demonstrate the prototype at the
TFHRC intelligent intersection, continue development and then field test
it at an intersection capable of generating a variety of weather
conditions such as at the Va. Tech Smartroad. It should also be tested
at a research intersection with a large number of sensors and
technologies such as the Purdue intelligent intersection or the TTI
facilities so that the system can be better characterized against the
state-of-the-art. Finally, the technology should be evaluated at one or
more permanent traffic count stations.

NOTE: The specific technologies for this SBIR have not been specified.
More than one award may be made if different technologies with high
promise are submitted. Detection, classification and characterization of
other vehicle types is still important. Development of a motorcycle only
sensor is NOT intended.

**Relationship to FHWA Strategic Objectives**

Goal: Safety --

Measure: Fatality rate (FY 2007 target is 1.38 per hundred million VMT).

Performance Objective: SF1- Implement comprehensive, integrated and
data-driven safety programs at the Federal, State and local level,
including State and non-State owned roadway systems.

Comment: This goal requires technology to allow accurate measurement of
VMT of motorcycles and bicycles which we CANNOT currently do. Similarly,
a key element of intersection safety is assuring that all motorcycles
and bicycles approaching intersections are detected and given an
appropriate green so that they do not run the red in frustration. There
are problems doing this reliably using current technology.

Goal: Mobility & Productivity

Desired Outcome: Reduce transportation time from origin to destination.
Increase the reliability of trip times for the Individual Transportation
User.

Comment: For motorcycles and bicycles, this outcome cannot be reached
unless they can be reliably detected and classified so that ITS
technologies can appropriately respond.

Performance Objective: MP1- Mitigate congestion and improve system
reliability through actions targeted at key causes of congestion (VF).

Performance Measures: Number of completed deployments of traffic
monitoring systems under Transportation Technology and Innovation

Comment: Again, for motorcycles and bicycles, this outcome cannot be
reached unless they can be reliably and ACCURATELY detected, classified
and characterized by traffic monitoring systems in all weather and
luminance conditions. Existing technologies do not adequately provide
these capabilities.

**[081-FH5 Open Source Microscopic Flow Model for Researchers,
Universities & Special Projects]{.underline}**

Researchers and Universities need an open source Microscopic Flow Model
with both Uninterrupted Flow and Microscopic Flow components based on
the Corsim code base for conducting traffic safety research, collision
avoidance research and driving simulator research. This research will
utilize the source code of both the model and the application
programming interface. FHWA has decided to stop directly supporting
Corsim and to focus on development of new simulation algorithms. Support
for users will be provided by McTrans with their closed source version.

Phase I: Develop prototype open source software to demonstrate the
proposer's abilities to modify and enhance the architecture and
maintainability of the Microscopic Flow Model based on the same code
base as Corsim base. Phase II: Make the comprehensive changes needed to
create an open source version Microscopic Flow Model suitable for the
research communities conducting research into collision avoidance,
control algorithms and driving simulation. Develop plans for creating
and growing an open source research community and providing community
support for the research code base.

> Areas in which the Interrupted and Uninterrupted Flow Microscopic
> Models need extension or documentation to facilitate use by the
> research community include such areas as (1) Documentation of the time
> step and extension to a variable time step with resolutions down to
> 0.01 seconds. (2) Enhancement and documentation of the Run Time
> Extension to allow direct input of all control parameters for a
> vehicle or set of vehicles from an external source such as a VII or
> driving simulator and export of all vehicle and control data for
> either a specified area around a simulator vehicle or for a specified
> set of vehicles and control elements. (3) Reorganization and
> documentation of the code in areas most likely to be modified for
> research applications and modification of the code to compile and
> execute on Linux under the G95 open source Fortran 95 compiler using
> the open source multi-platform Photran/Eclipse IDE. The offeror should
> present their ideas and approaches to handling R&D needs. (4)
> Enhancement of the features and capabilities of the vehicle classes to
> correspond to TEXAS for use on VII and ICM Research (5) Documentation
> and extension of the origin-destination features to facilitate use of
> Interrupted Flow Modeling for research with TEXAS and DynaMIT and
> other models for Integrated Corridor Management and traffic control
> systems research. (6) Simulation of light rail and heavy rail trains
> and grade crossings for safety research (7) Addition of a linkage to
> an open source statistical graphing and plotting package such as
> gnuplot or DataPlot for producing publication quality research
> statistics. (8) Investigate incorporation of NGSIM lane changing and
> car following logic.
>
> The purpose of this project is the enhance the usability of the open
> source Microscopic Flow Model for research, driving simulation and
> safety analysis, not for traffic engineering, therefore, the human
> interface aspects of TSIS are not covered. Similarly, the emphasis is
> on architectural level changes and changes which facilitate source
> code utilization in conjunction with other research codes with minimal
> changes. The vendor would be expected to make revenue by selling
> services based on modifying the open source Microscopic Flow Models
> for particular research and driving simulator projects as did for the
> original developer of Netsim when it was "public domain."

Note: The contractor will be expected to Trademark the names Interupted
Flow Microscopic Model, (IFΜM) Uninterupted Flow Microscopic Model
(UFMM), Interupted Flow Macroscopic Model and Uninterupted Flow
Macroscopic Model

**Relationship to FHWA Strategic Objectives and Vital Few.**

**Safety** *Continually improve highway safety*. This project will
significantly increase the performance of simulation systems to interact
with safety related research tools such as driving simulators and red
light running prevention systems. This will enable systems improvements
in the performance of Intersection Collision Avoidance Systems and Red
Light Running Prevention Systems by allowing higher quality driving
simulator runs simulating these systems.

**Mobility** *Continually improve the public's access through*
...*enhancement of its operations, efficiency, and intermodal
connections.* Enhanced interaction of simulation models with external
hardware will allow research into advanced signal control, sensing and
dynamic messaging. Open Source availability of the Microscopic
(Interrupted and Uninterrupted) Flow Model to the research community
will create opportunities for research which do not currently exist

**Environmental Stewardship & Streamlining** *FHWA is committed to
protecting and preserving the environment through stewardship and timely
reviews.* Addition of vehicle types and characteristics and of light and
heavy rail will facilitate comprehensive and timely environmental
evaluations of surface street control system and CICAS changes on the
environment.

**[081-FH6 \*Low Cost Bridge Structural Monitoring
Technology]{.underline}**

**[Turning Structural Monitoring Data into Decision-Making
Information]{.underline}**

Over the past 5 to 10 years, the technology associated with structural
monitoring for large infrastructure systems has exploded. A myriad of
sensors and systems have been developed, and work is continuing to
improve these sensors and systems through the efforts of a range of
organizations including academia, industry, and various societies and
associations. One deficiency, however, remains with the vast majority of
structural monitoring approaches and technologies currently available
and being developed -- that is, turning the huge amounts of data that
are collected into useful decision-making information.

Most structural monitoring sensors and systems currently available or
being developed can provide data on either global structural response or
local element response. Examples include the range of sensors and
systems that provide data on the stress or strain in a component,
indicate that a crack has grown larger, or that an element is corroding.
However, very little information can be derived from this wealth of data
to understand what caused the increase in stress or strain, how
significant it is, and what options the facility owner has with respect
to addressing the change if it is deemed significant. For example, a
large unanticipated strain in a member may be due to a sudden passage of
a heavy vehicle, the freezing of a bearing or joint, or a reduction in
the cross section of the member due to corrosion or some other factor.
Yet, the sensors and systems available today and that are being
developed, for the most part, can not tell the owner which of these
reasons is the primary cause of the sudden/unexpected increase in
strain, and therefore what the response of the owner should be (make an
immediate repair, schedule the element or structure for maintenance at
some point in the future, or increase load limit enforcement).

There is therefore a huge opportunity to improve the technology for
structural monitoring by developing intelligent systems to assess and
inform based on the data being reported by these sensors and systems. In
the bridge monitoring arena, this will require integration of the
structural monitoring hardware with software and analytical models that
accurately predict behavior and can extract from the data sufficient
information to identify the primary cause of the change in behavior. In
so doing, the technology associated with structural monitoring will make
a large advance toward the actual goal of structural "health"
monitoring.

**[Phase I]{.underline}:** First, to develop a methodology and a work
plan for research and conduct an analysis of alternative intelligent
system options for detecting primary causes in structural behavior.
Second, to identify a technically feasible strategy for developing a
robust intelligent system that can integrate disparate sensor data to
enable the pinpointing sources of changes in structural behavior.

**[Phase II]{.underline}:** Develop field usable, empirically-validated
intelligent system for integrating sensor data that will enable
decision-makers to pinpoint primary sources and causes of changes in
structural behavior.

[Relationship to FHWA Strategic Objectives]{.underline}:

Since the enactment of SAFETEA-LU in 2005, the FHWA has implemented new
programs and developed innovations consistent with its primary strategic
goal of improving highway safety. This project will promote increased
bridge safety while spinning off potential applications to other modes
of surface of transport.

**Federal Railroad Administration (FRA)**

**[081-FR1 Compact Autonomous Track Geometry Measurement
System]{.underline}**

FRA wishes to investigate the possibility of designing a compact
non-contact track geometry measurement system. This system should be
easily installed on any rail vehicle (locomotive, passenger or freight
cars) and measure the track geometry parameters and any deviations from
the designed value for gage, left and right profile, left and right
alignments, curvature and cross level and warp in accordance to FRA
track safety standards. The data should be presented in one foot
intervals. In addition, the system should have an integrated Nationwide
Differential GPS (NDGPS) / GPS location identification capability. The
final version should be able to operate autonomously, have its own power
source and detect the track class and report all the exceptions to a
central location.

Parameter; range, precision

Distance (miles): 10000, 5ft per mile,

Gage (inches): 55 1/2" to 58 ½", 0.0625"

Cross level (inches): [+]{.underline}10", 0.0625"

Profile (inches): [+]{.underline}6", 0.0625"

Alignment (inches): [+]{.underline}7", 0.0625"

Left/right curvature (degrees): [+]{.underline}20", 0.0625"

Warp (inches): [+]{.underline}10", 0.0625"

[**081-FR2** **In-Motion Rail Temperature Measurement
Unit**]{.underline}

FRA would like to determine the feasibility of designing a non-contact
rail temperature measurement unit for use on a moving rail vehicle. The
unit should be rugged and compact enough to allow for installation on
the undercarriage of a typical rail locomotive. The unit may consist of
two subunits, one for each respective rail. The unit should be capable
of being powered by a standard 110 volt AC source or 72 volt DC source.
In operation, the unit should report the temperature of each of the two
rails to within [+]{.underline}2.5 degrees Fahrenheit accuracy at speeds
up to 125 miles per hour. Furthermore, all sensors used should be placed
at least 12 inches from each respective rail surface and should provide
the average rail temperature for the rail section. The unit should be
designed to have the capability to display real-time data streams from
each of the sensors. GPS hardware components may be incorporated into
the system to allow for integrated GPS location identification
capability and remote wireless communication of collected data.

**[081-FR3 Non-Contact Distance Measuring Device]{.underline}**

FRA wishes to investigate the possibility of designing a compact
non-contact system that can measure distance traveled along the track by
the vehicles. In general, most of the measurement systems currently in
service, measure the track geometry or rail profile on a distance based
measurement system. Most current systems use a tachometer attached to
the axle and calculate the distance traveled along the track from the
tachometer output and wheel diameter. FRA is wishing to design a
non-contact measuring device that can replace tachometer and provide
distance traveled along the track at speeds from 0 to 125 mph at 5 feet
per mile precision.

**[081-FR4 Non-Contact Track Gage Measurement Device]{.underline}**

FRA wishes to investigate the possibility of designing a non-contact
track gage measurement device. This system should be easily installed on
any rail vehicle (locomotive, passenger or freight cars) and measure the
track gage in accordance to FRA track safety standards. In addition the
system should be able to operate in adverse weather conditions (rain,
snow) and should not interfere with track components or vehicle
operation. The system should be able to collect all the data in both the
forward and the reverse move at all speeds up to 125 mph and report the
data at one foot interval. The measurement range and accuracy for each
channel are as follows: (Gage (inches): 55 1/2" to 58 ½" Range, 0.0625"
Precision).

**[Error: Reference source not found081-FR5 Advanced Parking
Brake]{.underline}**

Situations may arise during switching operations or after an accident or
derailment occurs, where the parking brakes on a locomotive or passenger
car are disengaged manually to allow movement of the car or consist\*.
(\*when we refer to "consist" we mean 2 or more railcars coupled
together) In certain instances, the parking brake air system is
compromised and can not provide air pressure to reset the internal fail
safe mechanism, thereby inhibiting the intended fail safe application of
the parking brakes. When this occurs, the locomotive or car must be
chocked to prevent unintentional movement. Chocks can be insufficiently
applied to hold the car or consist load. If the car/consist coupler is
by-passed or is unintentionally set into motion by an external source,
movement can possibly result in dangerous unintentional movement.

The purpose of this SBIR project is to develop a simple, reliable
mechanism/component/system to ensure the parking brakes can be reset
after the initial loss of air pressure that supplies the parking brake
as described above. The mechanism/component/system must be retrofittable
onto existing railcar parking brake systems or associated air supply
that can be easily adaptable to new locomotives or cars that use the
current parking break design. If the proposed mechanism/component/system
is external to the locomotive or car parking brake system, then device
must be readily transportable to accident sites and allow for simple use
by response crews.

The contractor shall conduct a survey of existing parking brake systems
and applicable technologies and document the information in a letter
report. The contractor shall develop a detailed set of design
requirements that clearly describe the form, fit, and function the
mechanism/component/system must comply with traditional parking brake
and federal requirements to include the Association of American
Standards (AAR) and Recommended Practices and/or the American Public
Transportation Association (APTA). The contractor shall clearly describe
the ranking and selection process to be used to evaluate alternative
strategies. The contractor shall then develop a preliminary proof of
concept design and demonstrate the functionality of the solution
proposed. In the second phase of the SBIR, the contractor must evaluate
the prospect of commercialization of the proposed
mechanism/component/system.

The contractor must possess knowledge of locomotive and railcar parking
brake designs and functionality. Having contacts with operating
authority representatives for potential test application is critical.

The information generated in the course of this project shall be
summarized and presented in a public forum at the discretion of the
Government. The contractor shall also develop a final report describing
the methodology, approach, and use of the developed technology.

[**Error: Reference source not found081**-**FR**6 **Cursory and
Non-regulatory Removable Safety Appliances for Intermodal or
Semi-Permanently Attached Railcars**]{.underline}

Situations arise during transport of Continuous Welded Rail (CWR)
Maintenance of Way equipment with traditional couplers where railroad
employees at times may have to apply handbrakes while the car is in
motion. To do so, railroad employees would need to operate the handbrake
and the current handholds above the deck of the flat car provide safe
operation of its intended use. The rail movement in a CWR rail train at
intermediate locations prohibits the safety appliance placement and thus
handholds are removed to allow the transporting of the rail to its
destination. Removal of the handholds to transport rail causes the car
to be non-compliant, as per 49 CFR 231.6 and as identified in Motive
Power and Equipment (MP&E) Technical Bulletins (TB) 98-69 (MP&E 98-69)
Safety Appliance Arrangements For Flat Cars and MP&E TB 00-07. After
removal of the handholds, the railroad must request a one-time movement
from the Federal Railroad Administration in order to move the cars to
its destination. At its destination, the railcar must be brought back
into compliance by reattaching the safety appliance prior to any
movement.

The purpose of this SBIR project is to develop a collapsible or
retractable cursory handhold to eliminate the need for a railroad to
remove the handholds and provide an enhanced safe operational
environment for railroad employees as they perform their duties. The
proposed deign must be acceptable to the Federal Railroad Administration
as an alternate compliant type safety appliance based on the regulations
provided in 49 CFR 231 Safety appliance standards, MP&E TB 98-69, MP&E
TB 00-07, the requirement for "securely fastened" and railroad employee
safety rules for three point protection.

The contractor shall develop a set of design requirements for an
advanced handhold device that accomplishes the goals above. A
preliminary proof of concept design shall be developed and demonstrated.
The contractor must also evaluate the prospect of commercialization of
the proposed device. The contractor must possess knowledge of railcar
Safety appliance standards as it pertains to the Federal regulation,
railroad safety and operating safety rules, practices, and standards.
The information generated in the course of this project shall be
summarized and presented in a public forum at the discretion of the
Government. The contractor shall also develop a final report describing
the methodology and approach used to develop the technology.

**National Highway Traffic Safety Administration (NHTSA)**

**[Error: Reference source not found081-NH1 \*Use of Technology for
Understanding and Calculating Pedestrian Exposure]{.underline}**

The current lack of exposure data makes it extremely difficult to
understand changes in pedestrian crash rates. These changes could be due
to simple increases or decreases in exposure or to a myriad other
factors (changes in congestion, infrastructure, or age of pedestrians).
The inability to clearly separate out the relevant factors contributing
to pedestrian fatalities inhibits our ability to design effective
countermeasure programs to reduce pedestrian crashes.

Pedestrian exposure is difficult to capture because it can be defined in
a number of ways. For instance, exposure can be defined as number of
streets crossed, time spent walking near streets, or distance traveled
near streets. There is also controversy over what type of trip should be
counted. Exposure can include walking to a mailbox, walking in a parking
lot, a walking trip that begins and ends at the same location, etc. In
addition, one may want to measure walking, but that may not provide
exposure to traffic and consequently risk of a crash. In order to
understand pedestrian crash risk, exposure will be defined as any
situation in which a pedestrian is at risk for being hit by a vehicle on
public roads (fatalities included in NHTSA's Fatality Analysis Report
System only include crashes that occur on public roads).

The goal of this study is to develop the technology and test the
methodology for using technology to estimate pedestrian exposure in a
pilot test. One possible technology is a GPS tracker, but there may be
others. Phase I of the study will be devoted to identifying
technological systems that a person could easily carry and that capture
details such as exact location on a map (i.e., walking next to a street
and most likely on a sidewalk or path) to ascertain if the pedestrian is
exposed to a traffic risk, or just walking. Phase I would also develop
strategies to ensure that the technology would be worn most of the time
by participants and is easy to use. Finally, because exposure can be
defined several different ways, this project will use mathematical
modeling that will incorporate various factors (time walked, distance
walked, number of streets walked, etc.) to estimate exposure. The
outcomes of Phase I are to determine:

> 1\) The feasibility of using technology to identify various types of
> walking trips;

2\) How walking trips will be identified;

3\) The types of information that each technology device collects;

4\) The software needed to record and store the data for later analyses;

5\) The mathematical models needed to estimate exposure;

> 6\) The ease of use of different technology systems for participants;
> and if the technology is viable,
>
> 7\) The proposed methodology for a pilot study in Phase II which
> includes strategies to ensure participants have their trackers for a
> specified time period during data collection.

All of these outcomes in Phase I would be described in a final report.

If technology exists to estimate pedestrian exposure, the project would
move to Phase II. A pilot study will be conducted in Phase II which
develops the methodology of using technology to estimate pedestrian
exposure. Phase II shall recruit participants at one site, capture
exposure data from each participant for a predetermined period of time,
and record, store, and analyze the data using mathematical models to
estimate pedestrian exposure. Bidders are encouraged to discuss sampling
plans and how to determine the ideal timeframe that participants should
wear technology device. For instance, would a wearing a device (e.g.,
GPS tracker) for one randomly selected week more than likely capture the
typical pedestrian exposure? Would it take one month to get a more
reliable estimate of annual pedestrian exposure? Bidders should also
discuss the logistics of carrying out such a pilot study and how they
would select a site. The outcomes of Phase II include a final report
which discusses in detail the study methodology, analyses and results,
and discusses the feasibility of conducting a large-scale, nationwide
study in the future.

**[Error: Reference source not found081-NH2 \*Development of
Methods/Technology for Collecting Motorcycle Exposure and Crash Factor
Data]{.underline}**

Recently, the Department of Transportation released an *Action Plan to
Reduce Motorcycle Fatalities* (DOT HS 810 855, 2007) in response to the
dramatic increase in motorcycle fatalities over the last 10 years.
Motorcycle fatalities are 11% of all motor vehicle fatalities despite
the fact that motorcycles are approximately 2% of all registered
vehicles. The greatest increases in motorcycle operator fatalities have
occurred among older motorcycle operators ages 40 and over. A majority
of these older motorcyclists were riding large engine motorcycles
(1001-1500cc). While we know the characteristics of fatal motorcycle
crashes, we do not understand the causes. Our inability to clearly
separate out the relevant factors contributing to the recent rise in
motorcycle fatalities inhibits our ability to design effective
countermeasure programs to reduce motorcycle crashes.

One basic lack of data is vehicle miles traveled (VMT). It would be
helpful to have a simple-to-use device or method to record motorcycle
vehicle miles traveled and thus get a better measure of exposure for
motorcycle riders. Another data gap is a lack of understanding of the
factors contributing to motorcycle crashes. One way to address this data
gap is to explore the feasibility of outfitting motorcycles with
technology (for example data recorders) to record speed, distance,
locations traveled, time of day, day of week, crashes, near misses (if
feasible), etc. While similar technology exists for vehicles, it was not
possible in the past to outfit a motorcycle due to the size of the data
recording equipment. Phase I will address two activities: (1) identify
and develop a method or technology to obtain a measure of motorcycle
vehicle miles traveled; and (2) identify a technology that can be
developed to obtain better information about the factors contributing to
motorcycle crashes. The acceptability of any such technology will also
have to be explored. The first activity has implications for commercial
use, while the second activity will be useful as a research tool.
Bidders are encouraged to discuss strategies to identify methods and
technology for collecting VMT data, as well as technology for collecting
more comprehensive data on factors related to motorcycle crashes. If no
existing technology exists, bidders are encouraged to develop prototype
devices, as appropriate. The outcome of Phase I will be a final report
detailing (1) available methods and technology for collecting VMT data
and for collecting data on the factors associated with motorcycle
crashes; (2) if none exist, specify a prototype devices for collecting
the above data; (3) identification and discussion of the software needed
to record and store the data; and (4) discussion of feasibility and
acceptability issues.

If technology and methods exist or can be developed to collect
motorcycle VMT data or to outfit motorcycles with technology to collect
data on crash factors, the project would move to Phase II. Phase II
would be an effort to further develop and test the technology or
methods, including a small-scale pilot test. The objectives of Phase II
are to (1) develop and refine any proposed technology and methods; (2)
test the methodology and technology for collecting the relevant data
(e.g., VMT, factors associated with crashes); (3) conduct a small pilot
study to collect VMT data and to outfit a small number of motorcycles
with technology to collect information related to motorcycle crashes.
The outcomes of Phase II are to determine (1) if the technology and/or
methods for collecting the relevant data are feasible; (2) the extent to
which data can be collected, stored and managed; and (3) the extent to
which motorcycle riders volunteer to participate in a research study.
These outcomes would be included in a final report detailing the extent
to which a full-scale study is feasible, and if feasible, describe the
most efficient methodology for a full-scale study.

Pipeline and Hazardous Materials Safety Administration (PHMSA)

**081-PH1 Pipeline Safety**:

America receives over two-thirds of the crude and petroleum products for
more than 55 million residential and commercial customers, through more
than 170,000 miles of Hazardous Liquid pipelines (based on year 2007
liquid pipeline operator national mileage information). In addition,
over 295,000 miles of gas transmission pipeline transport natural gas to
local companies that distribute it through over 1,900,000 miles of
pipelines to local customers. This supply of energy has too often been
disrupted by pipeline leaks. In addition, damage from excavation is the
leading cause for in-field utilities disruption.

For Pipeline Safety, research is sought on the use of innovative tools
or concepts that allow for pipeline detection of internal corrosion;
defect remediation, repair and or mitigation on both hazardous liquid
and or natural gas pipelines.

Areas of interest include but are not limited to:

**[1. Development of tools for In-field pipeline repairs]{.underline}**

In-field repair of a damaged pipeline must be performed safely,
efficiently, rapidly, and reliably. Reinforcement of damaged pipelines
is typically accomplished by welding a repair patch and then recoating
the repaired area. The welded full-encirclement sleeve is still the most
common repair system due to the lower risk, potential cost savings, and
simplicity of the repair. Recent developments in fiber reinforced
composite repair patches have led to their increased usage across other
industries. A composite repair offers an alternative to welding as the
strength is claimed to be comparable. The pipeline surface conditions
are also likely to play a role in the long term performance of the
composite patch but exactly to what extent is unclear. Currently there
are no recommended practices for the use of fiber reinforced composite
repair patches in the natural gas and or hazardous liquids industry.

Applications are sought to study, develop and demonstrate new repair
techniques for Transmission and or Distribution Pipelines. Anticipated
results would provide data in support of long term performance and or
recommended method/practices for their application.

**[2. Nanotechnology tools for Internal Corrosion of
Pipelines.]{.underline}**

Nanotechnology is the understanding and control of matter at dimensions
of roughly 1 to 100 nanometers, where unique phenomena enable oval
applications. Encompassing nanoscale science, engineering and
technology, nanotechnology involves imaging, measuring, modeling, and
manipulating matter at this length scale. Nanotechnology is advancing
rapidly in several other technology applications.

Determining the presence and corrosivity of water is an important
component of Internal Corrosion Direct Assessment (ICDA) in the pipeline
industry. Current available technologies are limited because some cannot
be applied to all pipelines and others require prior knowledge of where
to locate the sensors and costly pipeline excavations to emplace the
sensors.

**Applications are sought for new nanotechnologies for detection and
elimination of internal corrosive compounds, and or providing assessment
information that could compare product composition. Anticipated results
would provide quantifiable and reliable improvements in ICDA.
Applications are sought to study, develop and demonstrate
nanotechnologies or techniques towards pipeline internal corrosion.**

**081-PH2 \*Hazardous Materials:**

Hazardous materials are essential to the economy of the United States
and the well-being of its people.  Hazardous materials fuel automobiles,
heat and cool homes and offices, purify water supplies, and are used for
farming and medical applications and in manufacturing, mining, and other
industrial processes.   More than 3 billion tons of regulated hazardous
materials -- including explosive, poisonous, corrosive, flammable, and
radioactive materials -- are transported in this country each year. 
There are over 800,000 daily shipments of hazardous materials moving by
plane, train, truck, or vessel in quantities ranging from ounces to
thousands of gallons.

**1.  [Methods for Transmitting and Transferring Hazardous Material
Shipment Information Electronically]{.underline}**

PHMSA is investigating the feasibility of promoting and authorizing the
use of electronic documentation and information sharing associated with
Electronic Freight Management (EFM) initiatives to provide the necessary
safety information and hazard communication requirements related to the
transportation of hazardous materials (HM). Transportation industry
organizations are expressing the need to expand EFM technologies based
upon the growing level of container imports and the tightening of the
supply chain.  There is an ever increasing interest from a broad group
of stakeholders, some of which are operating in just-in-time
manufacturing and delivery environments, in order enhance productivity
and efficiency relative to HM transport.  Delays in cargo delivery due
to errors in shipping papers or the need to generate different
documentation for each delivery mode can cause significant impacts to
just-in-time operations.  Research is needed in order to determine
effective systems which would enable EFM and promote the clear and
accurate communication of shipment information between shippers,
carriers, and receivers as well as emergency response personnel and
applicable inspectors.

**2.  [Improvement of data collection from incidents involving hazardous
materials.]{.underline}**

Geospatial information can be a valuable tool in evaluating hazardous
materials incidents in terms of evacuations and material dispersions;
assessing risks associated with hazardous materials commodity flows and
transportation corridors; identifying high hazard areas and critical
infrastructure and their proximity to emergency response assets and
facilities; and planning exercises and drills to evaluate local response
plans.  Research is needed to determine the accuracy and tolerances for
hazardous materials transportation geospatial data to be useful in
supporting the evaluations, assessments, and planning actions noted
above as well as other activities.

 

**3. [Using Handheld Devices to Assist in Emergency Response to
Hazardous Materials Incidents]{.underline}**

Explore ways to link electronic GPS Navigation systems and devices to
protective action distances provided in the Mobile ERG to assist first
responders in determining evacuation/protective action areas,
identifying detours around the protected/incident areas, and
rerouting/notifying the public immediately through the traffic radio
services already available to users of such navigation systems.  These
portable mobile systems are becoming more sophisticated, experiencing
significant growth in usage by drivers and the traveling pubic, and soon
will likely be common equipment in many vehicles.  Developing and
linking these systems could: 1. help protect the first responders, 2.
protect the traveling public, and 3. reduce congestion through immediate
rerouting/detours to keep the flow of traffic moving during mitigation
and clean up of hazmat incidents. 

# VIII. SUBMISSION FORMS AND CERTIFICATIONS

> 1\. PROPOSAL COVER SHEET Appendix A
>
> 2\. PROJECT SUMMARY Appendix B
>
> 3\. CONTRACT PRICING PROPOSAL Appendix C
>
> 4\. PROPOSAL CHECKLIST Appendix D
>
> (do not include with your proposal -- for your use only)

**APPENDIX A**

# U.S. DEPARTMENT OF TRANSPORTATION 

# SMALL BUSINESS INNOVATION RESEARCH PROGRAM

# SOLICITATION NO. DTRT57-08-R-SBIR

# PROPOSAL COVER SHEET

Project Title
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Research Topic No. \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Research
Topic Title
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Submitted by: Name
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Address\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

> City \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ State
> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Zip +
> \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Amount Requested (Phase I) \$
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Proposed
Duration\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

(May be up to \$100,000 unless otherwise indicated) (in months) (Not to
exceed six months)

1\. The above concern certifies it is a small business firm

and meets the definition stated in Section II.B; and that it
Yes\_\_\_\_\_\_\_ No\_\_\_\_\_\_\_

meets the eligibility requirement in Section I.C.

2\. The above concern certifies it \_\_\_\_\_does\_\_\_\_\_does not

qualify as a socially or economically disadvantaged small business as

defined in Section II.C. (For statistical purposes only.)

3\. The above concern certifies it\_\_\_\_\_does\_\_\_\_\_does not

qualify as a women-owned small business as defined in

Section II.D. (For statistical purposes only.)

4\. This firm and/or Principal Investigator has submitted
Yes\_\_\_\_\_\_ No\_\_\_\_\_\_

> proposals containing a significant amount of essentially
>
> equivalent work under other federal program solicitations,
>
> or has received other federal awards containing a significant
>
> amount of essentially equivalent work. (If yes, identify

proposals in the Section III. D.10. \"Similar Proposals

or Awards\".)

5\. Will you permit the Government to disclose the title and
Yes\_\_\_\_\_\_\_ No\_\_\_\_\_\_\_

technical abstract of your proposed project, plus the name,

address, and telephone number of the Corporate/Business

Official and Principal Investigator of your firm, if your proposal

does not result in an award, to any party that may be

interested in contacting you for further information?

6\. Do you qualify as a HUBZone-owned and meet the definition

as stated in this Section II. F (For statistical purposes only)
Yes\_\_\_\_\_\_\_ No\_\_\_\_\_\_\_

Principal Investigator Corporate/Business Official

Name
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
Name \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Title
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
Title \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Signature\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_Date\_\_\_\_\_
Signature\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_Date\_\_\_\_

Telephone No.\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
Telephone No.\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

**PROPRIETARY NOTICE (IF APPLICABLE, SEE SECTION V.D.1)**

> **APPENDIX B**

# U.S. DEPARTMENT OF TRANSPORTATION

**SMALL BUSINESS INNOVATION RESEARCH PROGRAM**

**SOLICITATION NO. DTRT57-08-R-SBIR**

**PROJECT SUMMARY**

  -------------------------------------------- --------------------------
  Name and Address of Offeror                  **FOR DOT USE ONLY**

                                               Proposal No.
  -------------------------------------------- --------------------------

+---------------------+------------------------------------------------+
| Name and Title of   |                                                |
| Principal           |                                                |
|                     |                                                |
| Investigator        |                                                |
+---------------------+------------------------------------------------+
| Project Title       |                                                |
+---------------------+------------------------------------------------+
| Research Topic No.  | Research Topic Title                           |
+---------------------+------------------------------------------------+
| Technical Abstract  |                                                |
| (Limited to two     |                                                |
| hundred words in    |                                                |
| this space only     |                                                |
| with no classified  |                                                |
| or proprietary      |                                                |
| information/data).  |                                                |
+---------------------+------------------------------------------------+
| Anticipated         |                                                |
| Results/Potential   |                                                |
| Commercial          |                                                |
| Applications of     |                                                |
| Results.            |                                                |
+---------------------+------------------------------------------------+
| Provide key words   |                                                |
| (eight maximum)     |                                                |
| description of the  |                                                |
| project useful in   |                                                |
| identifying the     |                                                |
| technology,         |                                                |
| research thrust,    |                                                |
| and/or potential    |                                                |
| commercial          |                                                |
| application.        |                                                |
+---------------------+------------------------------------------------+

> **U.S. DEPARTMENT OF TRANSPORTATION APPENDIX C**

**SMALL BUSINESS INNOVATION RESEARCH PROGRAM** (SCHEDULE 1)

**SOLICITATION NO. DTRT57-08-R-SBIR**

**CONTRACT PRICING PROPOSAL**

<table style="width:100%;">
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<tbody>
<tr class="odd">
<td colspan="11"><strong>PROPOSAL COVER SHEET</strong></td>
<td colspan="13">1. SOLICITATION/CONTRACT/MODIFICATION NUMBER</td>
</tr>
<tr class="even">
<td colspan="11">2a. NAME OF OFFEROR</td>
<td colspan="13">3a. NAME OF OFFEROR’S POINT OF CONTACT</td>
</tr>
<tr class="odd">
<td colspan="11">2b. FIRST LINE ADDRESS</td>
<td colspan="13">3b. TITLE OF OFFEROR’S POINT OF CONTACT</td>
</tr>
<tr class="even">
<td colspan="11">2c. STREET ADDRESS</td>
<td colspan="13"></td>
</tr>
<tr class="odd">
<td colspan="11"></td>
<td colspan="10">3c. TELEPHONE</td>
<td colspan="3">3c. FACSMILIE</td>
</tr>
<tr class="even">
<td colspan="5">2d. CITY</td>
<td colspan="2">2e. STATE</td>
<td colspan="4">2f. ZIP CODE</td>
<td colspan="4">AREA CODE</td>
<td colspan="6">NUMBER</td>
<td colspan="2">AREA CODE</td>
<td>NUMBER</td>
</tr>
<tr class="odd">
<td colspan="5"></td>
<td colspan="2"></td>
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="6"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td colspan="11">4. TYPE OF CONTRACT OR SUBCONTRACT
<em>(Check)</em></td>
<td colspan="13">5. PRIME OFFEROR</td>
</tr>
<tr class="odd">
<td><p> FFP</p>
<p> FPI</p></td>
<td colspan="8"><p> CPFF CPIF</p>
<p> OTHER <em>(Specify)</em></p></td>
<td> CPAF</td>
<td colspan="14"><p> SUBCONTRACTOR
____________________________________</p>
<p>PRIME OFFEROR’S NAME</p></td>
</tr>
<tr class="even">
<td colspan="24">6. ESTIMATED COST, FEE, AND PROFIT INFORMATION</td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="10">A. ESTIMATED COST</td>
<td colspan="10"></td>
</tr>
<tr class="even">
<td colspan="4"></td>
<td colspan="10">B. PROFIT</td>
<td colspan="10"></td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="10">C. TOTAL PRICE</td>
<td colspan="10"></td>
</tr>
<tr class="even">
<td colspan="4"></td>
<td colspan="10"></td>
<td colspan="10"></td>
</tr>
<tr class="odd">
<td colspan="24">7. PROVIDE THE FOLLOWING</td>
</tr>
<tr class="even">
<td colspan="13">NAME OF COGNIZANT CONTRACT ADMINISTRATIVE AGENCY</td>
<td colspan="11">NAME OF COGNIZANT GOVERNMENT AUDIT AGENCY</td>
</tr>
<tr class="odd">
<td colspan="13">STREET ADDRESS</td>
<td colspan="11">STREET ADDRESS</td>
</tr>
<tr class="even">
<td colspan="6">CITY</td>
<td colspan="2">STATE</td>
<td colspan="5">ZIP CODE</td>
<td colspan="9">CITY</td>
<td>STATE</td>
<td>ZIP CODE</td>
</tr>
<tr class="odd">
<td colspan="3">TELEPHONE</td>
<td colspan="3">AREA CODE</td>
<td colspan="7">NUMBER</td>
<td colspan="4">TELEPHONE</td>
<td colspan="5">AREA CODE</td>
<td colspan="2">NUMBER</td>
</tr>
<tr class="even">
<td colspan="3">FACSIMILE</td>
<td colspan="3">AREA CODE</td>
<td colspan="7">NUMBER</td>
<td colspan="4">FACSIMILE</td>
<td colspan="5">AREA CODE</td>
<td colspan="2">NUMBER</td>
</tr>
<tr class="odd">
<td colspan="2">NAME OF CONTACT</td>
<td colspan="10"></td>
<td colspan="4">NAME OF CONTACT</td>
<td colspan="8"></td>
</tr>
<tr class="even">
<td colspan="2">PROPERTY SYSTEM</td>
<td colspan="10"><p> Reviewed by cognizant contract administrative</p>
<p>agency and determined acceptable</p></td>
<td colspan="7">APPROXIMATE DATE OF LAST AUDIT</td>
<td colspan="5"></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td colspan="10"><p> Reviewed by cognizant contract administrative</p>
<p>agency and determined not acceptable</p></td>
<td colspan="4">PURPOSE OF AUDIT</td>
<td colspan="8"></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="10"> Never reviewed</td>
<td colspan="4"></td>
<td colspan="8">(e.g. proposal review, establishment of billing rates,
finalize indirect rates, etc.)</td>
</tr>
<tr class="odd">
<td colspan="2">PURCHASING SYSTEM</td>
<td colspan="10"><p> Reviewed by cognizant contract administrative</p>
<p>agency and determined acceptable</p>
<p> Reviewed by cognizant contract administrative</p>
<p>agency and determined not acceptable</p></td>
<td colspan="4">ACCOUNTING SYSTEM</td>
<td colspan="8"><p> Audited and determined acceptable</p>
<p> Audited and determined not acceptable</p>
<p> Never audited</p></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="10"> Never reviewed</td>
<td colspan="8">OFFEROR’S FISCAL YEAR</td>
<td colspan="4"></td>
</tr>
<tr class="odd">
<td colspan="13">8a. NAME OF OFFEROR <em>(Typed)</em></td>
<td colspan="11">9. NAME OF FIRM</td>
</tr>
<tr class="even">
<td colspan="13">8b. TITLE OF OFFEROR <em>(Typed)</em></td>
<td colspan="11"></td>
</tr>
<tr class="odd">
<td colspan="18">10. SIGNATURE</td>
<td colspan="6">11. DATE OF SUBMISSION</td>
</tr>
</tbody>
</table>

> **APPENDIX C** Continued

**U.S. DEPARTMENT OF TRANSPORTATION**

**SMALL BUSINESS INNOVATION RESEARCH PROGRAM**

**CONTRACT PRICING PROPOSAL**

**Background**

The following items, as appropriate, should be included in proposals
responsive to this Solicitation.

**Cost Breakdown Items** (in this order, as appropriate) (See Section
III.E)

<table>
<colgroup>
<col style="width: 6%" />
<col style="width: 23%" />
<col style="width: 22%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 0%" />
<col style="width: 6%" />
<col style="width: 8%" />
<col style="width: 7%" />
<col style="width: 2%" />
<col style="width: 14%" />
</colgroup>
<tbody>
<tr class="odd">
<td>1</td>
<td colspan="10">Name of offeror</td>
</tr>
<tr class="even">
<td>2.</td>
<td colspan="10">Address of offeror</td>
</tr>
<tr class="odd">
<td>3.</td>
<td colspan="10">Location where work will be performed</td>
</tr>
<tr class="even">
<td>4.</td>
<td colspan="10">Offeror's Project Title</td>
</tr>
<tr class="odd">
<td>5.</td>
<td colspan="10">Research topic number and title from DOT SBIR Program
Solicitation</td>
</tr>
<tr class="even">
<td>6.</td>
<td colspan="8"><strong>Total Proposal Amount</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td rowspan="7">7.</td>
<td colspan="10"><strong>Direct Material Costs</strong></td>
</tr>
<tr class="even">
<td colspan="8">a. Purchased Parts</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8">b. Subcontracted Items</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8">c. Other</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8">(1) Raw Materials</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8">(2) Standard Commercial Items</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8"><strong>Total Direct Materials (TDM)</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="3">8.</td>
<td colspan="10"><strong>Material Overhead (TDM x Rate %)</strong></td>
</tr>
<tr class="odd">
<td colspan="3"></td>
<td colspan="5">Rate</td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Total Material Overhead (TMO)</strong></td>
<td colspan="5"><mark>___________________%</mark></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td>9.</td>
<td colspan="8"><strong>Total Materials (TDM + TMO)</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="6">10</td>
<td colspan="10"><strong>Direct Labor</strong></td>
</tr>
<tr class="odd">
<td colspan="3">Type / Personnel</td>
<td colspan="4">Hours</td>
<td>Rate ($ / Hr)</td>
<td colspan="2">Cost</td>
</tr>
<tr class="even">
<td colspan="3"></td>
<td colspan="4"></td>
<td></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="3"></td>
<td colspan="4"></td>
<td></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="3"></td>
<td colspan="4"></td>
<td></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8"><strong>Total Direct Labor (TDL)</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="4">11.</td>
<td colspan="10"><strong>Labor Overhead</strong> (TDL x Overhead
Rate)</td>
</tr>
<tr class="odd">
<td colspan="3"></td>
<td colspan="5">Rate</td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Total Labor Overhead (TLO)</strong></td>
<td colspan="5"><mark>___________________%</mark></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td rowspan="3">12.</td>
<td colspan="10"><strong>Labor: Fringe Benefits</strong> (TDL x Benefit
Rate)</td>
</tr>
<tr class="odd">
<td colspan="3"></td>
<td colspan="5">Rate (% or $ / Hr)</td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Fringe Benefits</strong></td>
<td colspan="5"><mark>_______________________</mark></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td>13.</td>
<td colspan="8"><strong>Total Labor (TDL + TLO + Fringe)</strong></td>
<td colspan="2"><p>Amount</p>
<p><mark>$____________</mark></p></td>
</tr>
<tr class="even">
<td rowspan="7">14</td>
<td colspan="10"><strong>Direct Costs: Special Testing</strong> (Include
field work at Government installations)</td>
</tr>
<tr class="odd">
<td colspan="4">Item &amp; Anticipated Use</td>
<td colspan="4">Unit Cost</td>
<td colspan="2">Estimated Cost</td>
</tr>
<tr class="even">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Estimated Total Special Testing</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td>15.</td>
<td colspan="10"><strong>Direct Costs: Special Equipment</strong></td>
</tr>
<tr class="even">
<td rowspan="5"></td>
<td colspan="4">Item &amp; Anticipated Use</td>
<td colspan="4">Unit Cost</td>
<td colspan="2">Amount</td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="4"></td>
<td colspan="4"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Estimated Total Special Equipment</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td rowspan="5">16</td>
<td colspan="10"><strong>Direct Costs: Travel</strong></td>
</tr>
<tr class="even">
<td>Travel Location</td>
<td>Mode of Travel</td>
<td colspan="4"># of Trips</td>
<td colspan="2">Per Diem</td>
<td colspan="2">Amount</td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td colspan="4"></td>
<td colspan="2"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="4"></td>
<td colspan="2"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8"><strong>Travel</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="5">17</td>
<td colspan="10"><strong>Direct Costs: Consultant Services</strong></td>
</tr>
<tr class="odd">
<td colspan="8">Description of Service</td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="8"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Total Consultant Services</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td rowspan="6">18</td>
<td colspan="8"><strong>Direct Costs: Other Direct Costs (ODC) not
previously accounted for.</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td colspan="5">Item &amp; Anticipated Use</td>
<td colspan="3">Unit Cost if applicable</td>
<td colspan="2">Amount</td>
</tr>
<tr class="odd">
<td colspan="5"></td>
<td colspan="3"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="5"></td>
<td colspan="3"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="5"></td>
<td colspan="3"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Total Other Direct Costs</strong></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td rowspan="2">19</td>
<td colspan="8"><strong>Total Direct Costs (TDC) (Sum of Line No. 14 –
18)</strong></td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="8"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td rowspan="3">20</td>
<td colspan="10"><strong>General &amp; Administrative Expense ((Total
Materials + Total Labor + Total ODC) x Rate)</strong></td>
</tr>
<tr class="even">
<td colspan="4" rowspan="2"></td>
<td colspan="4">Rate %</td>
<td colspan="2">Amount</td>
</tr>
<tr class="odd">
<td colspan="4"><mark>___________________</mark></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td>21</td>
<td colspan="10"><strong>Royalties</strong></td>
</tr>
<tr class="odd">
<td rowspan="3"></td>
<td colspan="8">Description</td>
<td colspan="2">Amount</td>
</tr>
<tr class="even">
<td colspan="8"></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td colspan="8">Total</td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="2">22</td>
<td colspan="8" rowspan="2"><strong>Total Cost (Sum of lines 9, 13, 19,
20 &amp; 21)</strong></td>
<td colspan="2">Amount</td>
</tr>
<tr class="odd">
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="even">
<td rowspan="3">23</td>
<td colspan="8"><strong>Profit (Total Cost x Profit Rate)</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td colspan="5" rowspan="2"></td>
<td colspan="3">Rate %</td>
<td colspan="2">Calculated Amount</td>
</tr>
<tr class="even">
<td colspan="3"><mark>___________________</mark></td>
<td colspan="2"><mark>$____________</mark></td>
</tr>
<tr class="odd">
<td>24</td>
<td colspan="5"><strong>Total Firm Fixed Price Amount (Total Cost +
Profit)</strong></td>
<td colspan="5"><mark>$_________________</mark></td>
</tr>
<tr class="even">
<td>25</td>
<td colspan="10"><span class="smallcaps">The cost breakdown portion of a
proposal must be signed by a responsible official of the firm. (include
typed name and title and date of signature in the space provided on the
coverpage of this proposal)</span></td>
</tr>
<tr class="odd">
<td>26</td>
<td colspan="9"><strong>Provide a <u>yes</u> or <u>no</u> answer to each
of the following questions:</strong></td>
<td>(Yes / No)</td>
</tr>
<tr class="even">
<td></td>
<td colspan="9"><p>Has any executive agency of the United States
Government performed any review of your accounts or records in
connection with any other Government prime contract or subcontract
within the past twelve months? If yes, provide the name and address of
the reviewing office, name of the individual and telephone/extension
below</p>
<p>_____________________________________________________________________________________________________________________________________________________________________________________________________________________</p></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="9"><p>Will you require the use of any Government property
in the performance of this proposal? If yes, identify.</p>
<p>____________________________________________________________________</p>
<p>_____________________________________________________________________</p></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td colspan="9"><p>Do you require Government contract financing to
perform this proposed contract? If yes, specify type as advanced
payments or progress payments.</p>
<p>_____________________________________________________________________________________________________________________________________________________________________________________________________________________</p></td>
<td></td>
</tr>
<tr class="odd">
<td>27</td>
<td colspan="10">Type of contract proposed is, <u>firm-fixed
price</u></td>
</tr>
<tr class="even">
<td>28</td>
<td colspan="10"><strong>DUNS number, if available______________________
(See Section III.F)</strong></td>
</tr>
<tr class="odd">
<td>29</td>
<td colspan="10"><strong>Tax Identification Number, if available
________________</strong></td>
</tr>
</tbody>
</table>

#  APPENDIX D

# U.S. DEPARTMENT OF TRANSPORTATION

**SMALL BUSINESS INNOVATION RESEARCH PROGRAM**

**SOLICITATION NO. DTRT57-08-R-SBIR**

**PROPOSAL CHECKLIST**

This is a CHECKLIST OF REQUIREMENTS for your proposal. Please review the
checklist carefully to assure that your proposal meets the DOT SBIR
requirements. Failure to meet these requirements may result in your
proposal being returned without consideration. (See Sections III of this
Solicitation). **[Do not include this checklist with your
proposal]{.underline}.**

\_\_\_\_ 1. The proposal reflects the fact that for Phase I a minimum of
two-thirds (and for Phase II a minimum of one-half) of the research
and/or analytical effort will be performed by the proposing firm as
required (see Sections V.H.1 and V.H.2) and the primary employment of
the principal investigator (for both Phase I and Phase II) must be with
the small business firm at the time of award and during the conduct of
the proposed research as required (see Section I.C).

\_\_\_\_ 2. The proposal is 25 PAGES OR LESS in length. This limitation
does not apply to the additional information required by Section III.H.

\_\_\_\_ 3. The proposal is limited to only ONE of the research topics
in Section VIII.

\_\_\_\_ 4. The proposal budget may be up to \$100,000 unless otherwise
indicated and duration does not exceed six months.

\_\_\_\_ 5. The technical abstract contains no proprietary information,
does not exceed 200 words, and is limited to the space provided on the
Project Summary sheet (Appendix B).

\_\_\_\_ 6. The proposal contains no type smaller than ten point font
size.

\_\_\_\_ 7. The COVER SHEET (Appendix A) has been completed and is PAGE
one of the proposal.

\_\_\_\_ 8. The PROJECT SUMMARY (Appendix B) has been completed and is
PAGE two of the proposal.

\_\_\_\_ 9. The TECHNICAL CONTENT of the proposal begins on PAGE three
and includes the items identified in SECTION III.D of the Solicitation.

\_\_\_\_ 10. The Contract Pricing Proposal (Appendix C) has been
included as the last section of the proposal.

\_\_\_\_ 11. The additional information on prior Phase II awards, if
required, in accordance with Section III.H.

\_\_\_\_ 12. The proposal must be a PDF file and submitted online by 5
p.m., June 3, 2008.

Proposals may only be submitted online, a link to the web form can be
found here: <http://www.volpe.dot.gov/sbir/current.html>. Instructions
are included on the submission page.

[^1]: Phase I may be up to \$100,000 and Phase II \$500,000 -- Phase II
    250,000 lab and field testing

[^2]: Phase I may be up to \$100,000 and Phase II \$250,000

[^3]: Phase I may be up to \$100,000 and Phase II \$350,000

[^4]: Phase I may be up to \$100,000 and Phase II \$500,000