SOLICITATION NOTICE
22 -- Train Network Management System Development - Technical Support for Demonstrations of Locomotive Emergency Egress, Locomotive Security System and Advanced Concept Train
- Notice Date
- 4/19/2005
- Notice Type
- Solicitation Notice
- NAICS
- 485112
— Commuter Rail Systems
- Contracting Office
- Department of Transportation, Federal Railroad Administration (FRA), Office of Acquisition and Grants Services, 1120 Vermont Avenue, NW Mail Stop 50, Washington, DC, 20590
- ZIP Code
- 20590
- Solicitation Number
- DTFR53-05-R-00301
- Response Due
- 5/5/2005
- Archive Date
- 5/20/2005
- Description
- Presolicitation Notice ?Locomotive Integration Technical Support? for Train Technology Demonstrations. Request for Proposal No. DTFR53-05-R-00301 The Federal Railroad Administration (FRA) is seeking qualification statements from sources capable of providing expertise for Locomotive Computer Systems Integration for Train Demonstrations of Egress, Locomotive Security and the Advanced Concept Train. This Locomotive Computer System Integration Technical Support work for the Train Demonstrations has as its primary objective to demonstrate new technologies pertaining to Safety and Security. Central to this work is the FRA owned GP-40-3 locomotive which is to be used in the Train Demonstrations. The successful contractor will be responsible for upgrading the hardware and software in the two Functionally Integrated Railway Electronics (FIRE) computers to allow communications with a 802.11b network on freight cars for control, monitoring and security purposes. Additionally the FIRE computers will serve to run the Electrically Controlled Pneumatic Braking System, including the locomotive electronic brakes (CCB II). Modification/development of graphic displays on the FIRE computers will be required. Expert knowledge of FIRE system is necessary in order to qualify. A fixed-price contract is anticipated with an eighteen (18) month period of performance. Periodic meetings and reviews are anticipated for this effort and deliverables include monthly progress reports. Interested sources must submit a fully descriptive statement of qualifications by 3:00 pm EST on Wednesday May 4, 2005. Qualification statements should be limited to fifteen (15) pages, including a description of organizational and individual knowledge as well as experience in performing the aforementioned tasks. See attached statement of work. Resumes for key personnel who would be assigned to perform this work should be limited to 2 pages or less and will not be included in the 15-page limit. In addition, a cost/price proposal shall be submitted. The cost/price portion of the proposal shall include sufficient detail to enable the government to determine cost/price reasonableness. All cost elements shall include information that identifies the basis or rationale for the proposed labor, travel, equipment, and/or other direct or indirect cost elements that you anticipate will be necessary for satisfying the contract as a whole. Contractors must submit representations and certifications via the on-line representations and certifications application located at http://orca.bpn.gov and must register in the Central Contractor Registration internet site at http://www.ccr.gov. Proposals should be submitted to the Federal Railroad Administration, 1120 Vermont Ave. NW, Washington D.C. 20590 Mail Stop 50. The FRA point of contact is Ms. Jean Rellins at (202) 493-6149. E-mail address jean.rellins@fra.dot.gov. Statement of Work Train Network Management System Development-- Technical Support for Demonstrations of Locomotive Emergency Egress, Locomotive Security System and Advanced Concept Train Overview of Train Demonstrations? Locomotive Emergency Egress, Advanced Concept Train and Locomotive Security System The Federal Railroad Administration (FRA) Office of Research and Development proposes to build a five-car train to demonstrate new freight car technology systems that FRA has been developing during the past several years. The demonstration covers three areas from three separate program areas?Rolling Stock and Equipment, Train Occupant Protection and Train Security. FRA has developed Emergency Egress concepts for locomotives. The roof hatch, removable windshield, detachable door hinge and the Automatic Collision Notification System were developed under the Train Occupant Protection Program to improve locomotive crew safety. FRA proposes to demonstrate these concepts as part of the demonstrations. The objective of the Advanced Concept Train (ACT) Project is to develop and demonstrate advanced systems for continuously monitoring and remotely controlling freight car mechanical components to improve freight rail transportation safety and efficiency. This includes the use of Electrically Controlled Pneumatic (ECP) Braking. The program is part of the Rolling Stock Program Element in FRA's Five-Year Strategic Plan for Railroad Research, Development and Demonstrations. The Locomotive Security System (LSS) is part of the Train Security Program. The objective of the LSS is to develop and demonstrate advanced concepts to prevent unauthorized operation of locomotives. During FY 2003 FRA purchased an EMD GP40-3 EM2000 computer controlled locomotive for these projects. FRA proposes to acquire five freight cars on loan from co-operating railroads for the Advanced Concept Train Demonstration projects. The five freight cars will be equipped with sensors to monitor the following components: Bearings (vibration signature and temperature) Trucks (ride quality and hunting) Wheels (flat and out-of-round) Brakes (piston travel) Car Ride Quality (all three directions) The freight cars will also be equipped with actuators to remotely control the following components: Coupler Cut-levers Angle-cocks Advanced cushioning device Advanced handbrake The FRA also plans to equip the ACT locomotive and freight cars with stand alone hard-wired AAR S-4200 compliant Electronically Controlled Pneumatic (ECP) brakes. FRA purchased New York Air Brake?s EP-60 ECP brakes along with locomotive CCB-II brakes to control braking. FRA also plans to upgrade the locomotive to provide locomotive systems for on-board monitoring for safe and efficient maintenance and operation. The ACT locomotive (GP-40-3) will be modified to incorporate a Locomotive Security System (LSS). An IEEE 802-11b based two-way wireless intra-train communication system will link the freight cars to the locomotive. The communication system enables the freight cars to transmit safety alarms and status information to the locomotive and to receive commands and information requests from the locomotive. When a defect affecting train safety is detected, a safety alarm will be sent to the locomotive to alert the engineer. Non-critical defects detected during normal operations are flagged and reported for maintenance. The freight car sensor data will also be linked to a remote database server through a wireless telecommunications system. The database server will be accessible via the Internet. FRA currently has five cars equipped with the on-board monitoring system operating in a revenue service demonstration in co-operation with Southern Company and Norfolk Southern Corporation. The experience gained with that demonstration will be extended to the ACT. Integrating Locomotive Display/Computer Systems with ECP Braking and the ACT Monitoring and Control System FRA has reviewed available locomotive computer systems for use in the ACT Demonstration Project. The FRA GP-40-3 locomotive is an Electro-Motive Diesel (EMD) built locomotive with the EM-2000 computer. The EMD Functionally Integrated Railway Electronics (FIRE) locomotive display and cab computer with integrated Communications Management Unit (CMU) and IntelliTrain remote monitoring system is uniquely qualified to support the FRA ACT project. The FIRE locomotive display and cab computer is built on a Microsoft Windows embedded XP platform and is designed to operate in the locomotive cab environment. The FIRE computer uses an EMD proprietary inter-process communication protocol known as NetCore, which is based on a TCP/IP network socket bus architecture. The FIRE computer CMU supports numerous wireless communications technologies, including 1xRTT and GPRS packet switched cellular, CDMA circuit switched cellular, and 802.11b wireless LAN. The FIRE computer integrated CMU and NetCore messaging protocol is employed to seamlessly exchange data between the locomotive and remote databases. EMD has created a FIRE Developer?s Kit (FDK) that provides a set of tools to support development of third party applications for the FIRE locomotive display and cab computer. The FDK will facilitate development of software for the ACT demonstration. In view of the above FRA is seeking a contractor to support the ACT development team in developing the necessary software and to provide related technical support to install the software on the locomotive FIRE computers installed on the FRA GP-40-3 locomotive. The required software and its function for each of the specific tasks are described in detail below: TASKS Task 1: Train Network Management System Development for Actuator Remote Control and On-Board Sensor Monitoring a) Messaging Protocol Development for communication between the freight cars and the locomotive FIRE computer and locomotive applications The contractor shall support the ACT development team in developing a messaging system for two-way communication between the locomotive and the freight cars and between the locomotive and remote database servers. The messaging system will be based on an open protocol such as Object Management Group (OMG) Data Distribution Service (DDS). The messaging system software shall run on the FIRE computer to support operation of various graphical user interfaces for controlling advanced components and displaying monitoring system data and two-way messaging between the locomotive and the ACT freight cars. b) Graphical User Interfaces on Locomotive FIRE computers The contractor shall support the ACT development team in developing graphical user interfaces (GUI) on the FIRE computer to control the advanced components (hand brakes, cut levers, angle cocks, etc.) and display information from the passive monitoring system. c) Transmitting OBMCS (sensor) data to web accessible database server The contractor shall develop software for the locomotive FIRE computers to transmit car sensor data and pertinent locomotive data (locomotive health status, fuel data, asset tracking) to a web accessible database server when required. The On-Board Monitoring and Control System also provides a direct path to the web accessible database server. The software shall use the messaging system developed in a). d) ACT Hazard Analysis The contractor shall provide engineering technical support to assist with conducting a hazard analysis of the ACT system, particularly the intra-train wireless communication system between the locomotive and the ACT freight cars. A report describing the Hazard Analysis shall be written and submitted to the FRA. Task 2: Locomotive Security System In recent times there has been a heightened concern about railroad security in the US. One area of particular concern is the vulnerability of locomotives and trains to operation by unauthorized individuals and the potential use of a train as a terrorist weapon. It would be extremely difficult, if not impossible, to stop a loaded train carrying hazardous material, going 70 MPH, in a populated urban area by any means other than by derailing it. At the very least, this would result in significant property damage and be extremely disruptive to America?s railroad transportation system. FRA, has identified the risk of using a locomotive/train as a terrorist weapon and the unique challenge faced by the railroads to secure their locomotives and infrastructure. Because many different personnel operate locomotives and they are often interchanged between railroads, locomotives are not equipped with an ignition key like an automobile. Instead, locomotives are equipped with a universal removable "Reverser" handle that is mechanically interlocked with the locomotive "Throttle" handle. The "Reverser" handle is inserted into a slot in the locomotive controller mechanism in order to operate the locomotive. Because the "Reverser" handle is designed to be interchangeable between locomotives, a lost, misplaced, stolen or duplicated "Reverser" handle could be used by an unauthorized individual to operate any standard freight or passenger locomotive in North America. Locomotive cabs are also equipped with door locks, however they are seldom used, especially when the locomotives are being operated. In any case, they would provide little protection against an armed terrorist determined to hijack a locomotive. To address these security risks and prevent unauthorized operation of locomotives, FRA would like to develop and demonstrate a Locomotive Security System. The system, as envisioned, would utilize electronic ID technology, such as SmartCards, to authenticate the identity of a certified locomotive engineer/operator. If the operator fails to authenticate properly, a full service penalty brake would be initiated by the LSS to stop the train and prevent operation of the locomotive The contractor shall develop a prototype system for application to the FRA Advanced Concept Train Locomotive. The contractor shall provide technical support to install, test and verify operation of the LSS. Locomotive Security System Concept The LSS, as envisioned, would use an electronic ID (e.g. smartcard) to prevent unauthorized operation of a locomotive. In the basic embodiment of the system, authorized locomotive operators would be issued an electronic ID and their own unique PIN. The PIN is encrypted so that the ID card can not be duplicated if lost or stolen. The locomotive would be equipped with an electronic ID card reader and keypad. The electronic ID card readerwould interface to the LSS computer. The LSS computer would prevent operation of the locomotive unless a valid PIN is entered by the locomotive operator. A functional discussion follows. Each time the locomotive comes to a stop, the locomotive operator must enter his PIN before the LSS computer will allow the locomotive to be operated. While the locomotive is moving, the locomotive operator must periodically enter his PIN. If the locomotive operator fails to enter the correct PIN, the LSS computer will send a signal to the locomotive airbrake system to initiate a penalty brake application. A penalty brake application will result in removal of locomotive traction power and the reduction of brake pipe pressure to zero psi at a service rate. An optional distress message can automatically be transmitted to alert authorities of unauthorized locomotive operation when an incorrect PIN is entered or when a special PIN is entered (e.g. backward PIN). In another embodiment of this invention, operator biometric information (e.g. fingerprint) is stored on the electronic ID. The locomotive is equipped with an electronic ID card reader and corresponding biometric scanner (e.g. fingerprint reader). The operation is identical to that described above using a PIN to authenticate locomotive operation except that a biometric scan is conducted instead of a PIN being entered by the operator. Periodic reaffirmation can be incorporated with the ALERTER system. The handle may be equipped with a fingerprint scanner which will allow the locomotive engineer/operator continuing authentication. As part of this work, the FRA GP40-3 locomotive shall be equipped with an Electro-Motive FIRE? Locomotive Cab Computer and Display (LCC&D). FRA proposes to further utilize this locomotive to implement a prototype LSS with capabilities to use either a PIN or a fingerprint for operator authentication. The proposed locomotive security system shall use an electronic ID card that contains the operator?s encrypted personal identification number (PIN) and fingerprint information. The locomotive security system shall be integrated with the brake system. The locomotive will be equipped with both an electronic ID card reader and a finger print scanner. The FIRE? computer shall be used to implement the LSS algorithms and for operator PIN input. The operator must insert his/her ID card into the electronic ID card reader and input his/her PIN, or place his/her index finger on the fingerprint scanner, before operating the locomotive. If the operator does not enter the correct PIN, or the fingerprint authentication fails, the locomotive security system will initiate a full service penalty brake application. During operation of the locomotive, the operator will be asked to periodically enter his/her PIN into the system or place their finger on the fingerprint scanner in order to prevent a penalty brake application from being activated by the LSS. A task report describing the Locomotive Security System shall be prepared and delivered to FRA for review and comment. This report shall be revised and submitted for final distribution. The prototype hardware shall be delivered for installation and support provided for installation of the same. Deliverables Task Deliverables The contractor shall document and make available to FRA all applicable software developed as part of this work. The rights to use any proprietary software incorporated into the Train Network System shall be granted to the Government. The deliverables for each task are listed with each task. Final Report The final report shall describe all work done under this project referencing individual task reports and other materials. The final report shall be suitable for publication by the Government. An electronic version, in either MS Word or WordPerfect shall be delivered to the Government. This version shall include all figures and tables. Publication and distribution of all reports and other documents produced as a result of this effort is at the sole discretion of the U.S. Government. Monthly Summary Management Status Reports The contractor shall prepare and submit (within 15 days of the end of the reporting period a Monthly Summary Management Status Report, which will be addressed to the COTR It shall briefly describe the work accomplished during the reported during the reported month, problem areas encountered, corrected action(s) taken, and work planned for the next reporting period. Using the Monthly Management Status Form, the report shall detail monthly and cumulatively plan vs. actual activity for both hours and estimated cost for the reported period. The report shall also highlight any problem areas with respect to expenditures relative to budget, progress relative to schedule, and overall resource allocation. Additionally, the contractor shall notify the OSCOTR and the Contracting Officer when 75% of the total authorized funding has been expended. Meetings and Oral Presentations The Contractor shall participate in tele-conferences on a regular basis and meet quarterly or as arranged by the FRA at a mutually agreed place and time to discuss the status of the work and make oral presentations. The contractor shall furnish the FRA with a minimum of two sets of hard copies of all presentation materials used. The audience for these meetings may include representatives from the FRA, and/or other persons who may be invited to attend. Period of Performance The period of performance for the contracted effort required hereunder shall be for a period not to exceed 18 months after the effective date of the contract.
- Place of Performance
- Address: Federal Railroad Administration, 1120 Vermont Avenue, NW, Washington, DC
- Zip Code: 20590
- Country: USA
- Zip Code: 20590
- Record
- SN00790943-W 20050421/050419211915 (fbodaily.com)
- Source
-
FedBizOpps.gov Link to This Notice
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