Opportunity Information: Apply for DTNH22 10 R 00326
Apply for DTNH22 10 R 00326
- The DOT/National Highway Traffic Safety Administration in the science and technology and other research and development sector is offering a public funding opportunity titled "Understanding the Characterististics of High Risk Nighttime Seat Belt Offenders" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 20.614 National Highway Traffic Safety Administration (NHTSA) Discretionary Safety Grants.
- This funding opportunity was created on Apr 8, 2010 and posted on Apr 8, 2010.
- Applicants must submit their applications by May 12, 2012 UNITED STATES DEPARTMENT OF TRANSPORTATION (U.S. DOT) National Highway Traffic Safety Administration (NHTSA) Invitation to Apply for Grant for UNDERSTANDING THE CHARACTERISTICS OF HIGH RISK NIGHTTIME SEAT BELT OFFENDERS DTNH22 10 R 00326 AGENCY National Highway Traffic Safety Administration (NHTSA), U.S. Department of Transportation (DOT) ACTION Announcement of a Request for Applications for UNDERSTANDING THE CHARACTERISTICS OF HIGH RISK NIGHTTIME SEAT BELT OFFENDERS SUMMARY NHTSA is planning to initiate a new program to determine if high visibility enforcement at night in a primary state with belt use at or above 90 percent, can impact the behavior of high risk drivers and develop effective countermeasures to reduce unrestrained fatalities. DATES Application(s) must be submitted to the National Highway Traffic Safety Administration, Office of Acquisition Management (NPO 320), Attention Sharon Burgess Anderson, Contract Specialist, 1600 New Jersey Avenue, S.E., 20590. All application(s) submitted must include a reference to NHTSA Solicitation Number DTNH22 10 R 00326. Only complete application packages received on or before 200 P.M. Eastern Standard Time on Wednesday, May 12, 2010 will be considered. Applicant(s) shall provide a complete mailing address where Federal Express mail can be delivered. FOR FURTHER INFORMATION CONTACT General administrative and programmatic questions may be directed to Sharon Burgess Anderson, Contract Specialist, Office of Acquisition Management, by email at sharon.b.anderson@dot.gov. Ms. Burgess Anderson may also be reached by phone at 202 366 6283, and Earnest Jenkins, Jr. Contracting Officer, Office of Acquisition Management, by email at earnest.jenkins@dot.gov or by phone at 202 366 9568. To allow for sufficient time to address questions appropriately, all questions must be received no later than 200 P.M. Eastern Daylight Time, Monday, April 12, 2010, via e mail..
- The funding agency has allocated a total of $900,000.00 to eligible and selected applicants.
- Each selected applicant is eligible to receive up to $900,000.00 in funding.
- The number of recipients for this funding is limited to 4 candidate(s).
- Eligible applicants include: Others (see text field entitled Additional Information on Eligibility for clarification).
- The applicant agency must possess knowledge and experience as evidenced by existing or past programs. Applicants are advised that no fee or profit will be allowed under the ensuing Cooperative Agreement.
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Opportunity Summary:
The grant opportunity, titled "Understanding the Characteristics of High Risk Nighttime Seat Belt Offenders" (DTNH22-10-R-00326), is a National Highway Traffic Safety Administration (NHTSA) cooperative agreement aimed at reducing the unusually high share of unrestrained occupant deaths that occur at night. While nationwide seat belt use has climbed substantially (84 percent reported in the national observational survey cited in the notice), NHTSA highlights a stubborn and dangerous gap after dark: seat belt use drops in the evening and late-night hours, and the fatality data are worse at night than during the day. The announcement points out that 52 percent of daytime occupant fatalities were unrestrained compared to 70 percent at night, with belt use among fatally injured occupants declining as the night progresses and reaching its lowest levels from midnight to 4:00 a.m. This project is designed to focus on the remaining unbuckled drivers in states where overall belt use is already very high, on the theory that the people who still refuse to buckle up may share identifiable "high risk" traits that can be addressed with targeted enforcement and messaging.
At its core, the project is a three-year demonstration to test whether nighttime high-visibility enforcement (HVE) in a primary enforcement law state with seat belt use at or above 90 percent can still move behavior among the hardest-to-reach drivers and, in turn, reduce unrestrained deaths and injuries. The model for the work comes from the Washington Traffic Safety Commission (WTSC), which had run nighttime HVE for three years and reported reductions in unrestrained nighttime deaths and injuries. Washington also found that unbelted nighttime drivers tended to have more traffic violations and criminal arrests than comparison groups (belted nighttime drivers and both belted and unbelted daytime drivers). This new opportunity is essentially asking states to replicate and expand that approach, then work with NHTSA to confirm whether those patterns hold elsewhere and what countermeasures work best.
The required work is split into planning, implementation, and documentation. Early on, the selected grantee must convene an initial organizational strategy meeting with NHTSA and state partners (including occupant protection, communications, and research staff) to align approaches and build an action plan with a clear timeline, milestones, and deliverables; that meeting is expected within one month of award. The action plan itself is due within two months and must spell out the enforcement strategy, communications/media plan, and the evaluation approach and data sharing needed to support an independent assessment. Partnerships are a formal expectation, particularly with law enforcement agencies, media outlets, and community or public health organizations that can support outreach and credibility.
On enforcement, the grant expects multiple statewide nighttime mobilizations each year, including a major nighttime emphasis tied to the May "Click It or Ticket" mobilization and at least one additional 5 to 7 day nighttime campaign in the fall. Each campaign is expected to reach at least three-quarters of the state population through combined enforcement and media coverage. The enforcement plan must be data-driven, using crash and fatality data to select high-risk locations and the core operational window of 9:00 p.m. to 3:00 a.m. Officers are to conduct strict belt-law enforcement at locations where they can safely observe a high volume of oncoming traffic that is slow-moving or stopped, screening the driver and front-seat passenger. The announcement is also specific about the operational setup: the effort should use furnished lighting and does not involve night-vision goggles. After each nighttime enforcement period, the state must report activity in NHTSA's HVE online reporting database within six weeks, clearly separating day versus night citation reporting and documenting participation (agencies involved, enforcement hours, and citations/warnings). The program encourages alignment with data-driven policing approaches like DDACTS when relevant, and NHTSA signals it may collect additional process and enforcement data beyond basic counts.
On communications, the grantee must run a media and outreach plan that matches the enforcement footprint and reaches at least three-quarters of the state population, including a map that overlays enforcement areas with media markets. The communications goal is straightforward: increase the public's perceived risk of being cited for not wearing a seat belt at night and reinforce the safety consequences of riding unrestrained. The plan must identify the specific target audience, especially non-users and part-time users, and pick the channels most likely to reach them (local television and radio are explicitly mentioned, along with other dissemination methods). Because this is a cooperative agreement rather than a hands-off grant, NHTSA requires review and approval of draft creative materials and the media plan (covering both paid and earned media) before the state launches the campaign. After each mobilization, the state must provide NHTSA a full media report within two months, including a post-buy analysis showing the gross rating points delivered and a list of earned media events and stories.
Evaluation is a major pillar and is structured to produce both outcome findings (did nighttime HVE increase belt use and awareness?) and profiling insights (who are the nighttime unbelted drivers, and how do they differ from other drivers?). NHTSA commits to providing an independent evaluation contractor through its Office of Behavioral Safety Research. That contractor will handle key evaluation components like designing and administering nighttime seat belt observation surveys (including baseline measurement before the first mobilization and follow-up measurements after each wave) using a sub-sample of sites drawn from the state's official daytime belt-use survey locations. The state is expected to coordinate timing with NHTSA so daytime and nighttime measures can be compared cleanly over similar periods, and the state must share any daytime observation data it collects during the project.
The evaluation also includes public awareness surveys administered before and after each publicity and enforcement wave, typically through state driver licensing offices. The evaluation contractor will design the instrument, supply paper surveys, and analyze results, while the grantee is responsible for administering the surveys and promptly returning completed forms to the evaluator. If licensing offices cannot be used, the state must propose an alternative survey administration method. In addition, the state must provide detailed enforcement activity data after each wave (entered in NHTSA's online system within six weeks), not limited to seat belt citations but also including other enforcement outputs that may be associated with the mobilizations, such as DWI arrests, child passenger safety citations, felony arrests, stolen vehicle recoveries, fugitive apprehensions, suspended license citations, uninsured motorist citations, speeding, reckless driving, and drug-related actions. A key requirement is that the state propose a baseline for enforcement activity and, crucially, ensure that citation data can be linked to the drivers' driving and criminal record information for analytic purposes.
The "characteristics" research component is where this opportunity becomes more than a standard enforcement grant. The state must demonstrate in its application that it can obtain driving and criminal history records for drivers who receive seat belt citations during the mobilizations, explain how it will access those records, and document the administrative, logistical, and technical steps involved. The application is expected to list the database elements available, identify where the databases are housed, acknowledge limitations, and estimate costs associated with access. Because of privacy and sensitivity concerns, the state must provide the evaluation contractor with a de-identified database (personal identifiers removed). The analysis will look at demographics such as age, sex, and zip code, and driving or criminal history indicators such as prior speeding violations, DUI, and criminal activity. The project anticipates baseline analysis before the program begins and annual follow-up analyses to track changes over time and to see whether enforcement and communications are affecting not just belt use but also the composition of the unbelted nighttime driver population.
In terms of roles, NHTSA stays actively involved. It assigns a Contracting Officer's Technical Representative (COTR) to coordinate and manage the cooperative agreement, provides technical assistance, facilitates liaison with other agencies, and organizes idea-sharing across related projects. NHTSA also funds the independent evaluation contractor. The grantee, on the other hand, must name a project manager, commit resources comparable to a major mobilization, keep the COTR informed of implementation problems and proposed strategy changes, and obtain written approval for any deviations from the approved procedures or objectives. Reporting requirements include quarterly reports documenting activities, data collected, obstacles encountered, solutions, materials produced, and in-kind contributions; these quarterly reports are tied to invoice approval, and they are due on the 15th of the month after each reporting period. The enforcement campaign itself is expected to be carried out across the 36-month project period.
Administratively, this opportunity was issued by the U.S. Department of Transportation's NHTSA as a cooperative agreement under CFDA 20.614 (NHTSA Discretionary Safety Grants). The total estimated funding listed is $900,000, with individual awards ranging from $300,000 (floor) to $900,000 (ceiling), and NHTSA anticipated up to four awards. There is no cost-sharing or matching requirement, and the notice emphasizes that no fee or profit is allowed under the cooperative agreement. The solicitation was posted April 8, 2010, with application instructions directing submissions to NHTSA's Office of Acquisition Management and identifying points of contact for administrative and contracting questions. Eligibility is described broadly as "Others (see text field...)," with the key eligibility expectation being that the applicant agency must show knowledge and experience based on existing or past programs, and must be capable of executing the enforcement, communications, and data-driven evaluation components described above.
Frequently Asked Questions (FAQs)
1) What is the title and identifier of this grant opportunity?
The opportunity is titled "Understanding the Characteristics of High Risk Nighttime Seat Belt Offenders" and is identified as DTNH22-10-R-00326.
2) Which federal agency is offering this funding?
The funding is offered by the U.S. Department of Transportation, through the National Highway Traffic Safety Administration (NHTSA).
3) What type of award is this (grant vs. cooperative agreement)?
This opportunity is a cooperative agreement, meaning NHTSA stays actively involved in key elements of the work (for example, review/approval of certain plans and materials, coordination through a designated technical representative, and use of an independent evaluation contractor funded by NHTSA).
4) What is the CFDA number for this opportunity?
The opportunity is under CFDA 20.614 (NHTSA Discretionary Safety Grants).
5) What problem is this project trying to address?
The project targets the unusually high share of unrestrained occupant deaths at night. The notice highlights that while overall seat belt use has increased nationally, belt use drops during evening and late-night hours, and fatalities are worse at night than during the day.
6) What nighttime safety statistics are cited in the announcement?
The announcement notes that 52 percent of daytime occupant fatalities were unrestrained, compared to 70 percent at night. It also notes that belt use among fatally injured occupants declines as the night progresses, reaching its lowest levels from midnight to 4:00 a.m.
7) What is the main goal of the demonstration project?
The goal is to test whether nighttime high-visibility enforcement (HVE) in a primary enforcement law state with 90 percent or higher seat belt use can still change behavior among the remaining unbuckled drivers and reduce unrestrained deaths and injuries.
8) What is the project period?
The project is expected to run for 36 months (three years).
9) How much funding is available?
The notice lists $900,000 as the total estimated funding.
10) What are the minimum and maximum award amounts?
Individual awards are expected to range from a $300,000 floor to a $900,000 ceiling.
11) How many awards does NHTSA anticipate making?
NHTSA anticipated making up to four awards.
12) Is there a cost-sharing or match requirement?
No. The opportunity states there is no cost-sharing or matching requirement.
13) Can the recipient earn a fee or profit under this cooperative agreement?
No. The notice emphasizes that no fee or profit is allowed under the cooperative agreement.
14) Who is eligible to apply?
Eligibility is described broadly as "Others (see text field...)". The key expectation described is that the applicant agency must demonstrate relevant knowledge and experience from existing or past programs and be capable of carrying out the enforcement, communications, and data-driven evaluation requirements.
15) What types of states are the primary focus for this project?
The project is designed for a primary enforcement law state with statewide seat belt use at or above 90 percent.
16) What is the general approach NHTSA wants states to replicate?
The opportunity is modeled on a multi-year approach used by the Washington Traffic Safety Commission (WTSC), which implemented nighttime HVE and reported reductions in unrestrained nighttime deaths and injuries. Washington also found unbelted nighttime drivers tended to have more traffic violations and criminal arrests than comparison groups.
17) What are the main components of the required work?
The work is organized into planning, implementation, and documentation, supported by enforcement campaigns, communications/outreach, and a structured evaluation (including an independent evaluation contractor funded by NHTSA).
18) What meeting is required soon after award?
The grantee must convene an initial organizational strategy meeting with NHTSA and state partners (including occupant protection, communications, and research staff). This meeting is expected within one month of award.
19) When is the action plan due, and what must it include?
The action plan is due within two months of award and must include: (1) the enforcement strategy, (2) the communications/media plan, and (3) the evaluation approach and data sharing needed to support an independent assessment.
20) What kinds of partnerships are expected?
The notice expects formal partnerships, especially with law enforcement agencies, media outlets, and community or public health organizations that can support outreach and credibility.
21) What enforcement campaigns are required each year?
The grant expects multiple statewide nighttime mobilizations each year, including: a major nighttime emphasis tied to the May "Click It or Ticket" mobilization and at least one additional 5 to 7 day nighttime campaign in the fall.
22) What population coverage is expected for each campaign?
Each campaign is expected to reach at least three-quarters of the state population through combined enforcement and media coverage.
23) What hours define the core nighttime enforcement window?
The core operational window specified is 9:00 p.m. to 3:00 a.m.
24) How should enforcement locations be selected?
The enforcement plan must be data-driven, using crash and fatality data to select high-risk locations.
25) What is the expected enforcement method during nighttime operations?
Officers are expected to conduct strict belt-law enforcement at locations where they can safely observe a high volume of oncoming traffic that is slow-moving or stopped, screening the driver and front-seat passenger.
26) Are night-vision goggles part of the operational setup?
No. The notice specifies the effort should use furnished lighting and does not involve night-vision goggles.
27) Where and when must enforcement activity be reported?
After each nighttime enforcement period, activity must be entered into NHTSA's HVE online reporting database within six weeks. Reporting must clearly separate day versus night citations and document participation (agencies involved, enforcement hours, and citations/warnings).
28) Does NHTSA expect the state to report only seat belt citations?
No. The state is expected to provide detailed enforcement activity data that may include other outputs associated with the mobilizations, such as DWI arrests, child passenger safety citations, felony arrests, stolen vehicle recoveries, fugitive apprehensions, suspended license citations, uninsured motorist citations, speeding, reckless driving, and drug-related actions.
29) What is DDACTS and how is it referenced in this notice?
The program encourages alignment with data-driven policing approaches such as DDACTS when relevant, as part of a data-driven enforcement strategy.
30) What is the primary purpose of the communications/outreach component?
The communications goal is to increase the public's perceived risk of being cited for not wearing a seat belt at night and reinforce the safety consequences of riding unrestrained.
31) What coverage requirement applies to the communications plan?
The media and outreach plan must reach at least three-quarters of the state population, and it must include a map overlay showing enforcement areas in relation to media markets.
32) Who must the communications plan focus on?
The plan must identify a specific target audience, especially non-users and part-time users of seat belts.
33) What media channels are specifically mentioned?
The notice explicitly mentions local television and radio, along with other dissemination methods chosen to reach the target audience.
34) Does NHTSA review or approve campaign materials?
Yes. NHTSA requires review and approval of draft creative materials and the media plan (covering both paid and earned media) before the campaign launches.
35) What media reporting is required after each mobilization?
Within two months after each mobilization, the state must provide a full media report to NHTSA, including a post-buy analysis showing gross rating points delivered and a list of earned media events and stories.
36) How is evaluation structured for this project?
Evaluation includes both outcome findings (for example, changes in nighttime belt use and awareness) and research into the "characteristics" of nighttime unbelted drivers. NHTSA will fund an independent evaluation contractor through its Office of Behavioral Safety Research.
37) Who conducts the nighttime seat belt observation surveys?
The independent evaluation contractor designs and administers the nighttime seat belt observation surveys, including a baseline before the first mobilization and follow-up measurements after each wave.
38) How are observation survey sites selected?
Nighttime observations use a sub-sample of sites drawn from the state's official daytime belt-use survey locations to support cleaner comparisons between day and night measures.
39) Does the state have to share its daytime observation data?
Yes. The state must share any daytime observation data it collects during the project and coordinate timing with NHTSA so comparisons can be made over similar periods.
40) How are public awareness surveys conducted?
Public awareness surveys are administered before and after each publicity and enforcement wave, typically through state driver licensing offices. The evaluation contractor designs the instrument, supplies paper surveys, and analyzes results; the grantee administers the surveys and returns completed forms promptly.
41) What if driver licensing offices cannot be used for surveys?
If licensing offices cannot be used, the state must propose an alternative survey administration method.
42) What makes this opportunity different from a standard seat belt enforcement grant?
A key differentiator is the research focus on identifying high-risk nighttime seat belt offenders and analyzing whether unbelted nighttime drivers share measurable traits (demographics and driving/criminal history indicators) that can inform targeted countermeasures.
43) What data access capability must applicants demonstrate?
The application must show the state can obtain driving and criminal history records for drivers who receive seat belt citations during the mobilizations, and must explain administrative, logistical, and technical steps for access, including limitations and estimated costs.
44) What kinds of database elements are expected to be included for analysis?
The notice anticipates analysis of demographics such as age, sex, and zip code, as well as driving/criminal history indicators such as prior speeding violations, DUI, and other criminal activity.
45) How is privacy addressed for driver record data?
The state must provide the evaluation contractor with a de-identified database, with personal identifiers removed, due to privacy and sensitivity concerns.
46) How often is the driver "characteristics" analysis expected to occur?
The project anticipates a baseline analysis before the program begins and annual follow-up analyses to track changes over time.
47) What role does NHTSA play during the project?
NHTSA assigns a Contracting Officer's Technical Representative (COTR) to coordinate and manage the cooperative agreement, provides technical assistance, facilitates liaison with other agencies, supports idea-sharing across related projects, and funds the independent evaluation contractor.
48) What is the grantee required to do for project management and coordination?
The grantee must name a project manager, commit resources comparable to a major mobilization, keep the COTR informed of implementation problems and proposed strategy changes, and obtain written approval for deviations from approved procedures or objectives.
49) What reporting is required during the project?
The grantee must submit quarterly reports documenting activities, data collected, obstacles encountered, solutions, materials produced, and in-kind contributions.
50) When are quarterly reports due, and how are they tied to payment?
Quarterly reports are due on the 15th of the month after each reporting period, and the notice indicates these reports are tied to invoice approval.
51) When was the solicitation posted?
The solicitation was posted on April 8, 2010.
52) Where were applications directed to be submitted?
Application instructions in the notice direct submissions to NHTSA's Office of Acquisition Management, and the announcement identifies points of contact for administrative and contracting questions.
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