U.S. DOT FY 2026 Phase I Pre-Solicitation Q&A
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51 results found
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Public safety records integration
For Topic 26-OS1, does Phase I require actual integration of public safety records, or is it acceptable to define the architecture, data-mapping approach, and future integration pathway for combining voluntary industry data with public safety datasets in Phase II?
2 votes -
Proactive safety indicators
For Topic 26-OS1, should Phase I applicants identify and test specific candidate proactive safety indicators, such as telematics patterns, vehicle health, maintenance trends, weather exposure, infrastructure conditions, and operational risk factors, or is Phase I intended primarily to define the framework for selecting and validating those indicators?
2 votes -
1. Use of anonymized, aggregated, or simulated commercial data
For Topic 26-OS1, may Phase I proof-of-concept work use anonymized, aggregated, or simulated commercial transportation datasets to demonstrate the Trusted Intermediary architecture and safety analytics approach when live carrier data-sharing agreements are still under development?
2 votes -
For this topic, does transportation safety include assuring the essential navigational signals that GNSS depends on?
One of the growing threats to aviation, maritime, and ground transportation is the increasingly vulnerable state of the navigational signals these systems depend on. GNSS threats are on the rise, with low-cost spoofers and jammers (available for as little as $50) now capable of compromising the navigational capabilities of large shipping vessels and commercial aircraft. This challenge is difficult to address, as the assets that defend against such spoofing and jamming can cost thousands of dollars at minimum, placing them out of reach for most operators across the U.S. transportation network.
It would seem that a solution that could solve…
2 votes -
Verified mobility-event data
Would verified mobility-event data generated by a controlled commercial passenger transportation fleet be considered an eligible voluntary industry data source for Phase I research, if the data is privacy-preserving and used to develop proactive safety indicators rather than to fund transportation operations?
2 votes -
Real-Time Operator Information
What level of emphasis, if any, is placed on real-time operator or driver identity verification, credentialing, and risk scoring as inputs to the predictive safety analytics engine? Are there specific privacy, security, or audit-trail requirements the solution would need to address when handling personnel identity data within the Trusted Intermediary framework?
4 votes -
Does the scope of 26-OS1 include compliance-focused predictive analytics tools targeting owner-operators and small commercial carriers?
The topic description references "proactive safety indicators" derived from public safety records and voluntary industry data, with an emphasis on small carrier segments and explainable AI. We are exploring whether a Phase I proof-of-concept that uses FMCSA inspection and violation data to generate predictive compliance risk scores for individual owner-operators as a mechanism for early safety intervention falls within the intended scope of this topic. Alternatively, does DOT envision 26-OS1 as focused primarily on multi-carrier fleet telematics at the corridor or network level?
3 votes -
Annotated Safety Event Dataset as Phase I Deliverable
Does the DOT expect Phase I to deliver a real-time operational alerting or dashboard product rather than AI training-ready data infrastructure?
2 votes -
Data Source Eligibility
Does 26-OS1 permit an asset-light, licensed fleet data model, or does the topic require the proposing small business to own and operate the vehicles generating the data?"
3 votes -
On-Edge Safety Monitoring One key component for this to succeed is real-time analysis of near-miss instances and unreasonable driving behavi
On-Edge Safety Monitoring
One key component for this to succeed is real-time analysis of near-miss instances and unreasonable driving behaviors that can also be used universally in other applications. Are on-edge, safety anomaly detectors included in the scope of this project, or is it only on AI-driven analytics? Can safety-assured ISO 26262 software also be used in support of ISO 21448 and ISO 8800 efforts?3 votes -
Does topic 26-OS1 contemplate hardware-based safety solutions
Does topic 26-OS1 contemplate hardware-based safety solutions that directly address CMV roof ice-shedding compliance, or is the scope limited to data analytics and software platforms?
2 votes -
Does 26-OS1 cover intrastate operations under 500 miles, or only interstate long-haul?
OST-R's topic description references "commercial freight." Does this include intrastate operations under 500 miles, or is the focus on long-haul interstate corridors? Our deployment target includes regional distribution networks — clarifying the operational scope will determine whether 26-OS1 or 26-FH1 is the stronger fit.
3 votes -
For the “Trusted Intermediary” design, must the Phase I architecture address compliance with a specific federal privacy framework
For the “Trusted Intermediary” design, must the Phase I architecture address compliance with a specific federal privacy framework (e.g., NIST Privacy Framework, FISMA, CCPA-equivalent), or may proposers define their own privacy protection approach aligned with the spirit of the topic?
2 votes -
For Focus Area 5 (Comprehensive Health Modeling)
For Focus Area 5 (Comprehensive Health Modeling), does Phase I require a working model trained on real fleet maintenance records, or is a design of how maintenance and environmental data would be integrated into the predictive model acceptable as a Phase I deliverable?
3 votes -
The topic references ISO/PAS 8800 and the proposed SELF DRIVE Act of 2026 in its reference list.
The topic references ISO/PAS 8800 and the proposed SELF DRIVE Act of 2026 in its reference list. Are proposals expected to demonstrate formal compliance with these standards in Phase I, or is an alignment statement showing that the proposed architecture is designed to support these standards sufficient?
2 votes -
Focus Area 1 describes a “Trusted Intermediary” built on voluntary industry data.
Focus Area 1 describes a “Trusted Intermediary” built on voluntary industry data. In Phase I, does the DOT expect the architecture to include a functional voluntary consent and data-contribution mechanism, or is a design specification of how such a mechanism would work sufficient?
3 votes -
Phase I Desired Outcomes specify “a proof-of-concept system design” and “an initial prototype design"
Phase I Desired Outcomes specify “a proof-of-concept system design” and “an initial prototype design”. Does the Phase I evaluation require a functional software prototype with running code producing outputs, or is a detailed system design document with a limited simulation scenario (no live data feeds) acceptable as the Phase I prototype?
5 votes -
Would a cell phone application to detect driver impairment fit under the 26-OS1 topic?
We are developing a mobile application designed to help assess potential driver impairment (drunk, fatigued, etc.) through a verbal assessment test. The app allows users to securely sign in and answer a series of questions intended to gauge cognitive and verbal indicators of impairment. Based on the user’s responses, the application provides feedback indicating whether the results suggest possible impairment or not.
3 votes -
2 votes
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Standards and Compliance Contexts
Does "explainable" imply a particular standard — SHAP/LIME-style local explanations, audit-grade decision logs, regulatory-aligned model cards — or domain-specific explainability tied to DOT compliance contexts?
2 votes