U.S. DOT FY 2026 Phase I Pre-Solicitation Q&A
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229 results found
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Preference Learning Requirements in Phase I
The solicitation emphasizes that the system should learn a person's preferences and travel needs over time – including preferences users may not be able to articulate explicitly. For Phase I, is it sufficient to propose an architecture and methodology for preference learning (covering both implicit behavioral signals and stated preferences), or does FTA expect even a limited working demonstration of adaptive personalization logic?
Are there existing personalization frameworks in transit or adjacent domains FTA would point to as a reference model, or is the expectation that proposers develop their own approach?
1 vote -
Minimum vehicle speed during inspections?
Is there a minimum vehicle speed that the proposed solution should maintain during inspections?
1 vote -
Maximum total cost of proposed inspection system?
Is there a target cost threshold for the sensor suite and data collection and processing system that the proposed solution should not exceed to be considered economically viable for state DOT deployment?
1 vote -
Specific Geometric Constraints?
Are there specific geometric constraints or dimensional ranges – such as grate aperture size, basin depth, or internal geometry variation across common US designs – that the proposed solution must accommodate to be considered broadly applicable across a typical state DOT inventory?
1 vote -
Is there a desired maximum inspection time?
Is there a desired inspection throughput or cycle time that the proposed solution should target, such as a minimum number of catch basins per day or a maximum time per basin, that would represent a meaningful improvement over current inspection methods?
1 vote -
On-scene traffic management personnel as advisory recipients?
The topic focuses on advisories delivered to drivers and TMC operators. Would the system scope also include real-time operational guidance delivered to on-scene traffic management personnel – such as law enforcement officers or flaggers directing traffic at incidents, work zones, or special events – as an intended advisory recipient class?
1 vote -
Scope of 'No Interference' Constraint
The topic states the system should complement existing traffic control infrastructure without interference. Does this preclude the system from issuing signal timing recommendations to TMC operators as a human-in-the-loop advisory – where a human makes the final control decision – or does without interference apply only to automated actuation?
1 vote -
Differentiation from Commercial Navigation Platforms
The topic envisions location-specific advisories delivered to drivers. How should proposers differentiate their system from existing commercial navigation platforms (e.g., Waze, Google Maps) that already provide real-time detour and speed advisories? Is the key differentiator the V2X delivery mechanism, the TMC integration, or the proactive zone-based approach?
2 votes -
Would a Phase I effort that validates predictive safety indicators using a limited, structured dataset be considered responsive, or is acces
Would a Phase I effort that validates predictive safety indicators using a limited, structured dataset be considered responsive, or is access to large-scale operational datasets expected at the feasibility stage?
2 votes -
For Topic 26-OS1, would structured training-performance and debrief data be considered an acceptable data source for developing predictive s
For Topic 26-OS1, would structured training-performance and debrief data be considered an acceptable data source for developing predictive safety indicators, or is the topic limited to operational data generated directly in commercial transport environments?
2 votes -
For Phase I, would a project focused on demonstrating the feasibility of an explainable predictive model and secure data architecture, rathe
For Phase I, would a project focused on demonstrating the feasibility of an explainable predictive model and secure data architecture, rather than a full operational deployment, be considered responsive to the topic’s desired outcomes?
2 votes -
Would human-performance and readiness indicators, including instructor-observed behavioral or operational markers, be considered within scop
Would human-performance and readiness indicators, including instructor-observed behavioral or operational markers, be considered within scope under the topic’s interest in comprehensive health modeling?
2 votes -
For Topic 26-OS1, does “commercial transport modernization” require direct deployment in motor-carrier operations, or can upstream aviation
For Topic 26-OS1, does “commercial transport modernization” require direct deployment in motor-carrier operations, or can upstream aviation training and readiness systems qualify if they support downstream safety outcomes through predictive safety analytics?
2 votes -
Clarification on Transportation Readiness and Predictive Safety Analytics
Clarification on Transportation Readiness and Predictive Safety Analytics:
For Topic 26 OS1, would systems designed to capture and analyze transportation readiness behaviors, operational progression patterns, and behavioral safety indicators for the purpose of improving proactive transportation safety interventions and predictive safety analytics be considered within scope?
2 votes -
2 votes
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2 votes
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Are autonomous vehicle operations in scope?
The solicitation references SOTIF (ISO 21448) and the proposed SELF DRIVE Act, both of which are specific to automated driving systems. The body text describes general commercial transportation modernization. Could the program clarify whether proposals specifically targeting automated or semi-automated commercial vehicle safety analytics are within scope, or whether the program's primary interest is in non-AV fleet safety modernization?
5 votes -
Will there be any restrictions on the sensory data for this project?
I'm asking because in our NSF project, within wireless sensor networks (WSNs), a Bluetooth sensor captures the MAC addresses of Bluetooth units equipped in mobile devices and car navigation systems, and a ZigBee transceiver transmits the collected MAC addresses to edge computing device or a server for processing (a cloud-server was proposed in our FHWA Phase II proposal before).
The drawback of the Bluetooth sensor is its dependence on the device being turned on. Thus, visual/RADAR sensors will complement such a drawback, such as video cameras, RTMS RADAR. For example, the RTMS RADAR was used by NJDOT as ground truth…
1 vote -
V2x
Since the research topic allows trusted communication technologies beyond V2X, can a system that does not rely on connected vehicle connectivity still be considered responsive if it delivers secure, location specific advisories?
1 vote -
2 votes