U.S. DOT FY 2026 Phase I Pre-Solicitation Q&A
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229 results found
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HIL Testbed requirments clarification
The topic requires hardware-in-the-loop testing. For a proposer whose Phase I architecture includes both hardware (RSU with embedded firmware) and software (TMS platform), is a bench-level HIL testbed — consisting of the embedded hardware prototype connected to the TMS software processing archived traffic data — sufficient to satisfy the HIL requirement, without requiring a field-deployed corridor?
1 vote -
Budget flexibility
The Phase I budget ceiling is $200,000. For a proposer developing both hardware prototype components (RSU electronics, V2X radio integration) and software components (TMS proof-of-concept, ML congestion prediction model), is it acceptable to allocate the majority of the Phase I budget to personnel costs for two technical staff rather than equipment procurement, with hardware costs limited to evaluation kits and bench prototype components?
1 vote -
Corridors where no existing RSU infrastructure is present
For a proposer deploying new RSU infrastructure on rural interstate corridors where no existing RSU infrastructure is present, is the strong justification requirement satisfied by demonstrating: (1) absence of existing RSU coverage on the target corridor, (2) solar-powered off-grid installation requiring no civil works, (3) full interoperability with the existing connected vehicle fleet via standard SAE J2735 messaging, and (4) integration with existing state DOT TMC data systems via standard TIM message exchange?
1 vote -
Real-time operational advisories
Does the scope of Phase I include real-time operational advisories delivered to on-scene first responders and law enforcement officers — such as a Move Over law corridor activation triggered by an officer-worn device during a traffic stop on an active highway — as an intended advisory recipient class alongside vehicle operators and TMC personnel?
1 vote -
Integration of Micro-Transit Services
Micro-transit services – such as on-demand, publicly-funded van services operating within defined geographic boundaries – differ significantly from fixed-route transit in terms of data standards and real-time availability, and several states have already funded pilots that operate entirely outside GTFS standards. Does FTA expect Phase I proposals to demonstrate awareness of these existing programs and include a concrete plan for incorporating them into a complete trip planning framework?
1 vote -
Data Privacy Requirements
A system that learns traveler preferences over time necessarily involves collecting and storing behavioral data. Does FTA have expectations around data privacy frameworks or consent mechanisms that should be addressed during Phase I work?
1 vote -
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 -
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 -
Event Prediction vs Traffic Prediction
Does DOT consider prediction of precursor events (vehicle disablements, overheating vehicles, roadside incidents, parking overflow, cargo issues) to be within scope if they materially affect freight corridor performance?
1 vote -
Integration with Traffic Management Centers
Should Phase I concepts demonstrate how predictive outputs could integrate with TMC, ATMS, 511, or existing DOT operational workflows, or is standalone analytics sufficient?
1 vote -
Truck Parking as a Corridor Variable
Should truck parking availability, truck parking utilization, rest-area saturation, or queue spillback conditions be considered relevant predictive variables for freight corridor intelligence models?
1 vote -
Corridor Intervention / Actionability
For Topic 26-OS2, is the desired outcome limited to prediction, or is DOT also interested in systems that recommend or trigger operational interventions (e.g., routing adjustments, dynamic parking utilization, traveler messaging, dispatch actions, or corridor management responses)?
1 vote -
Would operational advisory systems designed to support emergency-incident roadway coordination and responder convergence?
For Topic 26-FH1, would operational advisory systems designed to support emergency-incident roadway coordination and responder convergence through real-time human-centric guidance be considered responsive to the topic objectives for congestion mitigation and localized traffic operations?
1 vote