FWS Driving Automation Statement of Objectives.pdf

Statement of Objectives (SOO)

Research on Advanced Driver Assistance System Performance at U.S. Fish and Wildlife Service’s (FWS) National Wildlife Refuges (NWRs)

1.0 Purpose & Vision

The purpose of this initiative is to evaluate how commercially available Advanced Driver Assistance Systems (ADAS) (SAE Levels of Automation 1–2) perform within the unique environments of the U.S.

Department of the Interior (DOI) Fish and Wildlife Service (FWS) National Wildlife Refuges (NWRs).

Unlike typical urban or highway infrastructure, public lands present non-typical roadway designs, varied terrain, unpaved surfaces, strict speed constraints, and frequent wildlife and visitor interactions.

The vision of this research is to provide the DOI and the Department of Transportation (DOT) with empirical data and actionable insights into the performance of commercially available ADAS when operating in NWR environments and other similar public lands. Ultimately, these findings will inform future public lands transportation planning, roadway management, and safety protocols, while providing key parameters for the potential future adoption of higher-level driving automation technologies (SAE Levels of Automation 3–5) in rural and remote public lands environments.

2.0 Scope

The Government seeks proposals for how to plan, execute, and analyze the performance of commercially-available ADAS with respect to their ability to effectively detect, track, and respond to the unique operational variables of public lands.

2.1 Primary Research Priorities

Conduct on-site field testing and data collection in one or more NWRs to evaluate the following ADAS performance topics:

• Wildlife: System responsiveness to varied wildlife species, including large and small fauna, under diverse lighting conditions, off-path positioning, and sudden roadway crossings.

• Visitors: System interaction with unpredictable pedestrian movements, stationary photographers, cyclists, and vehicles parked unexpectedly on narrow shoulders or turnouts.

• Road Conditions: System performance and sensor stability on both paved and unpaved surfaces (gravel, dirt, natural), undulating terrain, sharp curves, and roadways lacking standard lane markings or highly structured signage. To be tested in all natural lighting conditions available during hours the refuge is open to the public (typically sunrise to sunset).

2.2 Secondary Research Priorities

• Correlate ADAS performance with specific infrastructure elements: Identify relationships between anomalous ADAS performance and specific roadway segments, speed zones, signage, or other infrastructure variables.

• Compare ADAS performance in NWRs with other environments: Cross-reference data collected and analyzed in NWRs against existing information about ADAS performance in standard urban and rural highway locations.

2.3 Data Collection and Testing Locations

Respondents may propose ADAS data collection and testing operations at one, two, or all three of the following NWSs. Proposals that include two or more NWRs will be favored. See Section 5 for more details about each, including site-specific constraints and operating requirements.

• Desert NWR (Nevada)

• Neal Smith NWR (Iowa)

• Parker River NWR (Massachusetts)

3.0 Program Objectives

The government seeks to achieve the following performance-based outcomes through this contract:

Objective 3.1: Project Management & Risk Mitigation

• Establish a collaborative project architecture that aligns goals across the Contractor, Volpe Center Project Manager (PM), and local FWS refuge managers.

• Maintain open, continuous communication via structured regular reporting to address timeline risks, project expenditures, and logistical barriers.

• Develop a Project Management Plan for completing the contract with detailed intermediate steps.

• Develop a Site Operations and Safety Plan for each NWR where operations are planned, with details about the proposed days, times, and routes where operations are planned and a safety component identifying potential risks to people and wildlife, as well as how these risks will be mitigated.

Objective 3.2: Collection of ADAS Performance Data

• Develop of a Procurement and Instrumentation Plan outlining the sourcing, configuration, and verification of each test vehicle, including the make, model, and software versions of the vehicle(s) and information about any secondary, non-intrusive data-logging instrumentation (e.g.

CAN-bus loggers, external reference cameras, high-precisions GPS, lidar or radar sensors) to be installed. Including a validation protocol to verify all factory-installed and aftermarket equipment are calibrated and functioning correctly prior to operation.

• Design a system for collection and secure storage of field data and document it in a Data Management Plan, defining data architecture, storage infrastructure, file formats, and metadata standards to ensure data integrity and security throughout the project. Include provisions for protecting personally identifiable information (PII)—such as vehicle license plates, driver faces, or GPS tracks—using techniques such as blurring or anonymization before ingestion. Specify the mechanisms for security transferring both raw and quality-assured datasets to the Volpe Center, ensuring compatibility with DOT public data access requirements.

• Collect high-fidelity data on ADAS performance during real-world navigation of NWR road networks. Include the following parameters (at minimum), in addition to any other proposed parameters:

o System engagement/disengagement rates o Driver intervention triggers o Sensor degradation due to dust or weather, map accuracy o System responses to different road and intersection types, unpaved or degraded surfaces, missing lane markings, and wildlife or pedestrian presence.

• Maintain a detailed electronic log of all operational hours, miles driven, and notable events, with notes related to disengagements or notable events logged as soon as feasible (at least within one hour) following the event occurrence.

• Continuously monitor for safety critical events and document all instances. Immediately suspend testing in the event of any safety critical events and execute the communications protocol established in the Site Operations and Safety Plan for such incidents. Submit a formal incident report to the PM within 24 hours.

• Conduct regular (at minimum, daily) data ingestion, quality assurance, and technical maintenance to ensure data integrity and system calibration.

• Regularly clean and verify alignment of all relevant ADAS sensors.

• Upon the conclusion of testing at each NWR site, manage the systematic demobilization of all personnel and equipment, ensuring the refuge environment is left undisturbed and local site managers are formally debriefed.

Objective 3.3: Analysis of Primary Research Priorities

• Ingest, clean, and analyze data collected during field operations.

• Identify systemic performance trends, sensor anomalies, and infrastructural features that challenged ADAS functionality during testing.

• Quantify ADAS reliability and characterize the nature of human-machine transitions (i.e., takeover requests) in NWR environments, addressing the primary research priority topics (Section 2.1).

Objective 3.4: Analysis of Secondary Research Priorities

• Conduct a comparative analysis cross-referencing collected ADAS performance data against the various road types/geometries within and across the NWR(s).

• Identify correlations between infrastructure elements (e.g., road condition, speed zones, signage) and ADAS performance.

• Compare ADAS performance from the NWR testing with available baselines for standard urban and rural highway environments, to the extent practicable.

Objective 3.5: Synthesize and Report Results

• Summarize the capabilities and limitations of the tested technologies at the NWR(s).

• Provide data-driven recommendations for future public lands transportation planning and future research related to ADAS capabilities in remote public lands environments.

• Discuss the implications of the research for the potential future introduction of higher levels of driving automation (i.e. SAE Levels 3-5) in remote public lands environments, to the extent possible.

• Develop recommendations for vehicle manufacturers and automated driving systems developers with regard to the performance and efficacy of their systems in environments similar to the NWR(s) studied.

• Synthesize the findings of the research study in a comprehensive Final Technical Report, which will be an internal document, but which the Government may use to develop public-facing reports in the future.

• Summarize the findings of the research study in a short Executive Briefing Slide Deck and virtually present the findings to the PM and invited DOI and DOT guests.

4.0 Proposal Requirements

4.1 Proposed Approach

Respondents should describe their proposed approach, addressing the following:

• Location(s), Duration and Schedule: Respondents must propose an appropriate duration (minimum of 40 hours of data collection) and schedule for one or more of the NWR sites and describe why their selected duration supports their proposed data collection and analysis approach for each site.

• Technology: Vehicles and ADAS proposed to be evaluated. The government has a preference for late-model (2025 or newer) commercially-available production vehicles, cutting-edge ADAS (i.e., most advanced production ADAS available for selected vehicles), and varied manufacturers and vehicle configurations. Prototype ADAS systems will also be considered, but the preference is for commercially-available production vehicles and ADAS.

• Data Collection and Analysis Approach: For each NWR proposed, respondents must identify which ADAS features they plan to test and how they plan to evaluate performance with respect to wildlife interactions, visitor interactions, and operations, across a variety of road conditions, geometries, and lighting. The ADAS technologies proposed must be able to safely navigate the challenges posed by each refuge where it is to be tested, specifically operating safely around wildlife.

4.1 Required Elements

Proposals must include tasks for the development of the following, which must be approved by the PM prior to the start of field operations.

• Project Management Plan (Objective 3.1): Proposals must include a task for the development of a Project Management Plan for completing the contract with detailed intermediate steps.

• Site Operations and Safety Plans (Objective 3.1): Proposals must include a task for the development of Site Operations and Safety Plans for each NWR where operations are proposed.

These plans will provide details about the proposed days, times, and routes where operations are planned and must include a safety component identifying potential risks to people and wildlife, as well as how these risks will be mitigated.

• Procurement and Instrumentation Plan (Objective 3.2): Proposals must include a task for the development of a Procurement and Instrumentation Plan outlining the sourcing, configuration, and verification of the test vehicle(s).

• Data Management Plan (Objective 3.2): Proposals must include a task for the development of a comprehensive Data Management Plan, describing how all data generated, collected, and analyzed throughout the project will be governed.

4.2 Constraints and Allowances

Proposals must comply with the following:

• Period of Performance: Respondents may propose an overall period of performance of up to 24 months from contract award, with accelerated timelines viewed favorably.

• Property & Sourcing: No Government Furnished Property (GFP) will be provided. The Contractor must supply all vehicles, data-logging instruments, fuel, power, and software.

• Communications: All public or media interactions must be approved in advance by the PM.

• Travel: Travel for the purposes of on-site data collection is expected. All planned travel expenses must be specified in the proposal, must be necessary and reasonable, and must be consistent with the Federal Acquisition Regulation (FAR) and all other applicable statues and regulations.

• Data: Raw and processed data created will be the property of the Government and must be transferred upon request.

• Teaming: A teaming approach is permitted but not required. Proposers are encouraged to partner with other organizations if collaboration directly enhances the technical merit, feasibility, and impact of the proposal, if doing so bridges critical capability gaps, or if it enables a more objective evaluation/analysis.

• Pricing: For proposals encompassing multiple locations, contractors must provide itemized, site-by-site pricing.

5.0 NWR Descriptions, Site-Specific Constraints, and Operating Requirements

This section includes descriptions of the three NWRs where testing may be proposed. Site-specific constraints and operating requirements are provided for each NWR.

5.1 Desert NWR

Desert National Wildlife Refuge is the largest national wildlife refuge outside of Alaska, covering over

1.6 million acres in Southern Nevada. The primary access to the refuge is via Corn Creek Road, a 3.5 mile paved roadway that leads from US-95 to the visitor center. From there the refuge is crossed by two main roads, Alamo Road and Mormon Well Road, along with smaller roads like Gass Peak Road which travels to the southern boundary of the refuge. These roads are rugged, requiring off road tires and four wheel drive to avoid getting stuck.

Because of its rugged terrain, Desert NWR presents a good opportunity to test how ADAS perform on roads that vary in terrain, steepness, and surface consistency. These roads provide opportunities to test ADAS’ ability to identify different terrain features and adjust driving styles accordingly.

There are a variety of routes and terrain types that could be tested at Desert NWR. The majority of Mormon Well Road is rocky and travels high into the mountains with a few locations of loose rock and steep climbs. Alamo Road is longer but for the most part flatter and easier to travel as it winds through a valley in between two mountain ranges. Gass Peak Road is shorter than the other two and has sections of loose rock that are deposited during monsoon events. This road is less maintained and has sections of vegetation encroaching along the roadway. All the roads at Desert NWR travel in locations that are extremely remote with no cell service and no other vehicles traveling nearby. The only way to communicate during an emergency is through satellite devices. It is vital that before testing, all precautions are taken and the testing team has the tools and materials necessary to deal with an emergency. Driving to remote locations on the refuge during the summer months between May-October is discouraged to avoid heat related emergencies.

There are instances of wildlife crossing the roadways at Desert, with the most common species being small rodents like ground squirrels, along with the threatened Mojave Desert Tortoise. Avoiding collisions with wildlife is of the utmost importance to the refuge and proper precautions will need to be taken.

Visitation is low in backcountry areas year round, with only a small percentage of refuge visitors traveling past the visitor center at Corn Creek onto the rough backcountry roads. Late fall, winter, and spring bring more visitors and birders to the refuge, as opposed to the summer months where excessive heat keeps visitation low.

More information on Desert NWR can be found here: https://www.fws.gov/refuge/desert/visit-us https://www.fws.gov/refuge/desert/visit-us

5.1.1 Desert NWR Site-Specific Constraints and Operating Requirements:

• Proposals for ADAS testing in Desert NWR should focus on areas within 10 miles of the visitor center on the roads mentioned in Section 5.1 above.

• The preferred time period for ADAS testing in Desert NWR is between January-April 2027.

Proposals for testing between November 2027-April 2028 will also be considered. Due to the potential for extreme heat testing during the months of May-October will not be allowed.

5.2 Neal Smith NWR

Located approximately 20 miles east of Des Moines, IA, Neal Smith NWR was established in 1990 with the purpose to protect, restore, reconstruct, and manage native ecosystems of tallgrass prairie, oak savanna, and sedge meadow. The refuge now totals over 6,200 acres. Neal Smith NWR receives over 210,000 visitors, with over 3,000 arriving by bike and more utilizing trails and the bike lanes once they arrive.

The refuge’s primary access is via a nearly 5-mile paved entrance road, which includes bike lanes, connecting to the town of Prairie City, IA. A number of county roads crisscross the refuge and are frequently used by visitors, including 96th Avenue West, which passes through an 800-acre bison and elk enclosure. Bison viewing is incredibly popular at the refuge, with many viral videos attracting large numbers of visitors at certain times of year. Bison jams can happen with frequency creating a unique challenge for visitors. The county is currently paving some roads on the west side of the refuge, which may result in different conditions than existing maps may show. With the rolling hills, a mix of gravel and paved roads, and the unique opportunity to drive through the bison enclosure, testing at Neal Smith NWR would replicate that driving experience at many national public land sites across the country.

More information about Neal Smith NWR can be found here: https://www.fws.gov/refuge/neal-smith/visit-us.

https://www.fws.gov/refuge/neal-smith/visit-us https://www.fws.gov/refuge/neal-smith/visit-us

5.2.1 Neal Smith NWR Site-Specific Constraints and Operating Requirements:

• Proposals for ADAS testing in Neal Smith NWR must include the roads that travel through the Bison and Elk Enclosure and the main entrance road. Any other park or county roads open to public travel may also be included.

• The preferred time period for testing at Neal Smith NWR is April-November 2027. Proposals for testing during other time periods will not be considered.

5.3 Parker River NWR

Located along the northeast coast of Massachusetts in an area of dense and expanding human development about an hour northeast of Boston, Parker River NWR has special significance and value to migratory birds, other wildlife, and people. The NWR’s transportation system consists primarily of a single, 6.4-mile multi-use main road (Refuge Road) that transitions from paved asphalt to gravel. This shared artery connects visitors to numerous designated parking lots, pull-offs, wildlife viewing platforms, and boardwalks and trails. Biking and driving are strictly confined to the roads. Visitors can explore boardwalks and trails on foot; however, the refuge road does not have sidewalks and pedestrians use the roadway and shoulder.

Parker River NWR experiences its highest visitation from May to September, with a large volume of different users whose approaches to visitation impact roadway behavior. For example, during spring migration, birders may be traveling below the speed limit, stop suddenly in the roadway, or pull onto the shoulders. During summer, swimmers eager to reach the southernmost beaches may travel above the speed limit. On busy summer weekends, visitation can exceed parking lot capacity, leading to short-term closures.

Refuge wildlife introduces varied roadside behavior as well, including deer grazing on the shoulders, turkeys strutting in the road and roadsides, and large cloud-like formations of tree swallows swarming over the roads in late summer.

Proposals for testing in Parker River NWR must include the unpaved portion of the refuge road, where road user and wildlife behavior can be more unpredictable.

More information about the Parker River NWR can be found here: https://www.fws.gov/refuge/parker-river.

https://www.fws.gov/refuge/parker-river https://www.fws.gov/refuge/parker-river

5.3.1 Parker River NWS Site-Specific Constraints and Operating Requirements:

• Proposals for ADAS testing in Parker River NWR must include the unpaved section of the main refuge road, and proposals that include the entire main refuge road are preferred.

• The preferred time period for testing at Parker River NWR is April-November 2027. Proposals for testing during other time periods will not be considered.