Appendix B - Statement of Objectives.pdf

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Appendix B

Statement of Objectives (SOO) for the

Development of an Automated Driving System (ADS) National Strategy for the National Park Service (NPS) Through the Use of Pilots in an Operational Setting

1.0 Purpose

The purpose of this BAA is to conduct operational pilots of driving automation technologies (including Advanced Driver Assistance Systems [ADAS2] and Automated Driving Systems [ADS]) at selected national parks to inform potential long-term integration into parks’ remote transportation systems, to improve their efficiency and sustainability. The National Park Service (NPS) is the federal government’s premiere natural and cultural resource preservation agency, and park units span a wide range of geographies and environments. These settings are often remote, include signage that differs from typical roads, and have irregular design and markings, mapping discrepancies, under resourced emergency services, Wi-Fi and cellular network limitations, and unexpected obstructions such as wildlife, pedestrians, and other road users. Successful integration of appropriate vehicle automation technologies into park transportation systems has the potential to enhance the NPS’s resource protection and visitor experience mission. This pilot seeks to enhance the understanding of this potential and related planning considerations through operational experience and evaluation at selected park sites. This BAA is looking at three national parks for proposed pilots. Offerors may submit proposals to pilot operations in one, two, or all three locations identified below in the

SOO.

The pilot will involve planning, testing, and operating ADAS and/or ADS technologies in coordination with the NPS while adhering to the constraints and parameters of specific park sites. Ultimately, findings from this pilot will inform an NPS National Strategic Plan for the integration of vehicle automation technologies into park units across different park typologies.

Offerors will provide input into the development of the National Strategic Plan, based on their experience operating the pilots. Documented lessons learned will precipitate a national strategic plan for driving automation systems deployment in remote locations based on prototype testing at NPS park units. The sharing of documented lessons and findings within the Department of Transportation (DOT) and the Department of the Interior (DOI) will inform NPS and other Federal Land Management Agencies on the architecture and technology needs for incorporating driving automation systems in mobile fleets and roadway infrastructure.

Driving automation systems can potentially improve access to rural and remote areas of federally-owned and operated properties, including enhanced transit operations through the use of ADS-equipped shuttles. In order to support sound decision-making on future implementation, this project will need to provide data and findings that will inform planning and analyses including using economic costs and benefits associated with driving automation systems in remote federal lands.

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2.0 Background

The Office of Federal Lands Highway (FLH), of the US Department of Transportation (U.S.

DOT) Federal Highway Administration (FHWA), was established to promote effective, efficient, and reliable administration for a coordinated program of federal public roads and bridges; to protect and enhance our Nation's natural resources; and to provide needed transportation access for Native Americans. FLH’s primary purpose is to provide financial resources and transportation engineering assistance for public roads that service the transportation needs of Federal and Indian lands. A key element of federal public roads includes those within the National Park System, and this project aims to further the understanding of vehicle automation technologies applied to remote NPS and other federal lands roadways and impacts on infrastructure and operations through conducting operational pilots.

The transportation system, including the rural transportation system, of the future is safe, reliable, efficient, advances American competitiveness, and supports good-paying jobs.

This research must focus on the durability of the system, the ability to absorb mixed-fleet operations, adapt to future technological advancements in driving automation systems, and maintain service and visitor experience satisfaction. The transportation system of the future may be particularly well-positioned to leverage and amplify the benefits of responsibly-deployed driving automation systems and infrastructure in remote areas such as national park units. This is due in part to the flexibility offered by lower density and greater availability of open spaces, compared to densely populated urban and suburban environments.

NPS has embarked on a multi-year effort to test driving automation systems in national parks in collaboration with U.S. DOT, building upon a Memorandum of Understanding (MOU) Regarding Transportation Innovation in the National Park System between the Departments of the Interior and Transportation. The initiative started in 2021 with the first ADS-equipped shuttle pilots in a recreational public lands setting at Yellowstone National Park and Wright Brothers National Memorial using low-speed novel vehicles with safety attendants to transport park visitors between stops along a designated route within the park. Building off this success, the NPS tested a larger, traditional ADS-equipped bus at Sleeping Bear Dunes National Lakeshore in the summer of 2024.

Findings from the aforementioned experimental shuttle work identified additional research needs and goals for future National Park Service work on driving automation systems. The Intelligent Transportation Systems Joint Program Office (ITS JPO) has programmed funding to continue this research, helping further demonstrate this technology in up to three recreational settings (including rural and remote environments as it pertains to driving automation technology deficits). This project will enable further development and use of emerging mobility technologies supported by the MOU, beyond those piloted previously, and demonstrate the ability of driving automation technologies in remote environments (e.g., areas with limited connectivity). The project will test prototype technologies in operational environments in National Park units with different geographic, topographic, and climatic https://www.doi.gov/sites/doi.gov/files/esb46-2629-mou-between-doi-and-dot-re-transportation-in-parks.pdf https://www.doi.gov/sites/doi.gov/files/esb46-2629-mou-between-doi-and-dot-re-transportation-in-parks.pdf https://www.doi.gov/sites/doi.gov/files/esb46-2629-mou-between-doi-and-dot-re-transportation-in-parks.pdf https://www.doi.gov/sites/doi.gov/files/esb46-2629-mou-between-doi-and-dot-re-transportation-in-parks.pdf https://www.nps.gov/articles/000/national-park-transportation-a-green-ride-powered-by-stem.htm https://www.nps.gov/articles/000/national-park-transportation-a-green-ride-powered-by-stem.htm

B-3 variances. Results of the prototypes will drive a national strategic plan for the NPS for incorporating driving automation systems technology.

3.0 Scope

Offerors must provide management, necessary technical and support services, vehicles, and operational capabilities to plan, test, conduct, and evaluate a pilot of vehicle automation at proposed NPS locations. This pilot will be deployed in two phases. Following the completion of these two phases, the Offerors must be available to support the documentation of findings towards an NPS-scripted National Strategic Plan for driving automation systems integration into transit vehicle fleets.

Offeror teams should have expertise in not only driving automation technology but also in vehicle maintenance, operating service, customer support, communications, and research and evaluation.

Post-Selection Plan Submittal and Approval

After award and selection, and after coordination with the COR and NPS staff, vendors will be required to develop and submit the following documents for NPS review and approval. NPS will issue a Special Use Permit allowing operations within the park(s) prior to the start of operations after all documents are accepted.

• Risk Management and Safety Plan o Table identifying potential risks and mitigation strategies

• Operations Plan o Finalized route alignment, stop locations, and schedule o Overview of vendor staffing and roles o Overview of NPS staffing and other needs

• Communications Plan o Protocols for communications with visitors, park staff, NPS regional office and

Washington office staff, and external stakeholders o Plans for media outreach, social media postings, and any other pilot marketing

• Certificate of Insurance o Confirmation of $5M general liability and $5M auto liability coverage

• Data Collection & Evaluation Plan o Data needs and metrics to measure performance and evaluate success across, at a minimum, the following elements: technology readiness, financial sustainability, suitability for the park’s operating environment, workforce impacts, resource protection, and visitor experience o The vendor’s data report based on this plan will be reviewed at the end of Phase I as part of the Government’s decision on whether or not a vendor will advance to Phase II

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Phase 1 (Base): Technology & Operations Pilots

In Phase 1, the Offeror will deploy multiple driving automation systems technologies using piloted field operations in up to three National Park units with varying geographic constraints, terrains, customer bases, and climates.

Phase 1 focuses on the technology and operations, and has the following primary objectives:

• To address driving automation systems (ADAS and ADS) in a manner suited to the three distinctly unique parks’ transit needs, safely, and efficiently.

• To accommodate the remote nature of the road network (i.e., parks may include paved or unpaved road segments), including road hazards such as vulnerable road users (pedestrians, bicyclists), wildlife (animal detection), and work zones.

• To field verify successful transport of visitors during a full operational season (likely late spring through fall, depending on each park’s specific operating season).

• To operate driving automation systems with and without satellite coverage and limited Vehicle-to-Everything (V2X) infrastructure (potentially including low orbiting earth satellites and 5G Multi-Access Edge Computing-type V2X communications).

• To operate unimpeded by climate variations of heat, cold, snow, and heavy rain as well as extreme daylight or darkness.

• To have positive feedback on the methods used to inform NPS staff, adjacent roadway owners, and visitors on the use of driving automation systems technologies.

• To provide a digital interface for communication with operators and the general public.

• To minimize risk to safety of riders, adjacent road users, and resources within each park unit.

• To provide the DOT/DOI with sufficient data to inform sound decisions on future investment in automated driving systems.

Upon the successful operation and assessment of multiple driving automation systems’ ability to operate in a range of park environments including GPS denied zones in Phase 1, the NPS will identify viable driving automation technologies and park environments for further evaluation in Phase 2.

Decision to Proceed to Phase 2

Offerors are encouraged to propose pilot concepts for the 2026 operating season (Phase 1), with an optional extension for 2027 (Phase 2) to show how the service could be expanded and improved to respond to challenges identified in the first year of service. The decision on whether or not to exercise the Phase 2 option period will be based on the availability of funding and the success of the demonstrated technology in an operational environment in Phase 1, as it relates to criteria including safety, efficiency, accessibility, interoperability, workforce readiness, and customer satisfaction/mission.

The Offerors will collect and make available appropriate data required to support their own evaluation report and further evaluations of the pilot by the NPS, the U.S. DOT Volpe Center, and any independent evaluator appointed by the NPS. Collected data includes details of operator service, safety incidents, operation interruptions, and rider comments/feedback.

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Surveys intended for public comment collection will be supplied to the Offeror by the NPS.

The Offeror will collect and extrapolate the data for decision making purposes.

At the conclusion of Phase 1, a determination to proceed to Phase 2 will be made by a panel of subject matter experts from the DOT and DOI. This decision will be made separately for each park. The evaluation for advancement will be based on the Data Collection & Evaluation Plan (described above) that gauges the success of meeting Phase 1 and proposed Phase 2 objectives.

Phase 2 (Option): Planning for ADS/ADAS Technologies

If selected to proceed to Phase 2, Offerors, in coordination with the NPS will continue to provide planning services for the deployment of driving automation systems technologies at NPS sites with different challenges driven by terrain, road type (e.g., paved or unpaved), climate, users, satellite coverage, and other factors as needed. The planning will also include an approach for continued testing of proposed driving automation technologies and the process of obtaining necessary approvals from appropriate government agencies. In addition, Offerors will be required to operate and manage proposed vehicles equipped with driving automation systems throughout the duration of Phase 2 of the pilot.

Phase 2 focus primarily on future scenario planning, and has the following primary objectives:

• To gauge technology options that could improve the financial and operational sustainability of NPS’s transit system business models.

• To evaluate the reduction of impacts on park natural and cultural resources and enhance the visitor experience.

• To gauge the integration of technology into the NPS shuttle fleet.

• To identify digital infrastructure needs based on the technologies piloted.

• To gauge the rate of adaptation of technologies by the expected future workforce so as to avert delays in operational effectiveness and address driver shortages (especially those particular to rural/remote park settings).

• To forecast future scenarios, spawned by the piloted ADS and ADAS technologies, that spill into needs for private vehicles, NPS maintenance fleets, and goods movement.

• To evaluate the effectiveness and efficiency of mobile app communications for operators and the public tied with a fleet of vehicles equipped with driving automation systems.

Documentation of Findings

The primary objectives for the documentation of findings are the following:

Findings from both Phase 1 and Phase 2 will inform a National Strategic Plan for the integration of driving automation systems technologies into park units across different park typologies.

Offerors are expected to support identification of lessons learned, research questions, and findings from Phase 1 as well as Phase 2 (if applicable) and provide supporting data and information while minimizing potential for biases.

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Offerors will provide criteria for integrating automated vehicle fleets into business operations, resulting in approximately seven to ten measures of effectiveness to gauge characteristics such as: maintenance and operations of service, projected costs, customer expectations, safety, adaptability to technological advancements, Buy America and other regulatory compliance, workforce development, management of a mixed fleet, agency readiness to adopt driving automation systems technologies, cyber-physical infrastructure and cyber security, and reliability of service.

Key Constraints and Expectations

Offerors should consider the following constraints/expectations in their BAA responses:

• Vehicle Type – Vehicles with conventional designs (i.e., not purpose-designed for automated operation) are preferred for NPS automation pilots, but novel-design vehicles may also be considered. If proposing the use of novel-design vehicles, Offerors should demonstrate that the vehicle choice is suited to the park roadways/operations and aligns with research goals and NPS goals (e.g., the intent to explore options with the potential for long-term integration into park transportation systems). Vehicles should comply with all applicable regulatory requirements, including Federal Motor Vehicle Safety Standards (FMVSS), Federal Motor Carrier Safety Regulations (FMCSR), Americans with Disabilities Act (ADA), and Buy America. Vehicle size and format could vary based on the service concept and park characteristics. Vehicles used could potentially include light-duty vehicles, transit vans, or buses. A range of powertrain options (e.g., gasoline, diesel, hybrid, or electric) are acceptable, though the vehicle used should be appropriate for the park context in which it will operate. Depending on the park unit, selected NPS vehicles may be available for consideration if driving automation system retrofitting for the pilot is practical (see Section 5.0 of the Statement of Objectives for information about specific NPS vehicles available).

• Jurisdiction and Routes – The service would operate within the park (and possibly on nearby roads outside of the park, especially for non-continuous parks), providing rides between locations that could include visitor centers, major attractions/features, lodging/campsites, trailheads, and other points of interest. State and local laws would need to be met when vehicles are operating off of federally owned roads.

• Speed and Operating Conditions – Any vehicle used should be capable of operating at the posted speed limit on all roads it will use (both its service route and any other roads it will travel on when not in service). It should also be able to operate in typical weather experienced in the proposed locations during the operating season for that location (e.g., cold winter conditions, high precipitation, and hot/humid summer conditions).

• Operating Season/Duration – Ideally, operations would occur throughout the year (for parks that are open year-round) or during an entire season for parks that are closed for part of the year (the operating season may range from 60-180 days, but Offerors should clearly propose operating schedules including vehicles and hours). It would also be useful for the service to operate for more than a single season to allow for improvements to be made and

B-7 evaluated over time, if a decision is made to continue with a subsequent Phase 2 pilot at the park unit. Days and times of operations will be negotiated with the park unit.

• Operational Concepts – o Integrated fixed-route service: This service would use one or more medium or heavy-duty buses equipped with driving automation systems to provide rides to park visitors. It would have a fixed route with pre-determined stops and run on a schedule with set headways and arrival times. The buses and/or equipment would integrate with an existing major park transit service (i.e., using the same route, serving the same stops, and operating on the same schedule or providing a complementary route). The pilot would help parks understand how this technology could integrate into their transit systems and how their performance compares to conventional buses features.

o On-demand service: This service would use ADS-equipped light-duty vehicles, vans, or small buses to provide rides to park visitors. It would have fixed pick-up and drop-off locations, but it would have a variable schedule based on visitor requests submitted via a smartphone application. The service would vary its routing in order to efficiently serve ride requests between the various pick-up and drop-off locations. This service would be most applicable for a park with a network of roads (rather than a single loop) where reliable cellular network connections are available.

In addition, it would be most appropriate for parks where visitors can access the park without the use of a private motor vehicle or where parking is available at the park, but parking at major attraction sites is often overcapacity.

• Communication – o Offerors are encouraged to develop teams with the ability to manage all aspects of the proposed pilots, including planning, operations, and evaluation of pilots.

Additionally, operating in a National Park requires a customer service mentality, high attention to detail, and excellent communication with NPS staff. Offerors should assume that NPS staff will be minimally involved in proposed pilots once plans are finalized, but that timely and accurate communications will be essential.

o All information and data related to this project that the contractor gathers or obtains shall be both protected from unauthorized release and considered the property of the government. The CO will be the sole authorized official to release verbally or in writing any data, draft deliverables, final deliverables, or any other written or printed materials pertaining to this contract. Press releases, marketing material, or any other printed or electronic documentation related to this project must not be publicized without the written approval of the CO.

• Permits and Safety – o Offerors must be able to secure a Special Use Permit from NPS prior to beginning testing or passenger operations, and they must remain in compliance with the terms of the permit at all times during the pilot. Special Use Permits outline the terms and

B-8 conditions under which a private service can be operated within a National Park Service unit. Offerors will negotiate the terms of the Special Use Permit with the park unit after being selected, including decisions made by the NPS Headquarters.

o Offerors will be responsible for ensuring compliance with all applicable laws and regulations for operating a public transportation service, including ensuring all safety requirements are met and appropriate emergency response plans are in place.

Anything that Offerors require from the NPS to ensure a successful pilot should be specified in proposals.

o Offerors are required to meet with NPS for input solicitation and subsequent development of a detailed plan for the pilot. Prior to field deployment, Offerors must perform necessary pre-deployment activities including mapping of the pilot sites, training of pilot staff, developing visitor information/support instructions, etc. as defined by the plan.

o Offerors are required to conduct appropriate testing of proposed driving automation systems technologies, share results with the NPS, and obtain necessary approvals from appropriate agencies/bodies to proceed to field deployment. The approval process is expected to follow protocol established by U.S. DOT and DOI.

o Operating and managing pilot vehicles safely throughout the pilot period will be the responsibility of Offerors. Number of vehicles/hours/duration of operations should be suited to the proposed park location’s transportation needs.

• Findings – Offerors are required to conduct an evaluation and document findings and lessons learned. Data needed to assess the viability and performance/reliability of deployed driving automation technologies will be collected by Offerors throughout the pilot deployment period to support this project and further evaluation of the project by the Volpe Center and/or any independent evaluator appointed by NPS.

4.0 Performance Objectives

The goal of this research and the operational field pilots is to test driving automation systems in geographic locations that are limited in cellular connection, vast in terrain differences, and inclusive of climate variants. The overall objective is to enhance the movement of goods and people in and through park units by bringing the anticipated benefits of automated vehicles to park units and enabling economical, safe, and efficient movement of people there-in. The objectives are to be met through the provision of management, necessary technical and support services, and operational capabilities to plan, test, conduct, and evaluate a pilot of vehicle automation at proposed NPS locations.

U.S. DOT and U.S. DOI desire research to achieve their transformative vision of a people-centered transportation system that provides safe and reliable transportation with a focus on an interoperable multi-modal system to advance seamless movement of people and goods.

Specifically, the project shall:

• Identify opportunities and challenges, technical and policy, associated with automated vehicle operations, deployment, and economic vitality.

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• Demonstrate automated vehicle application concepts, which include relevant digital infrastructure elements from formulation, through design, technology maturation and readiness validation, testing and evaluation, and sustainable deployment. This includes operational communication services that engage and inform the transit riders.

• Identify adoption challenges and opportunities of highly automated technologies including automated vehicles, digital infrastructure, and connected technologies for transportation use in remote areas.

• Provide an analysis of labor and workforce development impacts of automated vehicle adoption in rural communities. Consider policies or collective bargaining agreements that are required to ensure automated vehicle efforts enhance and do not degrade overall, or net, job pay and quality, and that such efforts build skills, knowledge, and wealth in regions being served by the automated vehicle adoption.

• Provide an analysis of customer appreciation and acceptance of automated shuttle services in park units.

• Identify successes in navigating road hazards including wildlife, rockfalls, vulnerable road users, work zones, and erratic cellular communications.

• Provide criteria for gauging the integration of automated vehicle fleets into business operations.

5.0 Park-Specific Pilot Information

To inform potential Offerors of park-specific information, needs, and constraints, the following summary is provided, covering the three NPS units that are potential options for conducting the pilot:

• Acadia National Park (ACAD)

• Golden Gate National Recreation Area (GOGA)

• Yosemite National Park (YOSE)

Note that this reflects the currently available information based on NPS discussions but may not reflect all details and considerations relevant to a specific driving automation system. For example, designation of a route in the summary does not necessarily indicate that the route is suitable for a particular automation implementation. Questions and clarifications requested by Offerors should be directed to the FHWA Contracting Specialist and not the individual park unit.

Table B-1: NPS ADS/ADAS Pilot Route Information – Summary

NPS Site Route Existing / New Route

On- Demand /

Fixed- Route

ADS/ADAS

Park /

Vendor Vehicles

Vehicle Type

Number of

Vehicles Operating

Season

Acadia National

Park Hiker

Shuttles New On-demand ADS Vendor

Light-duty

(Class 1- 2)

1-3 3-4 months, 8 hours a day, 5 days a week

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Jordan Pond Existing Fixed-route

ADS or

ADAS

Park partner or vendor Bus 1

Golden Gate National

Recreation Area

Marin Headlands New

On-demand ADS Vendor

Light-duty

(Class 1- 2)

1-3 3-6 months, 8 hours a day, 5 days a week Fixed-route ADS or

ADAS

Park/vendor* or vendor Bus 1

Yosemite National

Park Mariposa

Grove Existing Fixed-route

ADS or ADAS Vendor Bus 1

3-6 months, 8 hours a day, 5 days a week

*The park has access to 35' XHF diesel hybrids that they are willing to provide to the vendor. The vendor would be responsible for all operations and maintenance, as these are not actively used vehicles.

5.1 NPS ADS/ADAS Pilot Route Information: Acadia National Park (ACAD)

Background

Acadia National Park (ACAD) is located along the mid-coast of Maine and is consistently one of the top 10 most-visited national parks in the United States. Transit services are provided by Downeast Transportation Inc. (DTI), a nonprofit organization that operates the Island Explorer bus system on Mount Desert Island and the Schoodic Peninsula (where the majority of park visitation occurs). DTI provides fare-free service along 11 routes that serve the park and its surrounding communities from mid-May to mid-October. In 2024, total ridership was 497,000, following a peak ridership of 648,000 in 2019. DTI has a storage and administrative facility at 117 Gateway Center Drive, Trenton, ME, approximately 10 miles from the Hulls Cove Visitor Center, that should be considered for all storage, fueling/charging, and maintenance needs.

For ACAD, proposals are requested for the following services, complementing existing transit services in the park and region:

1. On-Demand Hiker Shuttles – On-Demand Automated Driver System (ADS)

2. Jordan Pond Fixed-Route Bus Service – ADS or Advanced Driver Assistance System (ADAS) Fixed-Route Bus Service

Information about each potential service follows.

A. ACAD - On-Demand Hiker Shuttles

The National Park Service is interested in piloting on-demand ADS hiker shuttles between locations on Mount Desert Island, both inside and outside of the park boundary. Locations where hiker shuttles could be beneficial include, but are not limited to:

• Hulls Cove Visitor Center

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• Cadillac Mountain North Ridge Trailhead

• Trailheads along the Jordan Pond route, such as Bubble Rock (though stops here may be challenging, especially for larger vehicles) and Jordan Pond

Offerors may also propose serving other origin locations and trailhead destinations in the park on Mount Desert Island. The actual pick-up or drop-off spots at each location are subject to discussion with the park and may include options like service entrances or existing shuttle bus stops to avoid more congested parking lot areas.

Goals of the Service

On-demand ADS hiker shuttles will be used to explore the feasibility of providing transportation from key origins to trailheads where existing fixed-route transit service is either unavailable or may not meet the needs of all visitors. Hiker shuttles would not need to operate on fixed routes or schedules but can operate using dynamic routing and scheduling in response to demand, serving pre-defined locations. Services should operate as a public transportation service, meaning that unaffiliated passengers may share the same vehicles/trips.

Vehicle Type/Capacity Needed: This service is envisioned as using small format vehicles, such as vans or small buses, which are ADS-enabled. Vehicles should be able to accommodate both passengers and hiking equipment and must be ADA-accessible.

Potential Technologies: ADS-operated vehicle with on-demand service dispatch system

Map

The initially proposed pick up and drop off locations are shown with orange stars in the following map. The overall operating zone is also shown, roughly, with a blue oval. Offerors may propose additional stops or an expansion of the zone to more of Mount Desert Island if it is within their current vehicle capabilities. Additional maps that could be used to help identify additional potential route destinations are available at:

https://www.nps.gov/acad/planyourvisit/maps.htm.

https://www.nps.gov/acad/planyourvisit/maps.htm

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Service Operations

Operational Season:

• ACAD is open to visitors year-round, but many park roads and facilities are closed for part of the year. The operating season for park roads, campgrounds, and other facilities is available here: https://www.nps.gov/acad/planyourvisit/hours.htm.

• Offerors should propose a specific operating season for the proposed pilot.

• NPS is open to proposals during any time of year that park facilities are open but is primarily interested in the period from mid-June through late October when the park receives the majority of visitors and the Island Explorer is in service.

Operational Hours:

• At a minimum, an 8-hour service period should be provided.

• Peak demand is generally between 9:00 am and 4:00 pm.

• Ideally, the service would run seven days a week. However, it could run a minimum of five days a week to allow for maintenance and simplify staffing.

o Mid-week tends to be busier than weekends.

https://www.nps.gov/acad/planyourvisit/hours.htm

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Number of Vehicles:

• Up to three vehicles.

Notes:

• The park is open to suggestions on the types of origin-destination pairs that would be best served by such a service.

B. ACAD - Jordan Pond Fixed-Route Bus Service (ADS or ADAS)

The National Park Service is interested in piloting the integration of ADS and/or ADAS services into the existing Island Explorer service. Details of the exiting Island Explorer service can be found at https://www.exploreacadia.com/index.html. For initial service, Offerors may propose pilots that would operate on Route 5: Jordan Pond.

Goals of the Service

Proposed pilots must be able to integrate into DTI’s existing service without compromising service to visitors.

Integrating ADS-equipped vehicles into DTI’s existing transit service will allow NPS to evaluate the readiness of such technologies for real-world deployment in a complex park environment, and the ability of such technologies to meet NPS standards for visitor services.

Piloting ADAS technologies will help NPS understand the potential for such technologies to improve the safety, reliability, and efficiency of DTI’s existing transit service. For this pilot, the vendor will work with DTI to train existing drivers to operate the vehicles.

Vehicle Type/Capacity Needed: The pilots are envisioned to operate using the existing fleet of DTI’s buses. Offerors can outfit one vehicle from the existing fleet with ADS or ADAS equipment necessary to conduct the pilot and remove such equipment at the conclusion of the pilot. The existing fleet consists of 30ft passenger buses that run on propane fuel. For additional details about the existing vehicle fleet, please contact the contracting officer listed in the BAA.

Alternatively, Offerors may propose providing their own vehicles for use in the pilot, which would operate in a mixed fleet with the DTI’s existing buses.

Potential Technologies: ADS operated vehicle; ADAS enhanced vehicle https://www.exploreacadia.com/index.html https://www.exploreacadia.com/route5.html

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Route Map

See https://www.exploreacadia.com/index.html for maps of other DTI routes. Please contact the contracting officer with additional questions about the routes, stops, etc.

Service Operations

• ACAD is open to visitors year round, but many park roads and facilities are closed for part of the year. The operating season for park roads, campgrounds, and other facilities is available here: https://www.nps.gov/acad/planyourvisit/hours.htm.

• Offerors should propose a specific operating season for the proposed pilot, but it must occur within DTI’s operational season for the fixed-route service.

o DTI’s Island Explorer is a seasonal service. The specific operating dates may change from year to year, but the service generally operates during the busy season from mid-June through mid-October. In 2024, the dates of operation for the Island Explorer bus system were June 23 through October 14. Peak visitation occurs in mid-August.

• At a minimum, an 8-hour service period should be provided.

• Peak demand is generally between 9:00 am and 4:00 pm.

• The existing service runs from 9:00 am to 5:00 pm at half hour intervals.

• The existing service runs seven days a week. However, the ADS/ADAS vehicle could run a minimum of five days a week to allow for maintenance and simplify staffing.

o Mid-week tends to be busier than weekends.

https://www.exploreacadia.com/index.html https://www.nps.gov/acad/planyourvisit/hours.htm

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• Funding is likely only available for one vehicle for fixed-route service.

• Offerors will supply a vehicle that integrates with the existing DTI service headways and stops on the Jordan Pond transit route.

Government and Vendor Furnished Equipment

The distribution of responsibility for government and vendor furnished equipment is shown in the table below. At Acadia, DTI is the nonprofit transit operator that provides service under a cooperative agreement with the NPS. NPS does not own or operate any fleet, so in this case DTI will be the partner for many aspects of the pilot operations.

The distinction between government and vendor furnished equipment is generally that park infrastructure is NPS’s responsibility and ADS/ADAS infrastructure is the vendor’s responsibility. For example, when it comes to updating signage, NPS will be responsible for any signage that will be put up in the park and the vendor will be responsible for any signage on the buses. This could lead to some dual responsibilities, such as in the case of a QR code for a vendor survey being posted. In addition, any signs, decals, or QR codes posted on the buses will need to be approved by NPS.

Government Furnished Equipment Vendor Equipment Vehicles Fixed-Route Bus Service: The Offeror can choose to retrofit existing DTI fleet vehicles with ADS or ADAS equipment (or they can provide their own bus).

Fixed-Route Bus Service: Either an ADS kit to furnish existing DTI fleet vehicles or the vendor’s own, outfitted automated vehicles.

On-Demand Hiker Shuttles: ADS-enabled, ADA-accessible small format vehicles

Storage space

The park will provide on-site storage for vehicles used in the pilot. Storage may be in a secure lot, garage, or in an unsecured parking lot.

DTI will provide access to on-site storage of equipment needed to operate the pilot.

If the vehicle must be parked indoors and the park does not have indoor garage space, the vendor could bring a storage container.

Network The park has mixed coverage depending on location and demand. NPS does not have network equipment available. There is Wi-Fi at DTI’s overnight storage facility that the vendor could use. This facility is located at 117 Gateway Center Drive, Trenton, ME.

The vendor will be required to supply whatever network equipment they will need beyond what is already available at the park.

Charging/ fueling

There are existing propane, diesel, and gas fueling facilities on site or nearby. A site for a temporary charger could be located at DTI’s facility, with the Offeror installing a temporary charger for any battery electric vehicle.

The vendor may need to bring their own charging infrastructure depending on what type of vehicle they offer.

Signage NPS will provide signage at stops (beyond existing DTI service signs) if needed to inform visitors about the service.

If the vendor requires additional signage for localization or other purposes, they will need to provide it.

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Stops Fixed-Route Bus Service: Will use existing DTI bus stops.

On-Demand Hiker Shuttles: Will use pre-determined pick-up and drop-off locations. NPS will provide signs for visitors indicating the locations of these pick-up/drop-off locations.

Both: Public restrooms, buildings, picnic areas, and concession-operated services will be available during normal business hours for both staff and riders.

If the vendor requires any additional stop infrastructure beyond what is already provided, they will need to coordinate with the park on what deploying that infrastructure would entail. It would likely be the vendor’s responsibility, and would need to conform to park constraints.

Network Connectivity

Given the rural nature of the park, existing network connectivity is limited. While current GPS coverage and cellular coverage are sufficient for the existing shuttle fleet, there may be challenges for ADS/ADAS vehicles. The park does have Wi-Fi that would be made available to the vendor at the storage location.

Roles for Driver Provision

The park’s preference for fixed-route service is that existing transit staff serve as safety operators, and that the transit operator DTI is fully integrated into this pilot. DTI will either hire new operators for this service or solicit interest in existing staff. Any other vendor support staff who are necessary for the pilot will have access to DTI breakrooms and restrooms.

Securing housing nearby may be a challenge.

5.2 NPS ADS/ADAS Pilot Route Information: Golden Gate National Recreation Area (GOGA)

Golden Gate National Recreation Area (GOGA) is the nation’s largest national park unit in an urban setting and is the second-most visited unit of the National Park System in the United States. It is located in Marin, San Francisco, and San Mateo counties, encompassing several related, non-contiguous areas.

For GOGA, proposals are requested for a new service, the Marin Headlands Shuttle. This service would complement existing transit service in the park and region, potentially providing a transit connection between San Francisco City/County and Marin County as well as a shuttle service within the Marin Headlands.

Proposals can be for fixed-route or on-demand service.

B-17

Goals of the Route

The Marin Headlands unit of GOGA is heavily visited and spatially close to large population centers but is poorly served by public transportation. The geography of the area and dispersed nature of sites in the unit have made transit service in this area challenging in the past. One of the challenges has been the difficulty of finding drivers to operate the service and the costs of labor needed to operate services.

There has been a very marked increase in transit costs in the Bay Area in the past five years.

The impacts of this have been felt in all three counties that GOGA is located in. There have been several transit routes that serve the park either suspended or reduced in service frequency.

The park believes that ADS technology has the potential to help manage costs and provide service to sites that have previously been financially infeasible to serve.

San Francisco Municipal Transit Agency (SFMTA) previously operated public transit service in this area (route 76) but this service was suspended in 2019. They are not expecting that they will be able to reinstate it. One of the challenges of this route was the infrequent, one-hour headways, which made it difficult for passengers to plan around. GOGA had been working with the Presidio Trust, the Golden Gate Bridge, Highway and Transportation District, and Caltrans on introducing a Marin Headlands route even before route 76 was suspended, but these plans were shelved in 2020.

GOGA is interested in piloting ADS-operated transit services in the Marin Headlands to evaluate the financial viability of such services to improve transit service and visitor access in the Marin Headlands. These services could be fixed-route bus services or smaller-format on-demand services.

Vehicle Type/Capacity Needed: Fixed-route service is envisioned as using a full-size transit bus, either by providing an outfitted vehicle of this form factor or by outfitting vehicles the park has access to, but smaller buses or other vehicle formats may also be considered.

On-demand service is envisioned as using up to three outfitted light duty vehicles (Class 1-2), likely minivans or similar, that are shared by passengers that have booked similar rides separately.

Potential Technologies: ADS operated vehicle or ADAS enhanced vehicle for fixed-route service; ADS-operated vehicle with on-demand service dispatch system for on-demand service.

The following map shows the potential Marin Headlands route broken into three sections. The Offeror has the option of either serving all three sections or just the second (orange) and third (yellow) sections. Each section could be served in automated or manual mode, subject to the constraints outlined in this summary. The route could be served as either a traditional, fixed-route transit service or as an on-demand service with variable stops along the three segments.

B-18

The first section of this route (blue, shown in the following map) would start at the Presidio Transit Center and travel to the Crissy Field waterfront, the Muni 30 transit hub, and the Golden Gate Bridge Welcome Center. This is where the majority of passengers are expected to start their trips by transferring from other transit providers that serve stops in this area.

B-19

The second section (orange, shown in the map to the right) would connect across the bridge to the Vista Point and NW Bridge Lots immediately north of the bridge, which are trailheads that provide trail access to Fort Baker and Marin Headlands, respectively. If required by the vendor, this section over the Golden Gate Bridge could be driven in manual mode.

The third and final section (yellow, shown in the map below) would be within the Marin Headlands, connecting to most trailheads and scenic vista points in the site. This section covers the majority of the destinations potential passengers are expected to be interested in using the shuttle service to visit. However, it would be difficult from a technical perspective to serve just this yellow section, primarily because the Vista Point parking lot is only accessible from the northbound lanes of the Golden Gate Bridge, so reaching the Vista Point parking lot is only possible after crossing over the Golden Gate Bridge and back. It may be possible to have the stop along US-101 that passengers board at be somewhere other than the Vista Point parking lot, but then it would be difficult for potential passengers to either use transit or find a parking spot that would enable them to access that stop. Therefore, the yellow section must be served in conjunction with the orange section.

Route Length: Approximately 8 miles, one-way

B-20

Route Operations

Operational Season:

• Service could potentially be provided year-round, as the park is open all year.

• However, for an initial 3-6-month pilot, the focus should be on June through August, and potentially extended to May through October based on funding availability.

Operational Hours:

• At a minimum, an 8-hour service period (8:00 am to 4:00 pm) should be provided.

• Ideally, the service would run seven days a week. However, it could run a minimum of five days a week to allow for maintenance and simplify staffing. Operations should include weekends.

Headways:

• Funding is likely only available for one vehicle for fixed-route service or three vehicles for on-demand service.

• For fixed-route service, this would result in a relatively low headway (depending on the vehicle speed), but that could be addressed by implementing a reservation system so that passengers know when to arrive and what to expect.

• Fixed-route service would likely need to be provided with just one vehicle.

• Three smaller vehicles could be provided for on-demand service.

• Some or all of the three route sections could be served, subject to the constraints outlined in the route map section.

• Alternatively, the orange and/or blue sections could be operated in manual mode, while the yellow section is operated in automated mode.

the table below. The distinction is generally that park infrastructure is NPS’s responsibility and vehicle infrastructure is the vendor’s responsibility. For example, when it comes to updating signage, NPS will be responsible for any signage that will be put up in the park and the vendor will be responsible for any signage on the buses. This could lead to some dual responsibilities, such as in the case of a QR code for a vendor survey being posted. In addition, any signs, decals, or QR codes posted on the buses will need to be approved by NPS.

B-21

Vehicles The park would prefer that a vendor bring their own, outfitted vehicles. However, the park may have access to 35' XHF diesel hybrids, shown in the photo above, that they are willing to provide to the vendor. The vendor would be responsible for all operations and maintenance, as these are not actively used vehicles. These vehicles could be purchased by the vendor for a nominal cost.

Their own outfitted vehicles or a kit to furnish the vehicles the park has access to.

Storage space

The park has a parking lot in the Marin Headlands by the Marine Mammal Center that the vendor could use. This parking lot does not have electrical or network connectivity, though there is electrical infrastructure nearby.

The vendor will need to supply whatever additional infrastructure they need to meet their storage requirements.

Network The storage location does not have network equipment, and cell and GPS coverage are spotty in the Marin Headlands. These challenges may also apply to potential users wanting to access information or bookings via a mobile app while at the park.

The vendor will be required to supply whatever network equipment they will need beyond what is already available at the park.

Charging/ fueling

Since the park does not have an existing transit fleet, they do not have dedicated charging and fueling infrastructure. However, there are public facilities nearby.

The vendor may need to use a public fueling/charging station or bring their own charging infrastructure depending on what type of vehicle they offer.

Signage For fixed-route service, signs would need to be added to the former route 76 stops, which would be the park’s responsibility.

If the vendor requires additional signage for localization or other purposes, they will need to provide it.

Stops For fixed-route service, there are existing bus stops that were used by the former route 76 which include benches and turnouts.

If the vendor requires any additional stop infrastructure beyond what is already provided, they will need to coordinate with the park on what deploying that infrastructure would entail. It would likely be the vendor’s responsibility, and would need to conform to park constraints.

B-22

Despite its proximity to San Francisco, the Marin Headlands are a quite rural area, and cellular and GPS coverage are spotty. These challenges may also apply to potential users wanting to access information or bookings via a mobile app while at the park.

The park does not have existing transit staff, so the vendor would need to provide any necessary safety operators and other support staff.

There is staff housing available in the Marin Headlands.