29 January 1999
Source: http://www.access.gpo.gov/su_docs/aces/aaces002.html

-----------------------------------------------------------------------

[Federal Register: January 29, 1999 (Volume 64, Number 19)]
[Notices]
[Page 4771-4776]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr29ja99-170]

[[Page 4771]]

_______________________________________________________________________

Part VI

Department of Transportation

_______________________________________________________________________

Federal Transit Administration

_______________________________________________________________________

Urban Magnetic Levitation Transit Technology Development Program;
Notice

[[Page 4772]]

DEPARTMENT OF TRANSPORTATION

Federal Transit Administration


Urban Magnetic Levitation Transit Technology Development Program

AGENCY: Federal Transit Administration (FTA).

ACTION: Notice and solicitation of proposals.

-----------------------------------------------------------------------

SUMMARY: This Notice announces establishment of a new urban magnetic
levitation transit technology development program (``Urban Maglev
Program'') in the Federal Transit Administration (FTA), describes the
statutory bases of the program, solicits proposals from eligible
entities, and solicits comments on the overall program design. Sections
1218 and 3015(c) of the Transportation Equity Act for the 21st Century
(``TEA-21''), signed into law by President Clinton on June 9, 1998,
create two new sections in Titles 23 and 49 of the United States Code
(322 and 3015, respectively) authorizing the FTA to support further
development of magnetic levitation technologies for potential
application in the U.S. mass transit industry. Section 1218 authorizes
a total of $5 million dollars over the six year life of TEA-21 to
research and develop low speed superconductive Maglev technology.
Subsection 3015(c) authorizes $5 million per year for the 6 years to
carry out a broad Maglev technology development program. [Note that
TEA-21 also adds provisions in 23 U.S.C. Section 1218 for a high speed
Maglev program, which is being managed by the Federal Railroad
Administration (FRA).]

DATES: Proposals (8 copies) must be received by March 15, 1999.

ADDRESSES: Proposals shall be submitted to: Office of Research,
Demonstration, and Innovation (TRI-1), Federal Transit Administration,
400 Seventh Street, SW, Room 9401, Washington, DC 20590, Attn: Edward
Thomas, Associate Administrator, and shall reference Urban Maglev.

PUBLIC MEETING: A public meeting will be held, open to all interested
parties, to discuss and comment on the FTA's Urban Maglev Program. The
purpose of the meeting is to outline the Urban Maglev Program, to
receive comments and suggestions on the program from meeting attendees,
and to answer questions. The meeting will take place on February 3,
1999, from 9 a.m. to 12 noon. The meeting will be held in room 2201 at
the Department of Transportation, 400 Seventh Street, SW, Washington,
DC 20590.

FOR FURTHER INFORMATION CONTACT: Dr. Tony Yen, Deputy Associate
Administrator, Office of Research, Demonstration, and Innovation, (TRI-
2), at (202) 366-4047, or Timothy J. Johnson, Office of Technology,
(TRI-20) at (202) 366-0212.
    The public is invited to submit written comments on this notice.
Written comments should refer to the docket number appearing at the top
of this notice and be submitted to the Docket Clerk, U.S. DOT Dockets,
Room PL-401, Nassif Building, 400 Seventh Street, SW, Washington, DC
20590. All comments received will be available at the above address.
Docket hours at the Nassif Building are Monday through Friday, 10 a.m.
to 5 p.m., excluding Federal holidays. Those desiring notification of
receipt of comments must include a self-addressed, stamped envelope or
postcard.

SUPPLEMENTARY INFORMATION:

Electronic Access

    Internet users can access all comments received by the U.S. DOT
Dockets, Room PL-401, by using the univeral resource locator (URL):
http://dms.dot.gov. It is available 24 hours each day, 365 days each
year. Please follow the instructions online for more information and
help.
    An electronic copy of this document may be downloaded using a modem
and suitable communication software from Government Printing Office's
Electronic Bulletin Board Service at (202) 512-1661. Internet users may
reach the Federal Register's home page at: http://www.nara.gov/fedreg
and the Government Printing Office's database at: http://
access.gpo.gov/nara.

Contents

I. Introduction
II. Background
III. TEA-21 Authorized Projects
IV. Vision, Goals and Technical Objectives
V. Program Description
VI. Applications
VII. Selection Process
VIII. Funding
IX. Joint Partnership Program

I. Introduction

    The overall objective of the program is to develop magnetic
levitation technology that is a cost effective, reliable, and
environmentally sound transit option for urban mass transportation in
the United States. It is expected that Federal funding would be used to
develop U.S. components and technology. It is envisioned that funded
projects will include the design of an Urban Maglev system and the
development and demonstration of advanced hardware subsystems to verify
advanced technology aspects of proposed system concepts. The system
design can be derived from integrating existing subsystem technologies
(to create a new system) or by improving an existing system using
advanced technologies. Foreign technology transfer from abroad is
permitted, if it ultimately results in a U.S. technology system. FTA
views a total Maglev system as composed of six principal subsystems,
namely: levitation, propulsion, power collection, communications &
control, guideway design, and vehicle design. While funded projects
must retain a research and development purpose to overcome critical
technology gaps, the emphasis is on funding deployable technologies,
including the ultimate participation of an end-user.
    FTA's Urban Maglev Program will combine the two statutory
provisions into a single program to consider all applicable Maglev
technologies. The program will be undertaken in phases to ensure that
proposed system concepts have been thoroughly evaluated before further
FTA financial support for system development and deployment phases is
committed. Any deployment activity will be consistent with the Metro
Planning Process as stated in 49 U.S.C. 5303-5 and 23 CFR 450.
    The Urban Maglev Program will be organized, funded, and undertaken
in discrete phases which consist of: (1) Evaluation of Proposed System
Concept, (2) Prototype Subsystems Development, and (3) System
Integration and Deployment Planning. After the completion of each
project phase, FTA will conduct an evaluation to ensure that all
milestones and deliverables stated by the funding recipient have been
met and that the project remains consistent with the overall objectives
of FTA's Urban Maglev Program. To the maximum extent practicable,
evaluations will involve peer review, including staff from potential
end users. Given the different state of Maglev technology development
of potential offerors, the amount of time needed to complete each phase
of the program may vary. The current funding level is estimated to be
sufficient to accomplish phases 1, 2 and 3. However, an adjustment to
the requirements of the program phases may need to be made depending on
the offeror's proposal, the number of projects funded, and future
funding appropriations. Decisions to proceed with phases 2 and 3 will
be based on successful completion of phase 1 project milestones,
availability of program funds, and approval by the FTA Administrator
(see section VI for

[[Page 4773]]

proposal requirements for phases 1, 2, and 3).

II. Background

    Magnetic Levitation (Maglev) is an advanced transport technology in
which magnetic forces lift, propel, and guide a vehicle over a
specially designed guideway. Maglev systems reduce the need for many
mechanical parts, thereby minimizing maintenance costs, reducing noise,
and improving reliability. Further, since the vehicle does not
physically touch the guideway, Maglev systems appear to have the
potential to perform well in areas where snow and icy conditions occur.
In these conditions, Maglev systems may be able to negotiate steeper
grades than a conventional type of fixed guideway system. These
performance characteristics enable Maglev to provide safe, efficient,
and environmentally sound mass transit services in areas where
conventional technology may not perform as well.
    Many Maglev concepts exist. Design options exist for most of the
critical subsystems including: levitation, propulsion, power systems,
guideway structure, vehicle structure, and communication and control
subsystems. The two principal means of levitation are electromagnetic
suspension (EMS), which uses attractive magnetic forces to hold the
vehicle close to the underside of its guideway, and electrodynamic
suspension (EDS), which uses repulsive magnetic forces to hold the
vehicle just above its guideway. EMS systems have virtually no magnetic
flux radiation, whereas EDS systems have more due to the higher
magnetic field strengths needed for the ``repulsive'' levitation
approach. Among these two means of levitation, there are several design
choices, which include: type of magnet (superconductive, permanent
magnet, or resistive electromagnets), magnet core material (air vs.
iron), and type of current excitation of coil (DC vs. AC).
    Maglev system concepts have undergone varying degrees of research
and development both in the United States and abroad with most research
focusing on high speed applications. Several high speed technologies
appear ready for deployment. While there are no high or low speed
systems currently operating in the United States, it appears that
several viable technologies exist in this country. The existence of
these technologies, coupled with the need to relieve congestion in
highly populated urban and surrounding metropolitan areas, appears to
offer significant partnership opportunities for both the private and
public sectors.

III. TEA-21 Authorized Projects

Low Speed Project

    Section 1218 of TEA-21 (as amended by section 9003 of the TEA-21
Restoration Act) establishes a ``Low Speed Project'' in subsection
322(i) of Title 23 U.S.C. (Highways), focusing on low-speed technology
development. Subsection 322(i) authorizes $5 million in funding to be
made available for the research and development of low-speed
superconductivity magnetic levitation technology for public
transportation purposes in urban areas to demonstrate energy
efficiency, congestion mitigation, and safety benefits. In addition,
322(i)(2)(A) states: ``there are authorized to be appropriated from the
Highway Trust Fund (other than the Mass Transit Account) to carry out
this subsection such sums as are necessary for each of fiscal years
2000 through 2003.''

Advanced Technology Pilot Project

    Section 3015 of TEA-21 (as amended by section 9009 of the TEA-21
Restoration Act) defines a project similar to the low-speed project
defined above. The main difference is that superconductivity need not
be used, but is not excluded. TEA-21 makes available for Fiscal Years
1998 through 2003, $5,000,000 per fiscal year to develop low speed
magnetic levitation technology for public transportation purposes in
urban areas to demonstrate energy efficiency, congestion mitigation,
and safety benefits.
    FTA intends to combine these two statutory efforts into a
comprehensive Urban Maglev Program that includes research, development
and assessment of applicable Maglev technologies.

IV. Program Vision, Goal, and Objectives

Vision

    Develop American magnetic levitation technology to improve urban
mass transportation.

Strategic Goals

    Develop an advanced technology Urban Maglev system that will
advance mobility and accessibility strengthen America's economic growth
and trade.
    In support of this strategic goal, specific outcome goals of the
Urban Maglev Program include: encouraging regional and local
development through joint activity, and developing the latest
technology for the Nation's transit systems.

Technical Objectives

    (1) Develop a base of knowledge on Urban Maglev low speed
technology supportive of eventual deployment, including a full system
design and advanced technology hardware development and demonstration;
    (2) Enhance one or more of the following critical Maglev subsystems
using advanced technologies:

<bullet> Levitation
<bullet> Propulsion
<bullet> Power Supply and Delivery
<bullet> Communication & Control
<bullet> Guideway design
<bullet> Vehicle design
<bullet> Other critical vehicle and/or guideway subsystems as
identified

    (3) Integration of a Maglev system design, including fleet
operations, safety, inter-vehicle communication and control systems,
and subsystems integration;
    (4) Evaluate and optimize a full scale demonstration system design
with respect to:
<bullet> Cost (both construction and operation)
<bullet> System Reliability
<bullet> Maintenance and other operational requirements
<bullet> Safety Benefits and Congestion Mitigation Potential
<bullet> Energy efficiency
<bullet> Other critical evaluation criteria as identified

    (5) Demonstrate low speed magnetic levitation technologies:

<bullet> Demonstrate the feasibility of a low speed Urban Maglev system
<bullet> Application identification and end user participation
<bullet> Deployment Site Identification/Planning

V. Program Description

Project Phases

    The Urban Maglev program is a deployment-oriented technology
development program. The emphasis will be on funding a project or
projects that incorporate advanced technologies in a Maglev system
design, but yet retain the attractive characteristics needed for
deployment including low cost, high reliability, energy efficiency,
congestion mitigation, and safety.
    It is envisioned that the majority of effort for funded project
groups would be spent in phases 2 and/or 3. Phase 1 is intended to be a
concept evaluation phase and should take no more than one year to
complete. Note however, that decisions to proceed with subsequent
phases is at the option of the FTA, and will be based on successful
completion of project milestones, availability of program funds, and
approval of the FTA Administrator.
    The amount of time spent on phase 2 and 3 activities is expected to
be

[[Page 4774]]

significant, probably on the order of 2 to 3 years for each phase.
Exactly how much time is spent in phase 2 versus phase 3 will depend on
the scope of work of the funded proposal(s). For groups upgrading an
existing system concept with advanced technologies, more time may be
spent in phase 2--Prototype Subsystem(s) Development. For a project
attempting to integrate existing advanced technology subsystems, more
time might be spent in phase 3, System Integration. FTA's intent is to
design a program that is flexible enough to accommodate various
approaches to designing, developing, and demonstrating Maglev system
technologies.
Phase 1: Evaluation of Proposed System Concept
    In phase 1, funding recipients will perform further development of
their proposed Maglev system such that the proposed system concept can
be fully evaluated by the FTA. Note that the phrase ``proposed Maglev
system'' means the complete full-scale demonstration system concept
that is planned for development by the funding recipient, not just the
improved advanced technology portions. The emphasis in this phase would
be to bring the proposed Maglev system concept to the point where it
could be presented, studied and assessed by FTA and others involved in
the program such as a peer review group. In addition, an end-user would
be identified.
    It is envisioned that phase 1 activities would include:
    <bullet> A projection of overall system performance and a
preliminary design for the proposed full scale demonstration system
concept. System performance is to be estimated in the areas of: energy
efficiency, safety, congestion mitigation, reliability,
maintainability, power requirements, total system cost (design and
construction), and other critical performance measures as defined. The
preliminary design should include the guideway and vehicle systems, and
other subsystems as defined. It is envisioned that computer modeling
and simulation would be used by the funding recipient to estimate and
project overall system performance and to present the preliminary
design for the overall system.
    <bullet> Documentation (for evaluation purposes) of all assumptions
and methodology used to project and estimate the system performance and
in forming the preliminary design for the proposed system concept.
    <bullet> Identification and analysis of key risk elements
(technical) associated with the proposed project.
    <bullet> Provide a ``letter of interest'' from end-user(s)
Phase 2: Prototype Subsystem(s) Development
    In phase 2, funding recipients will complete the development of
proposed advanced technology portions of the overall Maglev system
design. For example, if the funding recipient proposed an improved
Maglev system using superconductive technology, the principal subsystem
and all other subsystems affected by this new advanced technology would
be developed during this Phase of the program. Appropriate
demonstration hardware would be completed during this program phase. In
addition, a Commercialization Plan explaining the proposed application
and market for the overall system will be required.
    Key activities of this phase would include:
    <bullet> Completion of a functional specification of the prototype
advanced technology subsystem(s)
    <bullet> Completion of advanced technology hardware subsystem(s)
where improvements are proposed and warrant prototypes for testing and
verification
    <bullet> Demonstration of advanced hardware subsystem(s) technology
    <bullet> Commercialization Plan with potential end-user(s)
involvements
Phase 3: System Integration and Deployment Planning
    In phase 3, funding recipients will integrate the completed
advanced technology portions of their proposed design to form an
overall Maglev system. In addition, deployment planning activities
would commence in this phase. A specific deployment site would be
identified and environmental assessment activities would be initiated.
It is envisioned that the end-user, identified in phase 1, would take
an active role, working with funding recipients to further advance the
project in these areas.
    Key activities for phase 3 include:
    <bullet> Completion of functional specifications for a full-scale
demonstration system whereby a potential user can commit itself to
procure the system
    <bullet> Full-scale computer modeling and simulation to demonstrate
and verify system operations
    <bullet> Identification of a specific deployment site
    <bullet> Environmental Assessment
    Potential Future Program Activities: Demonstration System
Deployment. The end-user would continue working with a funding
recipient to further advance the project. The designated operator/user
would oversee efforts to advance the selected project, complete
detailed engineering designs, complete site-specific deployment and
planning activities, finance, equip, and construct a full-scale
project.

Additional Program Activities

Technology Assessment
    FTA will conduct a technology assessment of existing Maglev
technologies. The results of the assessment will be used by FTA to
guide its program and as an aid in evaluating technologies. The
assessment will review the critical subsystems, assessing their state
of development as well as evaluating these subsystems as to their
applicability for low speed applications. There are many possible
systems that can be conceptualized. The technologies of interest for
this program are those that are partially or fully developed, such that
a demonstration system could be initiated within the timeframe covered
by TEA-21.
    Generic technologies will be assessed with certain urban
applications in mind, i.e., it is envisioned that the system designed
will either be a short distance automated type intra-city shuttle, edge
city or intra-suburban shuttle, or a larger scale suburban to downtown
city center type system. The technologies and associated applications
that have the greatest potential to demonstrate energy efficiency,
safety benefits, congestion mitigation, high reliability, environmental
benefits, and cost effectiveness, within the context of these
applications, will be strong candidates for further development
funding.

VI. Applications

1. Eligibility Requirements

    The applicant must consist of a for-profit U.S. company and may
include one or more of the following:
    (a) A public or private educational or research organization
located in the United States, and/or
    (b) A state or local public body eligible to receive FTA
assistance, and/or
    (c) A non-U.S company, educational or research organization.
    The above entities may enter into a consortium or other type of
joint venture suitable for the FTA Joint Partnership Program as stated
in Section 3015 of TEA-21.

[[Page 4775]]

2. Content of Proposals

    Each proposal should contain information detailing the Management,
Technical, and Financial aspects needed to accomplish phase 1 of the
proposed project. For phases 2 and 3, the proposal should provide a
detailed summary of work activities proposed for these phases. The
proposal should be a comprehensive, accurate, and effective
presentation. Eight (8) copies of the proposal shall be submitted. No
more than 50 pages (using 12 point font or larger), each numbered at
the bottom, shall be contained within the proposal. Proposals
containing more than the stated number of pages may be rejected by the
FTA. The proposal should be spiral bound along the left long side,
without unnecessary frills, and organized in the following fashion
using tabbed, numbered separators for each section. Note: No
promotional literature, brochures, etc., should be included. The
proposal should clearly delineate project activities occurring in phase
1. All phase 1 milestones should be clearly stated and linked to a
Payment Schedule keyed to these payable milestones.
Suggested Contents of Proposal
<bullet> Cover: Containing the Project Title and Proposer's name and
Address
<bullet> Executive Summary of Proposal
<bullet> Overview of Proposer
<bullet> Transportation experience record of all entities involved in
the project
<bullet> Phase 1 Project Work Plan
    --Project Plan
    --Technical Approach
    --Statement of Work
    --Schedule, including clearly defined payable milestones and
deliverables for Phase 1 (keyed to a payment schedule)
    --Flow Chart (explaining the sequencing and interrelationships of
the work tasks graphically for all work tasks of the project)
    --Staffing Table (including total staff hours for the proposer and
its subcontractors anticipated for each work task)
<bullet> Phase 1 Project Organization and Management Plan
    --Identification of Project Manager and key personnel associated
with each work task for the entire project.
    --Staff Chart graphically depicting Organization and Management
Plan
    --Resumes of key project management personnel such as Project
Director, Deputy Director, Project Manager, Task Leaders, etc.
<bullet> Phase 1 Financial Information
    --Total Cost of Project
    --Detailed information of the percentage of Federal and non-Federal
cost share for the entire project. For the non-Federal share include
the percentage of cash versus in-kind contributions. All in-kind
contributions must be described in detail, including source(s)
    --Provide a cost proposal for phase 1 (see Section V for phase 1
description)
<bullet> Phase 1 Milestone Payment Schedule (keyed to milestones in the
project work plan for phase 1)
<bullet> Summary of work proposed for phases 2 and 3, including an
estimate of the total cost for phase 2 and 3

VII. Selection Process

Evaluation

    FTA anticipates multiple awards resulting from this solicitation.
In selecting projects, FTA will employ the following criteria (order of
criteria does not designate priority):
    a. Amount and quality of non-Federal Share: (see Section VIII,
Funding)
    b. The correlation between the proposal and the vision, goals,
technical objectives, and overall program description articulated by
FTA in this notice.
    c. Management capability; the applicant must demonstrate both past
experience in the transportation industry, and the capability to manage
the planning, designing, testing, refinement, etc. of a Maglev system.
    d. The applicant must be part of a team with demonstrated
capabilities in the area of mass transportation, and meet the technical
requirements stated in this notice and possess experience in managing
large dollar value transportation projects.
    e. Demonstrate that the proposed Low Speed Urban Maglev System is
feasible for deployment in an urbanized area and that the proposed
Urban Maglev System will fulfill a useful public transportation need.
    f. Demonstrate that all major subsystems of the proposed Urban
Maglev System concept are practical to develop, particularly from a
cost perspective.

VIII. Funding

(a) Non-Federal Cost Share

    FTA is seeking a 50% matching cost share for projects funded under
this program. The matching share provided by the performer (Federal
funding recipient) may consist of a cash and/or in-kind match, cash
being considered as higher quality match.
    The performer pays for all of the costs of each project. The
performer is reimbursed in part by the Government. The portion not
reimbursed by the Government is referred to as cost share. The
Government expects to share in the costs of all tasks of a project. The
Government evaluates the quality of cost share in the following terms:

(b) Quality of Non-Federal Cost Share

High Quality Cost Share
    These are financial resources that will be expended by the award
recipients on the proposed project's Statement of Work (SOW) and will
be subject to the direction of the project management team. This means
the funds the non-Federal participants will spend for man-hours,
materials, new equipment (prorated if appropriate), subcontractor
efforts expended on the project's SOW, and restocking the parts and
materials consumed. High quality cost share can include new independent
research and development efforts, but only if those funds are offered
by the proposers to be spent on the SOW and subject to the direction of
the project management team.
Low Quality Cost Share
    These are non-financial resources that will be expended on the
proposed project's SOW and will be subject to the direction of the
project management team. This is typically wear-and-tear on in-place
capital assets like machinery or the prorated value of space used for
the project.
Unacceptable Cost Share
    This is a resource that either: (1) will not be expended on the
proposed project's SOW, or (2) will not be subject to the direction of
the management team as discussed above. Unacceptable cost share will be
subtracted from the proposer's claimed total cost for the project, and
the required industry cost share recalculated. Unacceptable Cost Share
examples include:

--Sunk costs, i.e., costs incurred before the start of the proposed
project;
--Foregone fees or profits;
--Foregone general and administrative costs or cost of money applied to
a base of independent research and development;
--Bid and proposal costs;
--Value claimed for intellectual property or prior research;
--Parallel research or investment, i.e. research or other investments
that might be related to the proposed project, but which will not be
part of the SOW or subject to the direction of the project management
team.

[[Page 4776]]

Typically, these activities will be undertaken regardless of whether
the proposed project proceeds;
--Off-budget resources, i.e., resources that will not be risked by the
proposer on the SOW, and should not be considered when evaluating cost
share.
Joint Partnership Program (JPP)
    Section 3015 of TEA-21 authorizes a new Joint Partnership Program
for Deployment of Innovation (JPP). Projects determined eligible for
funding under the Urban Maglev Program that meet the requirements of
Section 3015 and FTA's JPP guidelines, may also be considered for
inclusion under that program. For further details on the JPP see the
related Federal Register Notice published October 2, 1998, Vol. 63 page
53266.

    Issued on: January 26, 1999.
Gordon J. Linton,
Administrator.
[FR Doc. 99-2213 Filed 1-28-99; 8:45 am]
BILLING CODE 4910-57-P
