Notice of Funds Availability for High Speed Non-Electric Passenger Locomotive Demonstration Program

DEPARTMENT OF TRANSPORTATION

Federal Railroad Administration

Notice of Funds Availability for High Speed Non-Electric

Passenger Locomotive Demonstration Program

AGENCY: Federal Railroad Administration (FRA), Department of

Transportation (DOT).

ACTION: Notice of funds availability.

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SUMMARY: FRA announces the availability of $3,000,000 in fiscal year

1998 to initiate the development and demonstration of a prototype,

high-speed, non-electric passenger locomotive. Thereafter, depending

upon appropriations in future years, up to an additional $17,000,000

may be available for this program.

Authority

The authority for this program is contained in the Department of

Transportation and Related Agencies Appropriations Act for fiscal year

1998 (Pub.L. 105-66), dated October 27, 1997.

Eligible Participants

Only existing locomotive manufacturers with experience producing

locomotives in revenue service in North America shall be considered as

eligible applicants for this Federal assistance program. It is expected

that this project will be awarded as a cooperative agreement. Other

entities wishing to participate may subcontract with a qualified

locomotive manufacturer/applicant.

Submission of Applications

Five (5) copies of each application should be submitted by February

27, 1998 to the following address: Robert L. Carpenter, Office of

Acquisition & Grants Services, Federal Railroad Administration, Mail

Stop 50, 400 7th St. S.W., Washington, DC 20590.

Points of Contact

Technical questions regarding this solicitation may be directed to:

Robert J. McCown, Director, Technology Development, Federal Railroad

Administration, Mail Stop 20, 400 7th St. S.W., Washington, DC 20590,

TEL 202-632-3250, FAX 202-632-3854.

Requests for forms and administrative questions regarding this

solicitation may be directed to: Robert L. Carpenter, Office of

Acquisition & Grants Services, Federal Railroad Administration, Mail

Stop 50, 400 7th St. S.W., Washington, DC 20590, TEL 202-632-3236, FAX

202-632-3846.

Purpose

FRA is seeking a qualified locomotive manufacturer to demonstrate

an advanced technology high-speed non-electric locomotive capable of

125 mph sustained operations with the goal of ultimately being capable

of 150 mph operations with acceleration characteristics approaching or

equal to current high-speed electric locomotives. The locomotive shall

also be capable of demonstrating enhanced performance using the energy

storage element of the flywheel developed by the Advanced Locomotive

Propulsion System (ALPS) project. As part of the Next Generation High

Speed Rail Program, FRA has identified three critical technology areas

where improved performance or reduced cost could enhance the viability

of high-speed passenger rail service based on incremental improvements

to existing rail infrastructure. These are non-electric locomotives,

grade crossing risk mitigation, and advanced train control systems.

The development of lightweight, high power, non-electric motive

power is critical to the introduction of passenger service at speeds

above 90 mph in the United States. The cost of electrification is

relatively expensive in all but the most densely utilized corridors.

Further, locomotives based primarily on designs appropriate for freight

applications are not practical for speeds above 100 mph, due to poor

acceleration capability and weight, particularly unsprung mass, which

is incompatible with sustained use on typical track structures because

of the large forces generated at high speeds. For operations in

territories

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where operations are shared with freight, high power, lightweight

locomotives are essential to the introduction of high-speed passenger

operations.

The manufacturer/applicant selected as a result of this notice will

provide a locomotive platform to demonstrate the prime mover and will

be capable of demonstrating the prime mover and stored energy system

acting in concert. The platform will include the basic locomotive

structure and systems such as brakes, operating cab compartment, DC

bus, power conditioning equipment, and the traction motors capable of

delivering the power to the rail. The locomotive builder will work with

the team currently working on the ALPS project to integrate the systems

(supplied as Government Furnished Equipment) and provide the power

management controls necessary to demonstrate appropriate acceleration

and energy storage.

FRA is seeking a manufacturer with the experience and facilities

needed to build a locomotive capable of high performance without the

flywheel energy storage system and to later integrate the flywheel

energy storage system onto this locomotive to permit even higher

performance. Although the flywheel energy storage system will be

provided as Government Furnished Equipment, close cooperation will be

required between the locomotive manufacturer and the ALPS project team

to assure smooth integration and successful demonstration of the

flywheel energy storage system.

FRA recognizes that the current market conditions may not justify

the development of high speed non-electric locomotives using solely

private sector funds. However, FRA believes that if a successful

prototype is developed which leads to a production high-speed non-

electric locomotive, there is a high likelihood that a market will

exist for a reasonable number of units. Based on the expected benefit

of this market to the manufacturer selected under this solicitation,

FRA expects that the manufacturer will be willing to share in a

substantial proportion of the cost of this project. While the target

cost sharing from the manufacturer is 50% of the overall project costs,

the level of cost sharing is one of the criteria on which proposals

will be evaluated. The application should describe the intended

source(s) and commitment status of the applicant's cost sharing level.

Cost sharing estimates should reflect the value of equipment to be

furnished by the applicant.

Project Description

The manufacturer will develop and demonstrate a locomotive suitable

for high speed passenger rail service on existing infrastructure. This

development and demonstration will be conducted in two phases, which

may be consecutive or concurrent as specified in the applicant's

proposed project description.

Under the expected cooperative agreement arrangement FRA

anticipates furnishing technical guidance and assistance as appropriate

throughout the project.

Phase I

Develop and demonstrate a high speed non-electric locomotive

capable of rapid acceleration and cruising speeds of 125 mph. The

locomotive may utilize the Government furnished gas turbine engine and

high speed generator or it may utilize alternate components supplied by

the manufacturer. The traction power system of this locomotive should

be capable of receiving both the power produced by the prime mover and

the power expected from the ALPS developed flywheel energy storage

system simultaneously for a period of several minutes, which will total

approximately 8,000 hp.

The locomotive must supply standard 480-volt, 3-phase, head-end

power to support train electrical requirements. If necessary, an

auxiliary power generating system aboard the locomotive may be used to

provide head-end power to permit all prime mover power to be used for

traction.

The manufacturer will be responsible for all engineering, systems

integration, program management, liaison with suppliers of furnished

equipment and manufacturing/fabrication activities required to complete

the project, including the design and development of a control system

to manage the combined locomotive-flywheel demonstration in Phase II.

The Phase I locomotive will then be tested and demonstrated in

service. Testing may be conducted at the Transportation Technology

Center in Pueblo, Colorado or other locations. Service demonstrations

may be conducted on one or more of the high speed rail corridors

designated in section 1010 of the Intermodal Surface Transportation

Efficiency Act of 1991 or on the Northeast or Empire Corridors. These

service demonstrations may involve one or more types of passenger cars,

some of which may be equipped with non-standard coupling systems

associated with new high speed equipment becoming available in the

United States. The manufacturer should indicate how this issue will be

addressed. The manufacturer will be expected to prepare and conduct a

test and demonstration plan and to conduct testing activities to

evaluate the performance and revenue service suitability of the

locomotive.

Phase II

The ALPS team is in the third year of a multi-year development

effort to demonstrate a hybrid propulsion system. One component of ALPS

is a lightweight, small 4,000 hp gas turbine engine which is already

proven in service. Two new critical components are being pursued in the

project: a high rotating speed, compact, high power motor/generator and

a high energy flywheel. The FRA believes these technologies together

with an innovative locomotive design can provide a marketable passenger

locomotive to serve operations with speeds over 100 mph.

The first new technology to be demonstrated by the ALPS team is the

high rotational speed, high power motor/generator which can be directly

coupled to prime movers operating at up to 15,000 rpm, as well as to

flywheels operating in the same speed range. At least two units of this

type of motor/generator will be needed for a consist employing the full

ALPS propulsion system: one for the prime mover and one for the

flywheel portion of the system. The Allied Signal concept under

development will be capable of producing up to 4000 hp of direct

current electrical power with very high efficiencies.

The other enabling technology is a flywheel energy storage unit

capable of storing 500 to 600 megajoules of energy, equivalent to up to

4000 hp for several minutes. The flywheel will rotate on the same shaft

as the generator at 7500 to 15,000 rpm. The intent is to use the

flywheel to double total maximum propulsion system power; reduce the

size of the primary power plant required for reasonable acceleration;

provide greater operating efficiency by using regenerated stored

braking energy, and aid in leveling the turbine operating conditions

which is expected to significantly improve overall turbine life,

maintenance, and operating costs. Final designs for the ALPS systems

are currently being developed.

Building on the efforts in Phase I, the manufacturer will integrate

the energy storage flywheel system, and test and demonstrate the

locomotive using the combination of prime mover and flywheel

propulsion. The flywheel

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system may be mounted in the locomotive carbody itself, or it may be

located in a suitable trailing car. Regardless of the location of the

flywheel system, the locomotive manufacturer will be responsible for

system integration and installation. As part of this effort, the

locomotive manufacturer will design and develop a power conversion and

control system to manage the operation of the flywheel energy storage

system and prime mover during idling, acceleration, cruising and

braking and provide this system to the ALPS team for testing in advance

of the installation of the flywheel energy storage system.

The manufacturer will be responsible for all engineering, systems

integration, program management, liaison with suppliers of furnished

equipment and manufacturing/fabrication activities required to complete

the project.

The Phase II locomotive will then be tested and demonstrated.

Testing may be conducted at the Transportation Technology Center in

Pueblo, Colorado or other locations. The service demonstrations may be

conducted on one or more high speed rail corridors designated in

Section 1010 of the Intermodal Surface Transportation Efficiency Act of

1991. These service demonstrations may involve one or more types of

passenger cars, some of which may be equipped with non-standard

coupling systems associated with new high speed equipment becoming

available in the United States. The manufacturer should indicate how

this issue will be addressed. The manufacturer will be expected to

prepare a test and demonstration plan and to conduct testing activities

to evaluate the performance and revenue service suitability of the

locomotive.

It is expected that the testing and demonstration period for Phases

I and II will be approximately one year. After testing and

demonstration under this project is complete, it is expected that any

Government Furnished Equipment aboard the locomotive will remain aboard

for further cooperative testing, demonstrations, and possible revenue

service demonstrations.

Furnished Equipment and Information

Equipment directly purchased with Government funds will remain

Government property at the completion of the project. Equipment

furnished by the manufacturer/applicant or purchased at the expense of

the manufacturer/applicant will remain the property of the applicant at

the completion of the project.

The Government will make available at no cost for this project one

Allied-Signal TF-40 or TF-50 (depending upon availability) gas turbine

engine capable of delivering approximately 4000 hp using Number 2

Diesel Fuel.

On behalf of the Government, the ALPS team will make available at

no cost for this project one high speed generator for use with the gas

turbine engine and one energy storage flywheel coupled to a second high

speed generator.

The use of the Government furnished gas turbine engine and

associated high speed generator for the Phase I locomotive is at the

option of the proposer. Alternative propulsion equipment may be

proposed.

Note: A specifications package on all of these components is

available from the FRA administrative contact at the address shown

above under ``Points of Contact.''

The ALPS team is currently conducting a market needs survey for

high speed non-electric locomotives. The results of this survey will be

made available to the selected applicant.

Project Schedule

FRA desires to have the demonstration locomotive available as soon

as possible, considering the availability schedule for the Furnished

Equipment.

The Allied-Signal TF-40 gas turbine is currently a production item,

an Allied Signal TF-50 gas turbine with enhanced performance is

expected to become available by September, 1999. Depending on

availability, either a TF-40 or TF-50 could be initially installed in

the locomotive. The TF-50 is designed as an exact-fit replacement for

the TF-40 and could be easily substituted when it becomes available.

The first high speed generator is expected to be available for testing

by the ALPS team September, 1998. The ALPS team will conduct extensive

testing on a combination of the gas turbine and generator in

cooperation with the locomotive manufacturer. The tested turbine-

generator combination is expected to be available for installation by

September, 1999.

For Phase II, the second high speed generator and the flywheel

energy storage system are expected to available by for installation by

October, 1999. The locomotive manufacturer must provide an inverter and

control system linking the DC bus to the high speed generator to the

ALPS team for testing by March, 1999.

The manufacturer shall use these expected availability dates in

preparation of their proposed schedule, which will be considered in the

evaluation of the proposal.

Performance and Design Issues

To be successful, the locomotive system must be able to meet the

broad range of high-speed passenger locomotive requirements, such as

high acceleration, high top speed, high availability, high reliability

and maintainability, while remaining economical to purchase and

operate.

Perhaps the most challenging goal is the ability of the non-

electric locomotive to provide accelerating capabilities similar to

those of existing electric locomotives. This corresponds to an

acceleration from 0 to 125 MPH in approximately 5 minutes pulling a

four car train. In addition, the weight and particularly the forces

induced into the track structure at high speeds must be minimized,

especially under conditions of high cant deficiency. These locomotives

will routinely operate on track shared with freight trains and the

ability to tolerate track irregularities at high speeds without causing

significant track damage is critical. In order to accomplish these

goals the locomotive integrator needs to show particular capability in

the design of axles, trucks, and car bodies appropriate for high speed

operations. Of particular interest will be the methods of supporting

the high power traction motors and braking systems.

In addition, the locomotive must be aerodynamically designed to

reduce air resistance and to minimize noise. The cabs should be

compatible with the state of the art in terms of train control

technology and working environment. Finally, the locomotive must comply

or at a minimum must be adaptable to comply with the most recent crash

energy management strategies as called for under the proposed FRA Tier

II passenger equipment standards.

Specific Performance Targets

These specific performance targets outline the desirable

characteristics of the prototype locomotive. They are not absolutes;

the degree to which these performance targets are met or exceeded will

be an evaluation factor for proposals.

General: The locomotive shall be suitable for revenue service

demonstration. It shall comply with all FRA, Environmental Protection

Agency, Association of American Railroads (AAR) and other relevant

industry and government requirements regarding safety and performance

for all locomotives operating in the United States, including but not

limited to those for occupant protection, braking, noise and exhaust

emissions. The locomotive shall be equipped with

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standard radio and train control equipment suitable for high speed

operation along the intended demonstration corridors.

The following targets apply to both Phase I and Phase II vehicles:

Consist: For planning purposes, performance targets assume a single

locomotive pulling four passenger cars each weighing 55 tons. The

locomotive may also be used with a streamlined cab car or with one

locomotive at each end and eight cars (1-8-1) or in other

configurations. Recognizing that characteristics other than coach

weight, such as aerodynamics and braking capability, will affect the

performance of the train, the proposer may assume that the four cars

are of the Amfleet Type II for performance estimation purposes.

Weight: The target maximum weight for the fully-fueled locomotive

is 200,000 pounds. The target maximum unsprung weight is 6,000 pounds

per axle.

Clearance: The locomotive shall be sized such that it complies with

the clearance diagram for the Northeast Corridor at all expected speeds

and operating conditions.

Crash-worthiness: The locomotive should meet or it should be

possible to modify it at reasonable expense to meet FRA Tier II

passenger equipment crash-worthiness requirements (as published in FRA

PCSS-1, Notice #2 in Volume 62, Number 184 of the Federal Register

dated Tuesday, September 23, 1997.) These requirements call for a total

train crash energy management design. Tier II calls for specific energy

absorption levels in the power car and anti-climb devices. In addition,

all vehicles in the train must be designed to stay upright and in-line

as a goal in any accident.

Range: The locomotive should be capable of a 1000 mile round trip

over average trackage with an average number of stops (the Northeast

Corridor between Washington, DC and New York may be used for reference)

un-refueled with a 15% fuel reserve remaining.

Cant Deficiency: The locomotive must be capable of safe operation

at cant deficiencies up to 9 inches, and preferably up to 12 inches.

Track Conditions: The locomotive shall be capable of safely

operating at track speed on all classes of track, including proposed

Class 7 and 8 high-speed tracks as well as Class 1 yard track. The

locomotive shall be capable of safely negotiating curves up to 20

degrees for operations in yards.

Coupling to Other Trains: It must be possible to couple this

locomotive to other trains in order to move it throughout the rail

system. In this configuration, the locomotives air (friction) brakes

should be fully functional and be controllable by the lead locomotive.

The following performance targets apply to the Phase I locomotive

using the four car consist described above:

Acceleration: From a standing start to 125 mph in five minutes or

less at sea-level and 105 degrees Fahrenheit ambient air temperature.

Maximum Speed: 125 mph with a 10 mph headwind on a 0.1% ascending

grade at sea-level and 105 degrees Fahrenheit ambient air temperature.

The following performance targets apply to the Phase II locomotive

using the four car consist described above:

Acceleration: From a standing start to 150 mph in four minutes or

less at sea-level and 105 degrees Fahrenheit ambient air temperature.

Maximum Speed: 150 mph with a 10 mph headwind on a 0.1% ascending

grade at sea-level and 105 degrees Fahrenheit ambient air temperature.

Design Issues

The following issues must be considered in the design of the

locomotive. Rather than setting specific targets, proposers should

address the features and capabilities of their locomotive platform as

it is proposed for this project.

Braking System: In addition to complying with FRA minimum

regulatory requirements, the braking system should be adequate to

permit safe operation in normal revenue service at the intended Phase I

and Phase II speeds without resulting in unreasonably high brake wear

rates, temperatures or maintenance requirements. The proposer should

address how adequate fail-safe braking performance will be assured

using only four cars attached to a single locomotive at intended Phase

I and Phase II speeds. The braking capability of fully loaded Amfleet

Type II cars may be assumed for determining braking performance.

Environment: The locomotive should be capable of being started and

operated with minimal degradation in performance over the entire range

of temperatures and weather conditions reasonably expected to be

encountered in the continental United States.

Crosswinds: The locomotive should be capable of operating at high

cant deficiency in strong crosswinds from the worst case direction

without risk of rollover and without exceeding the Northeast Corridor

clearance envelope.

Multiple Unit Operation: The design of the locomotive's control

system should not preclude future modification to permit powered

multiple unit operation under single-point control in combination with

other conventional or high-speed locomotives, or with additional units

of the same make and model. The manufacturer should indicate the

multiple unit operational capabilities of the proposed prototype and

the general suitability of the prototype for modification to be fully

capable of multiple unit operation.

Cab Configuration: The cab should include seating for two engine

men and at least one additional seat for observers. All controls and

displays should be designed for easy access and visibility. Seat

comfort, noise level, vibration level, and climate control should be

suitable for comfortable operation for long periods of time without the

need for ear protection.

Coupling Issues: The testing and service demonstration may involve

one or more types of passenger cars, some of which may have non-

standard coupling systems. The manufacturer should indicate how this

issue will be addressed.

External Power: In certain areas, it is desirable that a locomotive

be capable of operating on standard third-rail DC (650 Volts) power at

lower speeds (up to 50-80 mph). The proposer should indicate the

feasibility of adding this capability to the prototype locomotive.

Evaluation Criteria

Applications will be evaluated by the FRA technical staff on the

following criteria which may not be weighted equally:

Ability of the locomotive manufacturer to successfully

complete project. It is expected that the manufacturer has available or

will expect to have available in the near future a locomotive platform

on which to base the high speed demonstrator design. Further, the

manufacturer must have the capability to manage the technical and

programmatic aspects of the project and the resources to share in the

cost of the project. Specifically, the manufacturer's organizational

capabilities will be evaluated in terms of technical capability,

administrative capability, management capability, available facilities,

personnel capabilities, financial resources, relationships and

experience with the railroad industry and experience as a supplier of

locomotives.

In order for an application to be considered further, the applicant

must demonstrate adequate capabilities set forth in the preceding

paragraph. Applicants failing to meet these requirements will not be

considered further.

Suitability of the proposed locomotive for revenue service

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demonstration and eventual development into a marketable product: FRA

intends that this project will lay the groundwork which will eventually

lead to the marketable production high speed non-electric passenger

locomotive. The degree to which the proposed work effort will lead to

the a marketable locomotive and this unit's expected suitability for

the target market will be evaluated, including the expected performance

and expected initial and life-cycle cost.

Meeting of performance targets: The degree to which the

proposed locomotive is capable of meeting the performance targets

outlined herein will be evaluated.

Design issues: The adequacy with which the applicant

addresses the design issues outlined herein will be evaluated.

Test and Demonstration: The applicant's demonstrated

experience in conducting locomotive test and demonstration programs

along with a brief outline of a potential test and demonstration

program, especially with regard to issues of in-service demonstration

on the railroad system and potential liability, and the outlined test

program's likelihood of accurately characterizing the performance,

reliability, maintainability, and operating cost of the prototype

locomotive will be evaluated.

Schedule: FRA desires to have the locomotive available as

soon as possible while considering the expected availability dates for

any Government Furnished Equipment to be used.

Overall project cost and proportion of cost the locomotive

manufacturer/applicant is willing to share with the Government.

Content of Applications

In general, an application should address all of the evaluation

criteria outlined herein. Further, the cost and technical portions of

the application should be separated such that the technical and cost

merits of the application can be evaluated separately.

Technical

The technical portion of the application should be 50 pages or less

and shall contain the following information:

1. Standard Form (SF) 424 (Rev. 4/92)--Application for Federal

Assistance.

2. An executive summary of the proposed project not exceeding two

pages in length.

3. A description of the applicant's qualifications to complete the

project, including a description of the proposed organizational team

members and their individual qualifications.

4. Description of the locomotive platform on which the high-speed

demonstration locomotive is to be based and a description of its

suitability for high-speed use with regard to the requirements outlined

in this solicitation.

5. Description of the proposed work to design and fabricate the

high-speed demonstration locomotive and the expected performance of the

locomotive for both Phase I and Phase II. Description of how the design

issues herein will be addressed.

6. Brief outline of a potential test and demonstration program,

including duration and provisions for maintaining and repairing the

locomotive during testing and demonstration. The applicant should

describe its own test facilities as well as its experience working with

and ability to coordinate and cooperate with Amtrak, the Transportation

Technology Center, railroads and other relevant parties, as well as the

means by which liability issues will be addressed during the test and

demonstration phase.

7. A proposed schedule for the entire project.

8. A description of how the project will comply with the Buy

American Act (41 U.S.C. 10a-10c) and the domestic content restrictions

set forth in Section 331 of the 1998 DOT Appropriations Act.

Cost

The cost portion of the application shall contain a cost estimate

for the proposed effort sufficiently detailed by element of cost for a

meaningful evaluation. The estimate shall be summarized in an easily

readable format and broken down for each year of the proposed work, and

shall include-the following information:

1. A breakdown of estimated labor costs by category and quantity

(to the person-year level is sufficient), materials costs, significant

special tooling costs (if any), travel expenses and other costs

sufficient to evaluate the expected level of effort in project.

Technical alternatives must be separately priced.

2. Complete breakdown of any major subcontracts.

3. The description of the nature and magnitude of costs the

applicant is willing to bear (cost sharing), including a certification

that the applicant has secured the appropriate cost share funding

levels and identifying the source(s) of funding.

4. An estimate of the cost of a production version of both Phase I

and Phase II locomotives expressed in 1998 dollars, assuming an initial

order for 25 units. This estimate should separately state the

locomotive manufacturer's un-reimbursed development costs associated

with this project and an explanation of how this estimate was derived.

5. Standard Form (SF) 424A (Rev. 4/92)--Budget Information--Non-

Construction Programs.

6. Certifications and Assurances--Packet includes certifications

for--

(a) Debarment/Suspension/Ineligibility

(b) Drug-free Work Place

(c) Lobbying

(d) Indirect Costs

(e) SF 424B (Rev. 4/92) Assurances--Non-Construction

7. Submission of a Minority Business Enterprise/Disadvantaged

Business Enterprise program description in compliance with 49 CFR Part

23.

8. Identification of cognizant (Federal or non-Federal) audit

agency and date of last audit, or advise if never audited. Include

name, address, telephone and point of contact.

9. Identification of (a) authorized negotiators for your

organization and (b) the official(s) with authority to legally bind

your organization to the terms of the Cooperative Agreement. Include

name(s), address, and telephone numbers.

Dated: December 26, 1997.

Jolene M. Molitoris,

Administrator.

[FR Doc. 98-82 Filed 1-2-98; 8:45 am]

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