Urban Magnetic Levitation Transit Technology Development Program

Federal RegisterJan 29, 1999

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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:

Levitation

Propulsion

Power Supply and Delivery

Communication & Control

Guideway design

Vehicle design

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:

Cost (both construction and operation)

System Reliability

Maintenance and other operational requirements

Safety Benefits and Congestion Mitigation Potential

Energy efficiency

Other critical evaluation criteria as identified

(5) Demonstrate low speed magnetic levitation technologies:

Demonstrate the feasibility of a low speed Urban Maglev system

Application identification and end user participation

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

[[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:

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.

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.

Identification and analysis of key risk elements

(technical) associated with the proposed project.

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:

Completion of a functional specification of the prototype

advanced technology subsystem(s)

Completion of advanced technology hardware subsystem(s)

where improvements are proposed and warrant prototypes for testing and

verification

Demonstration of advanced hardware subsystem(s) technology

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:

Completion of functional specifications for a full-scale

demonstration system whereby a potential user can commit itself to

procure the system

Full-scale computer modeling and simulation to demonstrate

and verify system operations

Identification of a specific deployment site

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

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.