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PROPOSAL:

Execute Contract to Cost-Share Development and Demonstration of Ultracapacitor System for Advanced Technology Transit Bus

SYNOPSIS:

The Advanced Technology Transit Bus (ATTB) is a federally funded program to develop and commercialize lightweight, fuel-efficient transit buses. Northrop Grumman Corporation (NGC) has built six prototype ATTBs, most for local deployment. These ATTBs utilize an electric drivetrain powered by a CNG-fueled generator set, but lack capability for regenerative braking. Ultracapacitors are emerging, long-life electrical devices that store energy and deliver bursts of power. To maximize efficiency and minimize emissions, NGC proposes to select, procure and install an ultracapacitor system into one ATTB. Total project cost is estimated at $707,000. Cost sharing is anticipated from the Federal Transit Administration, ARB, and the city of Santa Monica. An AQMD cost share of $350,000 is recommended.

COMMITTEE:

Technology, February 27, 1998, Recommended for Approval

RECOMMENDED ACTION:

Authorize the Chairman to execute a contract with Northrop Gruman Corporation in an amount not to exceed $350,000 to develop and demonstrate an ultracapacitor system for the ATTB.

Barry Wallerstein, D.Env.
Acting Executive Officer

Background

The AQMP targets major emissions reductions from heavy-duty vehicles, including urban transit buses, which make good candidates for the early application of advanced low-and zero-emission technologies. One technological approach is to employ efficient electric drive powered by clean technologies such as alternatively fueled engines, batteries, flywheels, fuel cells, and capacitors. Several programs are underway nationally to develop and demonstrate cleaner transit buses using this general approach. One such program is the Advanced Technology Transit Bus (ATTB), a major federally funded effort to design and commercialize the next generation of efficient, environmentally friendly transit buses.

In 1992, the Los Angeles County Metropolitan Transportation Authority (LACMTA), contracted with Northrop Grumman Corporation (NGC) to design and develop six prototype ATTBs with funding from the Federal Transit Administration (FTA). The overall objective is to build safe, low-cost, light-weight, high-efficiency transit buses that can meet the rigorous demands of heavy-duty urban operation. This $50 million program is now nearing completion; prototype number 1 has completed its performance testing and is undergoing design improvements. Numbers 2 and 3 are being tested by transit districts on the East Coast. Numbers 4, 5 and 6 will soon be undergoing extensive testing by LACMTA in a real-world transit environment.

In the current ATTB design, all power is supplied by a CNG-fueled generator set that delivers electricity directly to the drivetrain. Batteries are not utilized -- the associated weight penalty would overshadow potential benefits of greater peak power and energy storage for regenerative braking. This existing ATTB program primarily demonstrates that an electric drive system, when mounted in a lightweight composite bus chassis controlled by an onboard computer system, can significantly reduce fuel consumption. Emissions from the six ATTBs are lower than conventional buses but further reductions are not a focus of the original program.

NGC is now seeking to further optimize the ATTB design and identify one or more partners from the transit industry for its commercialization. LACMTA has set aside enough funding to purchase 100 ATTBs once they become commercially available. As the ATTB moves toward market readiness, several approaches are under consideration to further increase efficiency and reduce emissions. For example, AQMD is currently cosponsoring the Fuel Cell Buyers Consortium program to design a near-zero-emissions fuel cell system that can replace the ATTB’s CNG-fueled engine.

A more near-term approach to improve the ATTB is also being pursued, which will be complementary to the fuel cell program. NGC has shown that the ATTB’s drive system would benefit from the addition of a high-powered electrical buffer to store energy from regenerative braking and provide needed peak power for acceleration. Candidate energy storage devices for this buffer include advanced batteries, flywheels, and ultracapacitors. The latter are emerging, long-life electrical devices that are efficient at storing energy and delivering bursts of power. Recent progress indicates that ultracapacitors may provide the greatest potential benefit for the ATTB based on size, weight, longevity, and power absorption and discharge capability.

Until recently, ultracapacitors have not been a sufficiently mature technology for demonstration in heavy-duty vehicle applications. However, important advancements have been made in the last year to improve performance and durability while reducing life-cycle costs. AQMD recently funded two independent, expert consultants to perform preliminary technical and cost evaluations on the feasibility of utilizing ultracapacitors in the ATTB, including assessments of specific brand names. Both consultants concluded that numerous ultracapacitor technologies are becoming available with potential to improve the efficiency and performance of the ATTB while further reducing emissions.

Proposal

NGC has requested funding to develop and demonstrate an ultracapacitor system for the ATTB. Several key features make the ATTB an ideal platform for application of ultracapacitors to improve efficiency and reduce emissions. First, there is a well-documented computer simulation system that has predicted performance characteristics of the ATTB design. Second, one of the six existing ATTB prototypes is available for the project and can be readily adapted to accept an ultracapacitor system. Finally, a performance and test program has already verified the ATTB prototype vehicle performance characteristics against the computer simulation.

The proposed project will include the following work:

• Update the existing ATTB simulation models to include ultracapacitors, and determine ultracapacitor requirements for the ATTB;

• Identify and evaluate the suitability of commercial or near-commercial ultracapacitor products;
  

  GO / NO-GO DECISION

• Procure the best available ultracapacitor system necessary for the project;

• Design, fabricate, install, and integrate the selected ultracapacitor system and systems controller into one of the prototype ATTBs, and perform functional checkouts;

• Perform demonstrations and testing of the ultracapacitor-equipped ATTB, including fuel consumption and emissions testing with energy recovery measurements, and make comparisons to a control ATTB without an ultracapacitor system;

• Deliver a comprehensive final report on the project and all its results.

During the original ATTB program, NGC proved it can successfully incorporate its extensive aerospace and military expertise into the design and development of a high-technology ground transportation vehicle. NGC is highly qualified to lead this follow-on effort to further improve the ATTB through the application of an ultracapacitor system.

Benefits and Deliverables to AQMD

The proposed project addresses technologies included in the September 1997 update of the Technology Advancement Plan under 97M2-4, Development and Demonstration of Ultracapacitor Systems for Electric and Hybrid-Electric Vehicles.

The AQMP identifies the need to implement zero-emission and other very-low-emission vehicles in the Basin to attain federal clean air standards by 2010. The proposed project has the potential to accelerate the commercial viability of EVs and hybrid-electric vehicles (HEVs). Expected immediate benefits include the establishment of a proof-of-concept vehicle that has ultra-low emissions. Other benefits will include increased exposure and user acceptance of EVs and HEVs, direct emission reductions in NOx, VOC, CO, PM, and toxics from the in-Basin demonstrations, and the potential for increased use, and resulting emission reduction, of EVs and HEVs through their expedited commercialization.

The Governing Board’s Environmental Justice Initiative Number 7 calls for the early cleanup or removal of diesel engines in the Basin. Key elements of this initiative are the development of advanced low emission clean fuel technology alternatives to diesel engines and coordination with local transit districts to encourage accelerated implementation of alternative fuel buses. The proposed contract supports both of these elements.

Sole Source Justification

Section VIII, (B)(2) of the Procurement Policy and Procedure identifies four major provisions under which a sole-source award may be justified. This request for a sole source award is made under provision B.2.c.: The desired services are available only from the sole source. Specifically, the reasons are: B.2.c.(1) The unique experience and capabilities of the proposed contractor and contracting team; B.2.c.(2) The project involves the use of proprietary technology; and B.2.c.(3) The contractor has ownership of key assets required for project performance.

NGC has been under contract with LACMTA since January 1993 for the ATTB program and is responsible for development of six prototype buses. NGC and LACMTA have exclusive access to an ATTB prototype for the purposes of the proposed project. NGC has exclusive access to intellectual properties and software needed to further develop the ATTB for lower emissions and higher efficiency. NGC has gained proprietary knowledge and expertise in the areas of composite manufacturing, complex systems integration, high-power electronics, vehicle management control systems, and systems simulation -- all key areas in the proposed new project.

Resource Impacts

The total cash cost of the proposed project is estimated to be $707,000. It is recommended that AQMD provide up to $350,000 of this total, contingent on adequate cosponsorship by other organizations. Table 1 shows that, including the proposed cost-share from AQMD, a total of $585,000 has been firmly identified for the project. Table 1 also lists organizations that are expected to make up the balance of funding ($122,000) in approximately six months. It is proposed that the available funding be used now to get the project started. Cost sharing from LACMTA, CEC, and ARB will be added when available, or replaced with funding from other organizations to be determined.

*   AQMD has received written indication about funding availability

** AQMD has received verbal indication that funding should be available within six months.

Sufficient funds are available in the FY 1997-98 Budget from revenues received from the state-mandated Clean Fuels Program. As an alternative, depending on the final start date of the project, funding from the FY 1998-99 Budget would be available, (subject to budget approval) should the project be delayed into next fiscal year. The Clean Fuels Program, under Health and Safety Code 40448.5 and 40512 and Vehicle Code 9250.11, establishes mechanisms to collect revenues from mobile and stationary sources to support projects to increase the utilization of clean fuels in both sectors, including the development of the necessary advanced enabling technologies. Funds collected from motor vehicles are restricted, by statute, to be used for projects and program activities related to mobile sources that support the objectives of the Clean Fuels Program.

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