Advertise Request for Proposals: (RFP s) 2/11/2019. Deadline for questions by 10:00 AM 2/25/2019. RFP s due in VTA Office by 12 noon 3/5/2019

Transcription

1 Martha s Vineyard Transit Authority Request for Proposals: Microgrid Controls VTA Project # PROCUREMENT SCHEDULE Advertise Request for Proposals: (RFP s) 2/11/2019 Deadline for questions by 10:00 AM 2/25/2019 RFP s due in VTA Office by 12 noon 3/5/2019 Award and Notice to Proceed 3/12/2019 Summary The Martha s Vineyard Transit Authority (VTA) is seeking controls system vendors to provide monitoring and operation systems for several microgrids. These microgrids will primarily support electric vehicle supply equipment (EVSE) and each will operate independently, primarily in gridconnected mode, while also providing islanding capabilities. The VTA requires software, control strategies, and any additional hardware that may be required for the software to integrate with the VTA s existing and planned infrastructure. Maintenance of other microgrid hardware is not part of this scope of this request. VTA Project # Page 1 of 11

2 Background Located seven miles off the south coast of Cape Cod, Massachusetts, the Island of Martha s Vineyard has been one of the fastest growing areas in the northeast for the past three decades. Martha s Vineyard is nationally known as a prime vacation destination visited by thousands of vacationers annually and is home to tens of thousands of year-round and seasonal residents. Recognizing that the increasing number of automobiles threatened to destroy the local quality of life, the Island towns supported a substantial expansion of the Martha s Vineyard Transit Authority (VTA) fixed-route services. Committing to transit service became the most prominent traffic mitigation measure for this rural region. The VTA underwent significant phases of growth, including Island-wide and then year-round. Through the years and up to the present, incremental expansion of individual services continues due to ridership demand and as resources allow. While the VTA fleet vehicles meet the latest environmental standards based on each unit s build year, the diesel vehicles currently in the fleet do not present a convincing image to the general public. It is hard to convince observers that the white water vapor clouds billowing out of the bus exhaust systems, seen during the diesel particulate filter regen process, are not pollution. Additionally, vehicle noise is a consideration in rural/suburban areas. The VTA frequently contends with engine noise complaints from residents of downtown areas with mixed residential and business use, where several of the VTA s bus hubs are located. In response to these concerns, in 2017, the VTA commenced an ambitious project to electrify its transit fleet and fuel the fleet with renewable energy and integrated energy storage. Our vision includes connecting energy storage systems (ESS), on-site generation (either solar or diesel), and electric vehicle supply equipment (EVSE) to allow the VTA to utilize microgrids to optimize electric vehicle charging. The first of these microgrids will be installed at the VTA s Maintenance and Operation Center and as the VTA transitions to a fully electric fleet, in-route charging microgrid sites will be added. Each of the microgrids will operate independently and primarily in grid-connected mode. When disconnected from the grid, the systems will maximize resiliency by minimizing generator runtime and fuel use, while maximizing use of solar and stored energy. The VTA expects to maximize value from each microgrid through: (1) Peak load limiting (2) Demand side management (3) Export limiting (4) Energy time-of-use rate arbitrage (5) Battery life maximization (6) Resiliency Project Status To date, the VTA has made significant strides in its electrification project. In July 2018 the VTA began operating its first six all-electric transit buses from Build Your Dreams Motors (BYD); six additional buses will be delivered from BYD during the second quarter of In addition, the VTA has selected Momentum Dynamics to provide inductive charging units that will be used to quickly recharge the all-electric buses on-route. VTA Project # Page 2 of 11

3 At the Maintenance and Operation Center, the VTA has upgraded its electrical equipment; switchgear, a new service transformer, and backup diesel generator have already been installed. The VTA also has entered into an agreement with Borrego Solar to provide solar PV systems under a purchase power agreement (PPA). Under this PPA Borrego solar will install, own, and operate the system as well as provide engineering and construction services in support of the ESS. Finally, the VTA has selected NEC to provide the ESS at the Maintenance and Operations Center. Funding The VTA s electrification project is generously funded by several local, state, and federal grants. The NEC ES Energy Storage System (ESS) at the VTA Maintenance and Operations Center is being supported in part by the Massachusetts Clean Energy Center ACES program. Scope of Work The VTA is seeking controls system vendors to provide software controls for its microgridsupported EVSE systems. This would include the controls software, control strategies, and any additional hardware that may be required for the software to integrate with the VTA s planned infrastructure. The VTA is not requesting that this vendor provide maintenance of any of the physical microgrid components; maintenance will be the responsibility of the VTA or other project partners. The VTA is seeking to use microgrids to minimize costs, maximize on-site use of PV energy, and ensure resiliency. However, the VTA is not in the energy business. The VTA desires a system that can provide the desired benefits without requiring frequent attention from the VTA s staff or contractors. Project Site Phases The VTA will be rolling out several microgrid-supported EVSE systems at different sites in phases. Each of these systems will be behind the meter and at minimum include at minimum an ESS and EVSE; they may also include a source of generation (solar and/or diesel). All the systems will be deployed primarily to minimize energy costs to the VTA, and secondarily to provide resiliency in the event of a grid outage, in conjunction with onsite generation. The first site will be the largest and most complex. As subsequent site systems are added, each will require its own unique control scheme. The VTA has sketched its intended use cases for each microgrid, but final control strategies will be determined in coordination with the microgrid controls contractor. 1. First Site System The first and largest system is being installed by the VTA and its contractors at the VTA s Maintenance and Operations Center at 11 A Street in Edgartown, MA. Generation resources include a 500 kva energy storage system, a 600 kw DC solar canopy installation, and a 400 KVA diesel generator. As the VTA s electric fleet expands, additional EVSE will be added, up to a planned thirty-two 80 kw EVSE and VTA Project # Page 3 of 11

4 seven to fifteen 20 kw EVSE. An administration and vehicle maintenance and building is located on the property, but will not be connected to this microgrid. Vehicle charging at VTA s Maintenance and Operations Center will occur primarily, but not exclusively, at night. In general, most of the VTA buses are on the road through the work day. Bus departures from the VTA s Maintenance and Operations Center begin at around 4:30 AM and continue until the early afternoon. Buses then begin to return around mid-afternoon and continue throughout the evening with the last buses returning around 2:00 AM during the in season. The first site system will be limited to 1000 kva import from the grid, and 500 kva export to the grid. Total system load may reach 2000 kva by maximizing use of all resources: PV, ESS, and the grid. The system will operate primarily in grid-parallel mode. The system will island automatically in event of a grid failure. No critical loads are served, so infrequent outages of up to several minutes may be tolerated when transitioning between islanded and grid-parallel operation, as long as all vehicle charging resumes automatically after an outage. Per the terms of the power purchase agreement, PV output should only be curtailed as a last resort in an emergency. Resource use priorities to balance microgrid energy supply and demand: 1. PV output 2. Demand side management (add or curtail load) 3. ESS (absorb or discharge) 4. Grid (import or export) 5. Diesel generator When operating in grid parallel mode, the system will perform the following functions, in rough order of priority: Limit energy imports to prevent overloading of utility transformer Prevent energy exports from exceeding utility limit, using PV/ESS reverse power relay as a backup. Vendor is responsible for confirming all settings with the PV/ESS system. Manage vehicle charging so that vehicles are ready when needed Allow the VTA to prioritize vehicle recharging sequence, with manual override Manage imports from grid to optimally minimize peak demand charges Minimize PV export by adding load or directing ESS to absorb Avoid export of stored ESS energy to the grid Optimize energy imports to account for time of use rates Optimize ESS operation to minimize battery total cost of ownership Monitor and log 1-minute operating parameters of each microgrid component, with a minimum of 1 year of storage: A, V, kw, kva, power factor, power flow direction, including all data required per terms of the ACES grant. Detect and compensate for equipment failures and provide failure alerts VTA Project # Page 4 of 11

5 When operating in islanded mode, the system will: Automatically form an islanded grid in event of loss of power from the utility Automatically re-connect to grid when power from the utility is restored Allow the VTA to prioritize vehicle recharging sequence, with manual override Manage vehicle charging so that vehicles are ready when needed Utilize the ESS for voltage and frequency control Prioritize PV energy, demand side management, and stored ESS energy over use of fossil fuel generator. Monitor and log 1-minute operating parameters of each microgrid component, with a minimum of 1 year of storage: A, V, kw, kva, power factor, power flow direction, relay states, including all data required per terms of the ACES grant. Detect and compensate for equipment failures and provide failure alerts Provide virtual emergency disconnect switch to simultaneously disable all energy sources. Status and Timeline: The first site s system hardware, along with twelve EVSE, and ESS will be installed and operational by June PV will be installed in the fall of Second Site System The second site system is being installed at the bus depot at 29 Church Street in Edgartown, MA. A 250 kva ESS will support three 200 kw in-route inductive vehicle charging stations, provided by Momentum Dynamics. The energy storage system will charge principally, but not exclusively, from the grid. A small solar array and/or backup generator may be located at the site. In-route charging stations will be used throughout the operating day to help extend the range of electric buses. Buses will arrive at Church Street throughout the day and absorb energy as they load, unload, and wait. Buses will arrive and depart frequently, each typically charging for between three and twenty minutes. Operational Goals: The system will primarily attempt to curtail peak demand charges. Control system will discharge the ESS when vehicle charging demand is high and recharge the ESS when vehicle charging demand is low. The system may also provide short-term power for up to one vehicle charging station at a time in the event of a grid outage. The functions of the second site system will be similar to those of the first site system, with a few key differences: PV output will be nominal, so nearly all energy will come from the utility. In the event of a utility outage, vehicle charging stations will be permitted to operate at severely reduced capacity, as limited by ESS output and available energy. VTA Project # Page 5 of 11

6 The system will not be intended to operate indefinitely through a prolonged utility outage. Status and Timeline: Second site s system hardware will be installed and operational in December Subsequent Sites Subsequent energy storage systems will be installed to help power future in-route vehicle recharging stations, similar to those at the second site, at several points on the island. Energy storage is expected at each site. Solar PV may be incorporated into some or all sites. Diesel backup generators may be incorporated at some or all sites. At least one site may require power conversion; 480V three phase power will be required for vehicle charging, but only 240V single phase is available at the site. 4. Optional Telematics Package The VTA would prefer to see microgrid controls, charge management, and vehicle telematics integrated under a single software platform. Proposers are encouraged, but not required, to include a telematics integration option. The VTA s fleet is presently composed of BYD K9S and K7 vehicles. The VTA anticipates adding further BYD vehicles to its fleet in the near-term. The VTA has not yet selected a vendor for electric vans, which will be added starting in A telematics system should provide updates from each vehicle at intervals of no greater than ten minutes. Proposals should include demonstrated consideration of cellular network coverage challenges on Martha s Vineyard. At a minimum, telematics software should provide: Location: The VTA presently uses TransLoc for location services. New software should either incorporate this existing system or provide a seamless transition to a new system without altering the rider experience. Trouble Codes: System should read, record, and report diagnostic trouble codes from the vehicle MODBUS. Codes should be tagged by vehicle location. System should be capable of sending automated text and notifications for severe problems. Battery Energy: System should report real-time SOC, estimated range remaining, and kwh/mile. Energy Costs: System should integrate with all VTA vehicle charging systems throughout the island. System should calculate and report: Provide total kwh input by vehicle, as measured at the electric meter. Gallons diesel equivalent energy use per vehicle Actual energy cost per mile, based on real-time energy rates. Total energy costs by site. Integration: System should be designed to maximize value by integrating all aspects of energy and vehicle management. Integrate telematics with charge management and microgrid controls. Provide a unified vehicle and energy management user interface. VTA Project # Page 6 of 11

7 o Utilize vehicle and route data to assist with prioritization and management of vehicle charging. Data Management: System should provide clear, actionable, graphical analysis of the data listed above. System should store all telematics data at a maximum of ten-minute intervals for a minimum of one year. System should be capable of exporting all stored data in Excel format. Required Services 1. Integration: Integrate management and data collection for solar, storage, controllable loads, and diesel generator into a single framework. 2. Coordination: Work closely with the VTA s contracted engineers, vendors, and installers to ensure compatibility of microgrid resources. 3. Optimization: Working with the VTA, equipment manufacturers, the utility, and the VTA s energy suppliers, analyze energy rates, operating costs, and operations schedules to develop a strategy to optimize cost savings for the VTA while operating in grid-parallel. 4. Communication: Provide clear, concise explanations for proposed control strategies. 5. User Interface: Provide a single, unified graphical microgrid control UI with monitoring and control functionality, including power flows and component control states. 6. Islanded Optimization: Work with the VTA and equipment manufacturers as necessary to optimize controls for off-grid operation of the microgrid to maximize resiliency and cost-savings. 7. Data Collection: a. ACES Reporting: Collect and store all data as required for the ACES program (Appendix B.) Make this data continuously available to the VTA and its designated contractors. b. Capture and record energy flows to or from each microgrid asset, and the grid, at intervals no greater than 1 minute. 8. Training: Provide training to key VTA staff on basic operation and troubleshooting 9. System Maintenance Support a. Provide ongoing support to troubleshoot system problems as they arise b. Monitor entire system for problems. Provide trouble alerts to the VTA. c. Provide, upon request, periodic re-evaluation, alteration, and implementation of microgrid control strategy as energy price structures and VTA s energy needs shift over time VTA Project # Page 7 of 11

8 Proposed First Site Microgrid System Hardware Asset Quantity KVA kwh Make Model Li-Ion Battery Energy Storage System Li-Ion Battery Energy Storage System NEC ES NEC ES D60-B412-B6AF0- W28MAA0 D20-B412- B2AF0-W10MAA0 Solar Inverters TBD ~700 Total PV Total Daily: June: ~3,500 Dec: ~1,000 Proposed: SolarEdge Proposed: SE66.6K / SE100K Diesel Generator ~9,000 Per tank Generac MD400K G22125D18GPLY3 Grid Interface ,000 Unlimited N/A N/A Heavy Duty Electric Vehicle Charging Stations 6 (Up to 32 at final build-out) Bidirectional Now ~200 Eventually up to ~400 BYD EVA080K *480#/01 Light Duty Electric Vehicle Charging Stations None Yet. (Up to 15 at final build-out) - 20 Up to ~150 TBD TBD Additional Second-Site System Hardware Li-Ion Battery Energy Storage System TBD +- ~250 System Total ~500 System Total TBD TBD Heavy Duty Inductive Vehicle Charging Stations 3 -~250 Up to ~100kWh per charge cycle Momentum Dynamics TBD VTA Project # Page 8 of 11

9 Required Documentation 1) List of at least two operating microgrid control projects, at least one of which includes demand-side management. For each project, describe the hardware components, purpose of the system, and the control strategy. Provide client references. 2) Provide screenshots of key components of the proposed UI, with comments on functionality. 3) Provide general description of hardware, including communications cable, that will be installed at the VTA s location. 4) Provide a list of vendors whose hardware has been successfully integrated in the past. 5) Provide a high-level description of the proposed hardware installation and configuration process, including cable routing requirements, installation times, physical space, and any special internet connection requirements. a) Provide a proposed project schedule for the first and second site microgrids. 6) Pricing a) Please include for each system site: i) Prepayment options for up to a five-year term ii) Pricing for ad-hoc work, such as controls adjustments for rate changes, or additional equipment integration, if not included in prepaid terms Special Considerations Reporting Requirements of MACEC ACES Grant Vendor should plan to collect, store, and transmit all microgrid-related electrical energy and value data as required in the ACES grant contract. (See Exhibit A: ACES Monitoring Requirements). The VTA will be responsible for generating, storing, and transmitting data that is not directly microgrid-related, such as diesel vehicle fuel consumption, vehicle mileage, vehicle maintenance costs, etc., unless the vendor is also providing vehicle telematics. The control schema at the VTA s Maintenance and Operations Center yard will include data acquisition systems capable of recording and storing all energy system parameters at 1-minute intervals. The system will provide the VTA local and remote access to data in Excel or another agreed-upon format. A minimum of one year of data shall be retained locally. The data acquisition system shall continue to record overall system data in the event of the failure of any single ancillary component of the microgrid. Logistics Martha s Vineyard is an island reachable by air, ferry and barge only. Please show consideration of travel times and access challenges in proposal. VTA Project # Page 9 of 11

10 Predictive Modeling The VTA would like to evaluate the costs and potential benefits of predictive modeling and control optimization based on bus schedules, weather patterns, and monitoring of PV performance. Proposers are encouraged to address the costs and benefits of predictive modeling for this system. Seasonality The VTA s operations vary dramatically by season. The total number of buses on the road, miles driven, and energy consumed are much greater in the summer than in winter months. The seasonal variability of bus charging energy demand, along with seasonal PV generation and seasonally variable electric rates, will present a unique opportunity for optimization of microgrid control strategies beyond simple weekly schedules. Payment Schedule Final terms to be negotiated post bid, however generally VTA would prefer to make a lump sum payment for installation, commissioning, and five years of operation at each site, if there is a recurring fee. No prepayments will be given. Project Details Proposals will be available at 12 noon on Monday, February 11, 2019 and can be obtained by going to the VTA s website by ing angie@vineyardtransit.com or by calling ext Proposals will be accepted until 12 noon on Tuesday, March 5, No late, faxed or ed proposals will be accepted. Written questions will be accepted until Monday, February 25, 2019 at 12 noon. One (1) original, one (1) hard copy and four (4) electronic copies (in Adobe Acrobat pdf format and on a CD-ROM or thumb drive) of the proposal must be submitted to the VTA in a sealed envelope marked as follows: BID PROPOSAL FOR: Microgrid Controls Project #: VTA # BID OPENING DATE: March 5, noon ATTENTION: Angie Grant, Administrator Responses must be submitted in a sealed outer package. The sealed envelope shall be marked with the respondent s company name plainly marked in the lower left hand corner: Within each envelope or package, the respondent shall enclose a cover letter with the signature, name, and title of the person authorized to submit the response on behalf of the respondent. All proposals must be written in ink or typed. If there is any correction with whiteout, the person signing the proposal must initial the correction. A respondent filing a proposal thereby certifies that (1) no officer, agent, or employee of the VTA has a pecuniary interest in the proposal; (2) the proposal is made in good faith without fraud, collusion, or connection of any kind with any other prospective respondent for the same RFP, and (3) the prospective respondent is competing solely on its own behalf without connection VTA Project # Page 10 of 11

11 with, or obligation to, any undisclosed person or firm. Respondents will be required to certify that they are not on the Comptroller General s list of ineligible contractors. Any agreement resulting from this RFP shall be subject to any and all applicable laws, rules, regulations and guidelines for project administration issued by the FTA of the DOT of the U.S. Government and the Commonwealth of Massachusetts. The VTA reserves the right to reject any or all proposals, in part or whole, if the VTA deems it in its best interest to do so. Evaluation Criteria Proposal responses will be evaluated on each of the following criteria: System s ability to meet VTA s stated needs 25 points Strength of warranties and available guarantees -10 points Price 10 points Ability to deliver Control System at requested timelines 15 points Completeness of proposal response 10 points Vendor and Product demonstrated operational success (customer references, total roundtrip kwh delivered, number of installations, duration of installations, etc.) 15 points User Interface quality and ease of use 15 Points Supporting Documents Exhibit A: System Site Plan Exhibit B: ACES Monitoring Requirements Exhibit C: PCS Specifications Exhibit D: Proposed Solar PV Inverter Specifications Exhibit E: Generator Specifications Exhibit F: BYD Charger Specifications VTA Project # Page 11 of 11