[Congressional Record (Bound Edition), Volume 155 (2009), Part 16]
[House]
[Pages 21227-21231]
[From the U.S. Government Publishing Office, www.gpo.gov]




HEAVY DUTY HYBRID VEHICLE RESEARCH, DEVELOPMENT, AND DEMONSTRATION ACT 
                                OF 2009

  Mr. TONKO. Mr. Speaker, I move to suspend the rules and pass the bill 
(H.R. 445) to establish a research, development, demonstration, and 
commercial application program to promote research of appropriate 
technologies for heavy duty plug-in hybrid vehicles, and for other 
purposes, as amended.
  The Clerk read the title of the bill.
  The text of the bill is as follows:

                                H.R. 445

       Be it enacted by the Senate and House of Representatives of 
     the United States of America in Congress assembled,

     SECTION 1. SHORT TITLE.

       This Act may be cited as the ``Heavy Duty Hybrid Vehicle 
     Research, Development, and Demonstration Act of 2009''.

     SEC. 2. ADVANCED HEAVY DUTY HYBRID VEHICLE TECHNOLOGY 
                   RESEARCH, DEVELOPMENT, DEMONSTRATION, AND 
                   COMMERCIAL APPLICATION PROGRAM.

       (a) Establishment.--The Secretary shall establish a 
     competitive research, development, demonstration, and 
     commercial application program (referred to in this Act as 
     the ``program'') to provide grants to applicants to carry out 
     projects to advance research and development and to 
     demonstrate technologies for advanced heavy duty hybrid 
     vehicles.
       (b) Applications.--
       (1) In general.--The Secretary shall issue requirements for 
     applying for grants under the program.
       (2) Selection criteria.--The Secretary shall establish 
     selection criteria for awarding grants under the program. In 
     evaluating applications, the Secretary shall--
       (A) consider the ability of applicants to successfully 
     complete both phases described in subsection (c); and
       (B) give priority to applicants who are best able to--
       (i) fill existing research gaps and achieve the greatest 
     advances beyond the state of current technology; and
       (ii) achieve the greatest reduction in fuel consumption and 
     emissions.
       (3) Partners.--An applicant for a grant under this section 
     may carry out a project in partnership with other entities.
       (4) Schedule.--
       (A) Application request.--Not later than 180 days after the 
     date of the enactment of this Act, the Secretary shall 
     publish in the Federal Register, and elsewhere as 
     appropriate, a request for applications to undertake projects 
     under the program. Applications shall be due not later than 
     90 days after the date of such publication.
       (B) Application selection.--Not later than 90 days after 
     the date on which applications for grants under the program 
     are due, the Secretary shall select, through a competitive 
     process, all applicants to be awarded a grant under the 
     program.
       (5) Number of grants.--The Secretary shall determine the 
     number of grants to be awarded under the program based on the 
     technical merits of the applications received. The number of 
     grants awarded under the program shall not be less than three 
     or more than seven, and at least half of the grants awarded 
     shall be for plug-in hybrid technology.
       (6) Award amounts.--The Secretary shall award not more than 
     $3,000,000 to each recipient per year for each of the 3 years 
     of the project.
       (c) Program Requirements; Two Phases.--Each grant recipient 
     shall be required to complete two phases:
       (1) Phase one.--
       (A) In general.--In phase one, the recipient shall research 
     and demonstrate advanced hybrid technology by producing or 
     retrofitting one or more advanced heavy duty hybrid vehicles.
       (B) Report.--Not later than 60 days after the completion of 
     phase one, the recipient

[[Page 21228]]

     shall submit to the Secretary a report containing data and 
     analysis of--
       (i) the performance of each vehicle in carrying out the 
     testing procedures developed by the Secretary under 
     subparagraph (E);
       (ii) the performance during such testing of each vehicle's 
     components, including the battery, energy management system, 
     charging system, and power controls;
       (iii) the projected cost of each vehicle, including 
     acquisition, operating, and maintenance costs; and
       (iv) the emissions levels of each vehicle, including 
     greenhouse gas levels.
       (C) Termination.--The Secretary may terminate the grant 
     program with respect to the project of a recipient at the 
     conclusion of phase one if the Secretary determines that the 
     recipient cannot successfully complete the requirements of 
     phase two.
       (D) Timing.--Phase one begins upon receipt of a grant under 
     the program and has a duration of one year.
       (E) Testing procedures.--The Secretary shall develop 
     standard testing procedures to be used by recipients in 
     testing each vehicle. Such procedures shall include testing a 
     vehicle's performance under typical operating conditions.
       (2) Phase two.--
       (A) In general.--In phase two, the recipient shall 
     demonstrate advanced manufacturing processes and technologies 
     by producing or retrofitting fifty advanced heavy duty hybrid 
     vehicles.
       (B) Report.--Not later than 60 days after the completion of 
     phase two, the recipient shall submit to the Secretary a 
     report containing--
       (i) an analysis of the technological challenges encountered 
     by the recipient in the development of the vehicles;
       (ii) an analysis of the technological challenges involved 
     in mass producing the vehicles; and
       (iii) the manufacturing cost of each vehicle, the estimated 
     sale price of each vehicle, and the cost of a comparable non-
     hybrid vehicle.
       (C) Timing.--Phase two begins at the conclusion of phase 
     one and has a duration of two years.
       (d) Research on Vehicle Usage and Alternative Drive 
     Trains.--The Secretary shall conduct research into 
     alternative power train designs for use in advanced heavy 
     duty hybrid vehicles. Such research shall compare the 
     estimated cost, including operating and maintenance costs, 
     emissions reductions, and fuel savings of each design with 
     similar non-hybrid power train designs under the conditions 
     in which these vehicles are typically used, including, for 
     each vehicle type--
       (1) number of miles driven;
       (2) time spent with the engine at idle;
       (3) horsepower requirements;
       (4) length of time the maximum or near maximum power output 
     of the vehicle is needed; and
       (5) any other factors that the Secretary considers 
     appropriate.
       (e) Report to the Congress.--Not later than 60 days after 
     the Secretary receives the reports from grant recipients 
     under subsection (c)(2)(B), the Secretary shall submit to the 
     Congress a report containing--
       (1) an identification of the grant recipients and a 
     description of the projects to be funded;
       (2) an identification of all applicants who submitted 
     applications for the program;
       (3) all data contained in reports submitted by grant 
     recipients under subsection (c);
       (4) a description of the vehicles produced or retrofitted 
     by recipients in phase one and phase two of the project, 
     including an analysis of the fuel efficiency of such 
     vehicles; and
       (5) the results of the research carried out under 
     subsections (d) and (h).
       (f) Coordination and Nonduplication.--To the maximum extent 
     practicable, the Secretary shall coordinate, and not 
     duplicate, activities under this Act with other programs and 
     laboratories of the Department of Energy and other Federal 
     research programs.
       (g) Cost Sharing.--Section 988 of the Energy Policy Act of 
     2005 (42 U.S.C. 16352) shall apply to the program established 
     pursuant to this section.
       (h) Electrical Grid Research Pilot Program.--The Secretary 
     shall establish a pilot program through the National 
     Laboratories and Technology Centers of the Department of 
     Energy to research and test the effects on the domestic 
     electric power grid of the widespread use of plug-in hybrid 
     vehicles, including plug-in hybrid vehicles that are advanced 
     heavy duty hybrid vehicles.
       (i) Definitions.--For purposes of this section:
       (1) Advanced heavy duty hybrid vehicle.--The term 
     ``advanced heavy duty hybrid vehicle'' means a vehicle with a 
     gross weight between 14,000 pounds and 33,000 pounds that is 
     fueled, in part, by a rechargeable energy storage system.
       (2) Greenhouse gas.--The term ``greenhouse gas'' means--
       (A) carbon dioxide;
       (B) methane;
       (C) nitrous oxide;
       (D) hydrofluorocarbons;
       (E) perfluorocarbons; or
       (F) sulfur hexafluoride.
       (3) Plug-in hybrid.--The term ``plug-in hybrid'' means a 
     vehicle fueled, in part, by electrical power that can be 
     recharged by connecting the vehicle to an electric power 
     source.
       (4) Retrofit.--The term ``retrofit'' means the process of 
     creating an advanced heavy duty hybrid vehicle by converting 
     an existing, fuel-powered vehicle.
       (5) Secretary.--The term ``Secretary'' means the Secretary 
     of Energy.
       (j) Authorization of Appropriations.--
       (1) There are authorized to be appropriated to the 
     Secretary $16,000,000 for each of fiscal years 2010 through 
     2012 to carry out this section.
       (2) Of the funds authorized under paragraph (1), not more 
     than $1,000,000 per fiscal year may be used for--
       (A) carrying out the studies required under subsection (d);
       (B) carrying out the pilot program required under 
     subsection (h); and
       (C) the administration of the program.

     SEC. 3. EXPANDING RESEARCH IN HYBRID TECHNOLOGY FOR LARGE 
                   VEHICLES.

       Subsection (g)(1) of the United States Energy Storage 
     Competitiveness Act of 2007 (enacted as section 641(g)(1) of 
     the Energy Independence and Security Act of 2007 (42 U.S.C. 
     17231(g)(1))) is amended by inserting ``vehicles with a gross 
     weight over 16,000 pounds,'' before ``stationary 
     applications''.

  The SPEAKER pro tempore. Pursuant to the rule, the gentleman from New 
York (Mr. Tonko) and the gentleman from Texas (Mr. Hall) each will 
control 20 minutes.
  The Chair recognizes the gentleman from New York.


                             General Leave

  Mr. TONKO. I ask unanimous consent that all Members may have 5 
legislative days to revise and extend their remarks and include 
extraneous material on H.R. 445, the bill now under consideration.
  The SPEAKER pro tempore. Is there objection to the request of the 
gentleman from New York?
  There was no objection.
  Mr. TONKO. Mr. Speaker, I yield myself such time as I may consume.
  Mr. Speaker, it is my pleasure to put before the House today H.R. 445 
by Mr. Jim Sensenbrenner. The House passed a nearly identical bill, 
H.R. 6323, in the 110th Congress and, unfortunately, that is as far as 
the bill got. Hopefully we can get some movement on this measure this 
time around.
  By enhancing the Department of Energy's research program in heavy 
duty hybrid trucks, this bill draws much needed focus to a very 
critical component of the transportation sector, that being commercial 
trucks.
  We have repeatedly learned the hard way just how much the health of 
our economy can hinge on the commercial transportation sector. Costly 
fuel translates directly into higher prices for consumers since the 
large majority of products we consume or use, from food to building 
materials, are at some point transported by a medium to heavy duty 
truck. We must take measures to ensure that this remains a vibrant 
economic sector.
  The heavy truck sector also plays a role in our energy security and 
environmental health. Approximately one-fourth of the Nation's fuel use 
and the majority of transportation-based emissions can be attributed to 
heavy duty trucks. One large tractor-trailer rig uses as much fuel 
annually as 48 passenger vehicles. We can see how even small 
improvements in their efficiency can have a substantial impact.
  As with passenger vehicles, hybrid technologies hold the greatest 
promise for improving the fuel economy and emissions of commercial 
trucks, but considerable research and development is required to put 
these technologies on the road. While the technological requirements 
for hybrid trucks are very different, advances in this sector can 
benefit the domestic automotive sector as a whole by providing 
invaluable lessons learned in the designing and manufacturing of these 
systems.

                              {time}  1115

  Mr. Sensenbrenner's bill represents a commonsense approach to 
chipping away at our energy challenge. I believe this is an important 
piece of legislation in the large and complex puzzle that is our 
transportation sector. And I urge my colleagues to support the measure.
  Mr. Speaker, I reserve the balance of my time.

[[Page 21229]]


  Mr. HALL of Texas. Mr. Speaker, I yield myself such time as I may 
consume. I rise today in support of H.R. 445, the Heavy Duty Hybrid 
Vehicle Research, Development, and Demonstration Act of 2009, sponsored 
by my good friend, Congressman Sensenbrenner. H.R. 445 was originally 
introduced in the 110th Congress as H.R. 6323, where it passed out of 
the Committee on Science and Technology with bipartisan support and 
input from both sides of the aisle and was passed by the House of 
Representatives under suspension of the rules by voice vote.
  I'm pleased that Mr. Sensenbrenner reintroduced his bill in this 
Congress that we're debating on the floor today. While most of the 
attention on hybrid vehicles has been focused on passenger cars, large, 
heavy duty hybrid trucks have received limited funds for Federal 
research and development programs. However, because trucks generally 
use much more fuel per year than passenger vehicles, the overall 
potential on satisfaction is very significant. The Environmental 
Protection Agency establishes that a typical delivery truck using a 
hydraulic hybrid system could save up to 1,000 gallons of fuel per 
year.
  In light of the proposed savings in fuel use and resulting emissions 
reduction, the Heavy Duty Hybrid Vehicle Research, Development, and 
Demonstration Act of 2009 aims to encourage the advancement of the 
needed technology to bring about these savings. The bill directs the 
Secretary of Energy to establish a grant program for the development of 
advanced heavy duty hybrid vehicles.
  These grants are awarded in two phases. In phase one, grant 
recipients are required to build or retrofit one or more advanced heavy 
duty hybrid vehicles and to collect required data. In phase two, grant 
recipients are required to produce or retrofit 50 advanced heavy duty 
hybrid vehicles, collect required data, and report on the results.
  In addition, the bill directs the Secretary to conduct a study of 
alternative power train designs for use in advanced heavy duty hybrid 
vehicles and, further, directs the Secretary to establish a pilot 
program through DOE's national laboratories to research and test the 
effects on the domestic electric power grid of the widespread use of 
plug-in hybrid vehicles, including heavy duty plug-in hybrid trucks.
  Again, I thank Congressman Sensenbrenner for introducing this bill, 
and Chairman Gordon for helping to advance it. I think it makes good 
sense and deserves passage.
  Mr. Speaker, I have no further requests for time, and I yield back 
the balance of my time.
  Mr. TONKO. Mr. Speaker, I again commend Representative Sensenbrenner 
for his work on H.R. 445, which will speak to heavy duty hybrid vehicle 
research and development. The deployment of the improvements that we 
can make in that transportation sector will aid us tremendously in 
responding favorably to the environment and to our energy needs. For 
that purpose and many of the related energy and environment benefits 
that come from such research and development, I strongly urge our 
colleagues to support H.R. 445.
  Mr. SENSENBRENNER. Mr. Speaker, I rise to urge support for my Hybrid 
Truck bill. New taxes are not the only solution to climate change. We 
need to focus on our economy as we work to reduce our emissions. We can 
over-regulate our businesses, cripple our economic development, and 
watch as China and India race past us--sputtering greenhouse gases 
along the way--or Congress can create incentives that encourage the 
development of new technologies that will reduce our emissions, foster 
economic development, and allow U.S. manufacturers to export their 
energy-saving technologies worldwide.
  Commercial traffic is truly vital to the American economy, and the 
fuel costs for trucks directly affect costs for all Americans. Higher 
prices for their fuel raise the prices of our food, healthcare, 
manufacturing, retail, waste removal, and other goods and services. 
While our economy would not survive without them, trucks consume huge 
quantities of oil, which raises the cost of their business, increases 
our dependence on oil, and injects greenhouse gases into our 
environment.
  The answer is not to burden these businesses, already strained by 
high fuel costs, with additional taxes for the carbon dioxide they 
release. Instead, we need to encourage the development and introduction 
of technologies that will reduce their fuel consumption.
  The technologies we need already exist. Everyone has seen hybrid 
cars. This technology, which combines gas and electric motors for a 
powerful and efficient engine, is even more practical in trucks. Even 
though there are fewer trucks on the road, trucks use more fuel.
  Utility trucks, for example, typically drive short distances to and 
from a work site, but sit idle for hours while on site. A plug-in 
hybrid truck would use less fuel getting to and from the site, and 
could operate without any fuel while on site. Ultimately, a plug-in 
hybrid engine in a utility truck could use up to 60 percent less fuel.
  Delivery trucks constantly stop and go. Hybrid engines excel at this 
type of driving because the engine can essentially turn off during 
short accelerations, while coasting, and when it is at a stop.
  Developing these technologies will have benefits beyond fuel savings. 
By making our trucks more efficient, we will make our goods and 
services more affordable and become leaders in these new technologies. 
By helping American manufacturers research and commercialize new 
technologies, we can strengthen our economy, reduce our dependence on 
foreign oil, and lower our emissions.
  H.R. 445 is one example of how technology, not taxes, can solve our 
energy crisis. This legislation will accelerate research of plug-in 
hybrid technology in trucks by creating grants for manufacturers to 
build, test, and sell plug-in hybrid utility and delivery trucks. This 
bill will put plug-in hybrid trucks on the road and help advance 
research and accelerate commercialization of an important technology.
  Mr. Speaker, I would like to submit the following memo regarding H.R. 
445:


Heavy Duty Hybrid Vehicle Research, Development, and Demonstration Act 
                                of 2009

                         I. PURPOSE OF THE BILL

       The purpose of H.R. 445, the `Heavy Hybrid Truck Research, 
     Development, and Demonstration Act of 2009,' is to establish 
     a research, development, demonstration, and commercial 
     application program to promote research of appropriate 
     technologies for heavy duty hybrid vehicles, and for other 
     purposes.


                II. BACKGROUND AND NEED FOR LEGISLATION

       Because large, heavy duty trucks rely on a diesel or 
     gasoline internal combustion engine for power, they typically 
     have relatively low fuel economy and high emissions. This is 
     especially evident in trucks with duty-cycles that require 
     frequent starts and stops or long periods of engine idling to 
     power auxiliary systems such as bucket lifters, trash 
     compactors, off-board power tools, air conditioning, 
     refrigeration, or other work-related equipment. Switching a 
     portion of the driving and auxiliary power loads away from 
     the internal combustion engine to an alternate power source 
     would enable these vehicles to realize considerable fuel 
     savings and emissions reductions compared to conventional 
     models. The Environmental Protection Agency (EPA) estimates 
     that an average delivery truck using a hybrid drive system 
     could save approximately 1,000 gallons of diesel per year 
     compared to one with a conventional drive system.
       High fuel prices and tightening emissions standards provide 
     an added impetus for the development of new heavy duty hybrid 
     truck systems. Several manufacturers have technologies in 
     various stages of development for a range of large commercial 
     vehicle platforms such as package delivery vans, buses, 
     refuse collection trucks, large utility `bucket' trucks, 
     construction vehicles, and short- and long-haul tractor 
     trailer trucks. Research supported by the Department of 
     Defense (DOD) has also been a key driver of innovation for 
     heavy hybrids since these technologies can provide several 
     strategic advantages including substantial noise reduction, a 
     source of alternative power for radar and weapons systems, 
     reduction of overall weight and maintenance requirements, and 
     longer ranges between vehicle refueling. Despite substantial 
     investment in both the defense and commercial sectors, the 
     cost of research and development and the final price of heavy 
     duty hybrid vehicles remain prohibitively high, even for 
     military applications. Consequently, there remain significant 
     technical obstacles to development and final commercial 
     application of these technologies that federally-sponsored 
     R&D activities can help to overcome.
       Managing a comprehensive federal R&D program is complicated 
     by the fact that there is no onesize-fits-all hybrid solution 
     for the entire heavy duty vehicle sector. The power demands 
     of heavy duty trucks are as varied as the applications, and 
     deploying hybrid models into heavy truck fleets is more 
     complicated than simply scaling up the hybrid systems used 
     for passenger vehicles. For example, through the course of an 
     average drive cycle the charging and discharging of a

[[Page 21230]]

     hybrid system on a refuse truck with its frequent starts and 
     stops, dumpster lifting, and trash compaction will be 
     considerably different than that of a utility truck, which 
     may idle in one place for several hours to operate a boom or 
     other equipment. Furthermore, developing hybrid systems for 
     long-haul tractor trailer rigs (Class VIII) presents an even 
     greater challenge since these vehicles seldom brake during a 
     drive cycle, providing few opportunities for battery systems 
     to recharge through regenerative braking. The energy storage 
     devices and related control systems may be altogether 
     different for each of these platforms. Future generations of 
     heavy trucks may also include plug-in hybrid electric models 
     that can store more electric energy in larger banks of 
     batteries and charge these batteries through direct 
     connection to the electricity grid either while in operation 
     on a jobsite or in a parking lot or garage.
       The majority of federal funding for hybrid vehicle R&D has 
     focused on passenger vehicles which far outnumber heavy 
     trucks. However, the federal R&D portfolio should address the 
     significant potential for fuel savings and emissions 
     reductions through improvements in the heavy duty vehicle 
     sector, and take advantage of the ability of this sector to 
     deploy new technologies quickly. For example, according to 
     the Oshkosh Truck Corporation, there are approximately 90,000 
     refuse trucks in the United States. Their collective fuel 
     consumption is equivalent to 2.5 million passenger vehicles 
     (based on 10,000 gallons/year per truck). Eaton Corporation 
     estimates that as few as 10,000 hybrid electric trucks could 
     reduce diesel fuel usage by 7.2 million gallons per year 
     (approx. 1 million barrels of oil), reduce annual NOx 
     emissions by the amount equivalent to removing New York 
     City's passenger cars for 25 days, and reduce carbon dioxide 
     emissions by 83,000 tons.
       Energy storage technology options for hybrid trucks 
     generally include batteries, hybrid hydraulic systems, and 
     ultra-capacitors. Batteries receive the most attention and 
     research funding because of their applicability throughout 
     the transportation sector. To expand the use of electricity 
     in the vehicles sector, batteries must be smaller, lighter, 
     cheaper, and more powerful. Vehicle batteries typically fall 
     into one of three families of technologies: lead-acid, nickel 
     metal hydride (NiMH), and lithium-ion (Li-ion). Lead-acid 
     batteries have many advantages including their relative 
     simplicity and low cost, wide-scale availability, domestic 
     manufacturing capacity, and established recycling 
     infrastructure. NiMH batteries are found in the current 
     generation of hybrid vehicles and will be the battery of 
     choice for many of the first generation heavy hybrid trucks. 
     However, high weight and low power density are significant 
     issues for both lead-acid and NiMH batteries. Many in the 
     industry believe the future of hybrids depends on 
     breakthroughs in new battery technologies, such as the 
     lithium-ion (Li-ion) batteries with their comparatively low 
     weight and high power density. In addition to resolving 
     remaining serious technical issues such as heat management, 
     the cost of manufacturing Li-ion batteries remains 
     prohibitively high for large-scale deployment in vehicles. 
     There is also concern that the U.S. is falling behind 
     countries like Japan, China and France in the race to develop 
     and mass produce batteries for hybrid vehicles. Consequently, 
     a significant effort is underway to build up a domestic 
     supply chain.
       Plug-in hybrid applications that include an energy storage 
     system charged by an external power source are a particularly 
     attractive option for certain platforms of heavy duty 
     vehicles. Furthermore, heavy truck fleets provide a valuable 
     test-bed for demonstrating technologies that may ultimately 
     end up in the passenger vehicle market. Plug-in Hybrid 
     Vehicles (PHEV) is a critical near-to-mid term technology 
     option for drastically reducing the nation's dependence on 
     foreign oil. PHEV's, unlike traditional hybrid application, 
     shift most of the vehicle's energy source from petroleum to 
     domestically produced power from the electricity grid while 
     still providing sufficient power to handle heavy duty 
     applications. Some studies suggest that PHEV's may have the 
     added benefit of reducing transportation-related carbon 
     emissions, even if the electricity is generated solely from 
     coal. Much research remains in developing the technology to 
     reduce the weight and cost of the systems while improving 
     reliability.
       The Department of Energy (DOE) has funded limited research 
     on the hybridization of trucks, most recently through the 
     21st Century Truck Partnership which conducts research and 
     development through joint public and private efforts. Other 
     federal agencies involved in the 21st Century Truck 
     Partnership include the Department of Defense, the Department 
     of Transportation, and EPA. Because of the highly fragmented 
     nature of the heavy duty vehicle manufacturing industry, 
     there is limited in-house research and testing capabilities 
     for even the largest of firms. The industry often relies on 
     research efforts of unique Federal facilities such as DOE's 
     National Renewable Energy Laboratory and Argonne National 
     Laboratory, the EPA's National Vehicle and Fuel Emissions 
     Laboratory, and the Army's National Automotive Center. 
     Despite the potential economic and environmental benefits of 
     hybrid trucks and the considerable technical hurdles that 
     remain, the 21st Century Truck Partnership is facing 
     decreased funding and an uncertain future as the 
     administration chooses to focus federal research on the 
     passenger vehicle market. DOE does not currently offer any 
     competitive grants that target the development of 
     technologies applicable for use in hybrid trucks.


              III. SUMMARY OF MAJOR PROVISIONS OF THE BILL

       H.R. 445 directs the Secretary of DOE (Secretary) to 
     establish a grant program for the development of advanced 
     heavy duty hybrid vehicles. The bill gives the Secretary the 
     discretion to award between three and seven grants based on 
     the technical merits of the proposals received. At least half 
     of the awarded grants must be for the development of plug-in 
     hybrid trucks.
       Grants are awarded to applicants for two phases of research 
     and development. In phase one, recipients must build at least 
     one advanced heavy duty hybrid vehicle, conduct studies of 
     the vehicle, and report to DOE on the performance, cost, and 
     emissions levels of the vehicle. In phase two, recipients 
     must produce 50 advanced heavy duty hybrid vehicles and 
     report to DOE on the technological challenges and estimated 
     costs involved in wide-scale manufacture.
       H.R. 445 also directs the Secretary to conduct a study of 
     alternative power train designs for use in advanced heavy 
     duty hybrid vehicles. The study includes analysis of 
     different designs under conditions of typical use. The bill 
     also directs the Secretary to establish a pilot program 
     through the National Laboratories to research and test the 
     effects on the domestic electric power grid of widespread use 
     of plug-in hybrid vehicles.
       Grant applicants may include partnerships between 
     manufacturers, electrical utilities, or other entities to 
     fulfill the program's requirements. Awards under H.R. 445 
     will be for up to $3 million per year for three years. The 
     bill also amends the Energy Storage Competitiveness Act of 
     2007 (enacted as section 641(g)(1) of the Energy Independence 
     and Security Act of 2007 (42 U.S.C. 17231(g)(1)) to include 
     heavy trucks in the Secretary's priorities for applied energy 
     storage research.


              IV. SECTION-BY-SECTION ANALYSIS OF THE BILL

     Section I. Short title
       H.R. 445 can be cited as the ``Heavy Duty Hybrid Vehicle 
     Research, Development, and Demonstration Act of 2009.''
     Section 2. Advanced Heavy Duty Hybrid Vehicle Technology 
         Research, Development, Demonstration, and Commercial 
         Application Program
       Section 2(a) directs the Secretary to establish a program 
     to provide grants to carry out projects to advance research 
     and demonstrate technologies for advanced heavy duty hybrid 
     vehicles.
       Section 2(b) requires the Secretary to issue application 
     requirements and to establish criteria for making grant 
     awards. The Secretary must give priority to applicants who 
     are best able to advance the current state of technology and 
     achieve the greatest reductions in fuel consumption and 
     emissions. To be eligible, recipients must produce trucks 
     with a gross weight between 14,000 and 33,000 pounds (e.g. 
     Class IV through Class VII vehicles). The Secretary is given 
     discretion to award between three and seven grants based on 
     the technical merits of the applications received. At least 
     half of the grants are to be awarded for plug-in hybrid 
     technology. Applicants can partner with other entities to 
     fulfill the obligations of the program.
       Section 2(c) defines two phases of research by award 
     recipients. In phase one, each recipient has one year to 
     build or retrofit one or more advanced heavy duty hybrid 
     vehicles. Recipients are required to collect and analyze data 
     on the performance of key vehicle components; the estimated 
     costs of producing, operating, and maintaining the vehicle; 
     the emissions of the vehicle; and on overall vehicle 
     performance according to guidelines established by the 
     Secretary.
       If, at the conclusion of phase one, it is clear that a 
     grant recipient will be unable to complete the requirements 
     of phase two, the Secretary has the discretion to waive the 
     requirement for phase two research and terminate the grant to 
     that recipient.
       In phase two, recipients are required to demonstrate the 
     advanced manufacturing processes of heavy duty plug-in 
     vehicles by producing or retrofitting 50 advanced heavy duty 
     hybrid vehicles within two years. Recipients must also report 
     on the major technological obstacles they encounter in 
     developing and producing the vehicles and on the projected 
     costs of each vehicle.
       Award recipients are eligible to receive three million 
     dollars per year for three years to complete both phases of 
     the development program.
       Section 2(d) directs the Secretary to conduct a study of 
     alternative power train designs for use in advanced heavy 
     duty hybrid vehicles. The study would analyze these different 
     designs under conditions which they are typically used, 
     including the average number of miles driven, the time spent 
     with the engine at idle, horsepower requirements, the length 
     of time the maximum power is required, and other factors the 
     Secretary determines to be appropriate.

[[Page 21231]]

       Section 2(e) requires the Secretary to report to Congress 
     within 60 days on the findings of the reports submitted by 
     grant recipients.
       Section 2(f) and 2(g) require the Secretary to coordinate 
     the research conducted under this program with other research 
     conducted by the Department. The cost sharing provisions of 
     section 988 of the Energy Policy Act of 2005 (42 U.S.C. 
     16352) apply to the program.
       Section 2(h) directs the Secretary to establish a pilot 
     program through DOE's National Laboratories to research and 
     test the effects on the domestic electric power grid of the 
     widespread use of plug-in hybrid vehicles, including heavy 
     duty plug-in hybrid trucks.
       Section 2(i) defines the terms: advanced heavy duty hybrid 
     vehicle, greenhouse gas, plug-in hybrid, retrofit, and 
     Secretary for the purposes of this section.
       Section 2(j) authorizes appropriations of $16 million per 
     year for fiscal years 2010 through 2012.
     Section 3. Expanding research in hybrid technology for large 
         vehicles
       This section amends the United States Energy Storage 
     Competitiveness Act of 2007 (enacted as section Sec. 
     641(g)(1) of the Energy Independence and Security Act of 2007 
     (42 U.S.C. 17231(g)(1)) to include vehicles with a gross 
     weight over 8501 pounds in the Secretary's priorities for 
     advanced energy storage.

                                V. VIEWS

       The hybridization of heavy duty trucks is an important goal 
     that has been largely overlooked by the Federal government. 
     While numerous federal grants are available for the 
     production of hybrid and plug-in hybrid passenger vehicles, 
     there are no grants available that specifically target the 
     development of heavy duty hybrid vehicles. This is an 
     unfortunate oversight. Federal investment in this research 
     will result in improvements in the fuel efficiency and 
     emission profiles of heavy duty vehicles and is likely to 
     provide significant economic benefits as well as benefits in 
     energy efficiency and air quality.
       The Secretary is encouraged to award the maximum number of 
     grants if sufficient meritorious applications are received. 
     Research applicable to heavy duty vehicles that make frequent 
     stops such as delivery trucks, buses, and refuse collection 
     vehicles and vehicles that idle on job sites for extensive 
     periods to operate auxiliary functions such as utility 
     `bucket' trucks should receive the highest priority for 
     funding under this program. This research and development 
     program is not intended to provide support for research and 
     development on large, Class IV, passenger trucks. The 
     definition of Advanced Heavy Duty Hybrid Vehicle included in 
     the legislation specifically excludes Class VIII heavy duty 
     vehicles (e.g. long-haul tractor trailer trucks). 
     Significantly different technical requirements of those 
     platforms merits funding under separate programs.
       It is important to provide funding to applicants best able 
     to provide the greatest potential advancement over current 
     technologies and for research that is most likely to lead to 
     reduced fuel consumption and reduced emissions. In many 
     cases, this will mean awarding applicants who propose hybrid 
     designs that rely on multiple sources of energy for 
     propulsion, and integration of propulsion and auxiliary power 
     systems as this approach entails a greater technical 
     challenge.
       Intellectual property rights and ownership of actual 
     vehicles built under this program are intended to benefit the 
     grant recipients who develop them. The Department of Energy 
     is encouraged to grant waivers of such rights.

  Mr. TONKO. Mr. Speaker, I yield back the remainder of my time.
  The SPEAKER pro tempore. The question is on the motion offered by the 
gentleman from New York (Mr. Tonko) that the House suspend the rules 
and pass the bill, H.R. 445, as amended.
  The question was taken; and (two-thirds being in the affirmative) the 
rules were suspended and the bill, as amended, was passed.
  A motion to reconsider was laid on the table.

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