Sec C-M USWC Cape I Sep-21.docx

C.1 INTRODUCTION AND BACKGROUND

The Maritime Administration (MARAD) requires services for the exclusive long-term safe layberthing for two (2) Cape I class RRF vessels CAPE ISABEL and CAPE INSCRIPTION on the U.S. West Coast. Although the layberths are intended for the vessels identified in this solicitation, the Government may substitute vessels of a similar size or smaller. A Memorandum of Agreement (MOA) between the Department of the Defense (DoD) and the Department of Transportation (DOT) establishes that, in consideration of the National Defense and the American Merchant Marine, a mutual interest and responsibility exists for the joint establishment, maintenance and control of a Ready Reserve Force (RRF), which is an element of the National Defense Reserve Fleet (NDRF). The ships of the RRF are maintained by MARAD in various states of readiness to meet common user lift requirements of the armed services in a contingency. The RRF consists of 41 vessels as of August 30, 2021.

C.2 DEFINITIONS

Alternative Mooring Arrangement: A mooring plan that uses a combination of fixed berthing structures and anchors to moor vessels to meet the heavy weather mooring standard.

Apron: An area adjacent to and extending the length of the berth used for vehicle passage, material staging, parking of vehicles engaged in maintenance, repair, delivery of parts, etc.

Berth: Any designated place where a vessel is secured including the dock and slip, usually indicated by a code or name.

Contract Award Date: Designated in accordance with the contract provision "Period of Performance" found in Section F.

Contract Start Date: The date the berth must meet the contract's requirement. It is 120 days after the Contract Award Date unless the parties agree to an earlier date.

Dock: The structure located within the layberth facility having the mooring hardware for vessels, synonymous with pier and wharf.

Full-service port complex: A Port area with maritime services available, including but not limited to ship repair facilities, availability of around the clock pilotage, bunker supply and delivery services, and ship assist tugs as specified in section C.4.(C).

Heavy Weather Mooring Plan: An analysis consisting of drawings and mooring calculations that combines vessel characteristics, existing or additional mooring points, effects of wind direction, wind speed, tides and currents proving that the vessel(s) can be safely moored permanently at the proposed layberth up to the maximum weather and wind conditions specified for the layberth geographical area.

Layberth: A berth used by a vessel for an extended period of time.

Non-resilient fenders: Structures with an outer layer of High Impact Ultra High Molecular Weight (UHMW) instead of elastic material (rubber or plastics) placed along the pier face to cushion the vessel and prevent hull-plating damage.

Ramp: The primary vehicular access way onto a RO/RO vessel that is characterized by the location of entry (stern ramp/side-port ramp).

Resilient fenders: Structures with an outer layer of elastic material (rubber or plastics) placed along the pier face to cushion the vessel and prevent hull-plating damage.

Slip: The water area of the layberth adjacent to the dock where the vessel is maneuvered during arrivals and departures.

Ship Manager/General Agent: The MARAD contractor for a designated group of MARAD vessels that is responsible for ship operation, maintenance, and activation readiness.

Vertical live loads: These are items moving or being caused to move over the dock.

Water level: The height of water above or below the datum reference point as predicted by local tide tables and affected by seasonal flooding or drought.

Working Area: The area of a dock adjacent to vessel to be used for deliveries, staging gear, and vehicle access.

C.3 STATUS OF VESSELS

(A) RRF vessels will normally be maintained in an idle status and will remain at the layberth site in all weather conditions, except to participate in a military exercise/operation, to conduct some repairs, or comply with periodic regulatory requirements. Ship activations and dock trials are expected to be conducted at the layberth.

(B) RRF vessels may have a reduced operating status crew onboard.

(C) The shipboard firefighting system may be inoperable.

(D) The cathodic protection systems will be energized.

(E) Interior house and engineering spaces may be dehumidified with ship's equipment.

(F) The mooring equipment will remain in operating condition. Mooring lines and wires will be provided by the Government or the Government's Ship Manager/General Agent for each vessel.

(G) The vessels may be used for cargo handling training and for other training purposes.

(H) Cape I class vessels will be moored starboard side to the layberth because most mooring bitts, chocks and mooring winches are located on the starboard side and to accommodate placement of the stern ramp on the dock.

(I) Ships shall be boomed or have booms available for deployment at all times. In circumstances where prevailing currents, tides, or vessel traffic preclude having booms continuously in place, the containment booms should be kept in readily deployable locations such as onboard or adjacent to the vessel. Booms are Government Furnished Equipment (GFE) provided to Ship Managers of outported ships. SOMO’s shall ensure services to deploy, maintain, adjust and replace booms as necessary and take appropriate actions to ensure funding is provided. Booms shall be deployed during fuel oil transfer and during ro/ro ramp operation and testing when there is the danger of a hydraulic oil leak. Area division business plans shall address funding for oil boom replacement as necessary.

C.4 BERTH REQUIREMENTS AND THE CONTRACTORS OBLIGATIONS

(A) The layberth Contractor shall bear all costs associated with obtaining and maintaining an acceptable safe layberth except as specifically identified. Some items are identified for emphasis only. An acceptable safe layberth shall meet the following minimum criteria and technical features:

1. The water depth, based on the National Oceanic and Atmospheric Administration (NOAA) chart datum for soundings, shall be at least four (4’) feet greater than the estimated deep draft of the type of vessel to be located at the layberth (See Section J for ship dimensions). This depth shall be maintained the length and breadth of the proposed layberth, including the area needed to pull the vessel(s) away from the layberth with tugs, plus the access route from the layberth to the navigational channel, extending outward to the sea buoy, or pilot station, whichever is farther. The water depth at the berth shall be validated by multi-beam echo soundings based on the NOAA chart datum for soundings, as specified in Section E.6, prior to commencement of the period of performance. If vessels, including the MARAD vessels, at the berth under a contract, are currently occupying the layberth, it is the Contractor's responsibility to move those vessels away from the berth to accomplish the initial multi-beam survey. Follow-on annual multi-beam surveys shall be conducted at the berth with results provided to the Contracting Officer. Surveys shall be scheduled to coincide with sea trials or during other periods when the berth is clear. The Contracting Officer shall be notified in writing if the Contractor is unable to schedule the annual multi-beam survey based on ship schedules.

(a) The waterside of the layberth (e.g., slip) shall be of sufficient width to facilitate safe docking and undocking without interference to other shipping and shall be adequate to permit safe working room for tugboats, barges, lighters, and floating cranes. As a minimum, 75 feet extending outward from the vessel, or if nested, from the outboard vessel, shall be free and clear to provide safe working room. The water depth of the 75-foot clearance beyond the outboard vessel shall be as follows: The first 50 feet outboard of the vessel shall be the same depth as required in section C.4.(A)1. for maneuvering the ship away from the layberth or nested ship. The remaining 25-foot clearance shall be adequate to accommodate the depth of water required by service tugs for the local area, but no less than 20 feet based on the NOAA chart datum.

(b) Coordination with local Pilots and Docking Masters shall be maintained to determine local minimum requirements for docking and undocking. If the Local Pilots or Docking Masters determine that the requirements stated in C4.(A)1(a) are inadequate for normal ship movements, then the Contractor shall comply with the increased minimum water depth requirements as specified by Local Pilots and Docking Masters for docking/undocking and shall bear all expenses to increase the water depth.

(c) The Layberth Contractor will ensure the removal of all underwater obstacles that create a hazard to the vessel in the Contractors area of responsibility prior to the vessels arrival on berth.

2. If the performance of normal maintenance to the layberth, including requires temporary movement of the vessel from the subject layberth, the Contractor shall bear all expenses incurred in moving the vessel including but not limited to tugs, pilotage and temporary layberth costs. Any temporary layberth used shall meet all the requirements of this contract. Should the Contractor be unable to offer an acceptable substitute layberth during such a maintenance period, the Government reserves the right to acquire and move the vessel to a temporary layberth of its choice at the Contractor's expense or to terminate the contract for default.

3. The proposed berthing facility shall be of sound structural design, construction, and condition to support a heavy weather mooring plan in accordance with "MOORING SERVICE TYPE III" standards as identified in MIL-HDBK-1026/4. A draft heavy weather mooring plan with drawings shall be submitted no later than 14 calendar days after Contract award date. An approved mooring plan and drawings shall be submitted no later than 14 calendar day before the Contract Start Date.

(a) The layberth shall have a sufficient number of properly positioned and fastened mooring line fittings (bollards, bitts, cleats, etc.) to meet Mooring Service Type III requirements for the vessel(s) assigned (See Section J for ship dimensions and wind speeds by port). This requirement is modified by any other local requirements mandated by the cognizant USCG Captain Of The Port (COTP) that increases the required strength and shall be the responsibility of the Contractor for the duration of the contract.

(b) The heavy weather mooring plan and calculations shall demonstrate full compliance with all the relevant terms and conditions in this contract, showing that the vessel(s) can be safely moored permanently at the proposed layberth up to the maximum weather and wind conditions specified herein.

(c) When preparing mooring calculations, the combination of wind direction, wind speed, tides and currents shall be analyzed to determine the worst-case scenario. If the layberth is within 1,000 feet of a navigation channel, a passing vessel analysis is to be prepared. Identify and complete pier improvements required to mitigate the passing vessel effects. Assumptions to be used

(i) Passing vessel speed is reasonable for the area if not regulated or controlled.

(ii) Distance off moored vessel is the max length vessel allowed to transit the area.

(iii) Assume draft of passing vessel is max draft allowed to transit the area.

(d) The mooring lines and layberth mooring points shall be analyzed in accordance with NAVSEA Design Data Sheet, DDS 582-1, "CALCULATIONS FOR MOORING SYSTEMS". In performing this analysis, a minimum factor of safety of 2.5, based on the minimum calculated breaking strength for polyester or polyolefin line is required for all mooring lines subject to tension forces. OPTIMOOR software is an acceptable methodology.

(e) When calculating the safe working load of layberth mooring points, a minimum factor of safety of 5.0, based on the ultimate strength of the fitting is required. The Safe Working Load of all fittings on the layberth shall be identified on the required drawings that are submitted to the Government.

(f) The layberth Contractor shall ensure that the ships are moored in accordance with the heavy weather mooring plan. If the vessels are not moored in accordance with the approved mooring plan, the Contracting Officer or COTR shall be notified in writing as soon as this deficiency is discovered.

(g) US Coast Guard Captain of the Port must agree that the proposed use of the facility does not create a navigational hazard, or obstruction of navigational aids due to vessel air draft, nor are there any other waterway conflicts.

(h) All heavy weather mooring arrangements are subject to the approval of the U.S. Coast Guard Captain of the Port. The Contractor shall be responsible for any action to satisfy the U.S. Coast Guard Captain of the Port requirements for layberthing the vessel under the condition that these vessels are incapable of getting underway to sail out of the track of impending heavy weather due to their reduced operating status. The vessels are intended to stay at the layberth facility during heavy weather. The Contractor is responsible for any additional modifications to the facility and the vessel(s) required to meet and maintain the Coast Guard's approval requirements.

4. Mooring line fittings shall be sufficiently arranged to minimize the magnitude of ship motion, positioned to not result in excessively steep mooring line angles, and of sufficient size and design to hold the number of turns and/or eyes of ten (10) inch or less circumference mooring lines without chafing as called for in the heavy weather mooring plan.

5. When vessels are moored as indicated in C.3.(H), aft mooring lines for the Cape I vessels must be positioned so as not to interfere with the lowering and raising of the stern ramp.

6. At the maximum, one Cape I vessel may be nested outboard of another Cape I vessel secured to the dock. No other nesting will be permitted. Nesting of different classes of vessels will not be permitted. For the Cape I class, the vessel bridge wings shall be staggered in order to not roll into each other in case of weather on the beam of either vessel.

7. The facility, including but not limited to the layberth and associated structures, shall be well preserved and maintained at all times to ensure the proper level of safety and security for the vessel and the facility, the safe movement of the vessel and vehicular traffic within the facility, and the cleanliness of the layberth (e.g., free from garbage and debris).

8. The Contractor shall continually provide all resilient fenders (including resilient fenders between nested vessels) of adequate construction, size, and number to safely resist the maximum anticipated loads based on the heavy weather mooring calculations from the approved heavy weather mooring plan specified in C.4.(A)(3).

(a) Resilient fenders between the dock and the vessel shall be provided to keep the vessel off the "hard" portion (e.g., wood, metal, concrete) of the dock face at all times. No hull contact with "hard" surfaces is acceptable. In lieu of resilient fenders, High Impact Ultra High Molecular Weight (UHMW) polyethylene, used as recommended by the manufacturer, is acceptable fender material between the ship and layberth.

(b) The resilient fenders used between nested ships will keep the vessels at least four (4) feet apart in all weather conditions.

(c) The maximum allowable pressure is 25 pounds per square inch (psi) against any portion of the vessel hull by fenders or other structures. The maximum horizontal distance between any two fendering points shall not be more than 100 feet. Ship's hull curvature/flare shall be analyzed carefully to determine proper fendering locations. Section J provides vessel drawings, estimated sail area, and data on the approximate parallel mid-body for use in calculations.

(d) After the vessel(s) arrives at the berth, the government will inspect to ensure proper fendering.

9. The dock shall meet the following minimum criteria:

(a) The deck shall have a paved concrete or asphalt surface in good condition.

(b) The dock shall be of sufficient strength and dimensions to facilitate the movements of an HS 20-44 truck or the largest local fire fighting vehicle, whichever is greater, to and from the locations identified for the applicable vessel. The width of dock apron shall safely accommodate the two-way passing of two HS 20-44 trucks or fire fighting vehicles whichever is greater. All fixed structural mooring fittings shall be accessible by foot traffic, (e.g., line handlers). Alternative mooring arrangements requiring boat access will be acceptable.

(c) The dock shall safely support vertical live loads as follows:

(i) Support uniform loading of 425 lbs. per square foot in all areas except the portion of the layberth supporting the stern ramps for the Cape I vessels that are berthed alongside the layberth. For the Cape I vessels, the pressure exerted by the ramp (lbs/ft2) on its designed base (ft2) is listed directly below. The distance between the dock height and the water level shall enable the ramp to be lowered upon arrival at the layberth and be kept in a serviceable position continuously without the need to secure the ramp due to water level changes.

(ii) The dock shall support a point-load characterized by a small tire warehouse forklift with 4,000-lb load.

(iii) The Cape I vessels will have the stern ramp lowered onto the dock for vehicle access. Only the inboard vessel, if nested, must be able to deploy the ramp, however, if the berth configuration is such that both vessels can deploy the ramp this shall be accomplished without having to shift the vessels from the originally intended berthing position.

(iv) When lowered, stern ramps will extend aft of the vessel and horizontally over the layberth as listed below:

(v) The area on the dock where the ramp or sideport will be landed shall be clear of any obstruction (e.g., bollards, piping, bull rail…). The dock shall accommodate the lowered stern ramp or sideport ramp at all times. The dock area supporting the ramp shall permit access of an HS 20-44 truck onto the vessel.

(vi) The dock shall support truck loading to include the heaviest local fire fighting vehicle used in firefighting efforts and American Association of State Highways and Transportation Officials (AASHTO) standard HS 20-44 truck. Standard HS 20-44 can be found in the Standard Specification for Highway Bridges and is available at the following address:

AASHTO

444 N. Capitol St., N.W.

Suite 249 Washington, D.C. 20001

(202) 624-5800

10. Present no obstruction, protrusion or obstacle that may prove hazardous to the ship and/or personnel.

11. The dock shall be located sufficiently distant from areas where sand, grit, dust, bird droppings or other airborne or waterborne substances could hazard the material readiness of the ship's equipment or crew safety. If foreign material is deposited on these vessels, the Contractor shall be responsible for the cost of cleaning the vessel to the satisfaction of the Government. Persistent deposits of foreign material are cause for termination of this contract by default.

12. The Contractor shall prevent the ability of unauthorized personnel to access the layberthed vessels. The Contractor shall have and implement a layberth facility security plan. This is accomplished principally through the use and placement of fences and gates. Fencing to support the security plan shall be well-maintained. The layberth contractor is not responsible for providing security personnel. If the layberth is part of a larger facility, there shall be a security fence separating the layberth from the rest of the facility. Perimeter fencing of the larger facility can be used for the layberth perimeter barrier for common fence lines.

(a) The security fence shall be of adequate height (minimum of eight (8) feet) and rimmed with razor or equivalent wire, so constructed around the berthing area to prevent unauthorized personnel from approaching the ship's hull and prevent unauthorized access to mooring fittings. The recommended distance is 100 feet, however any placement of the fences must take into account that a minimum of 35 feet is required to provide adequate room for two way traffic of HS 20-44 vehicles. Razor or equivalent wire shall also be used on all open side sections of the fence to prevent access around the fence. Perimeter fencing that runs over land to the water's edge shall extend eight (8) feet beyond the mean low water level. When fencing extends from the dock above the water, razor or equivalent wire will be placed on the edge and bottom of the fence.

(b) The fence shall have a gate of sufficient size to allow access of the size vehicles discussed in C.4.(A)(17). It shall have a lock with a card key/key code access system. The gate(s) shall be visible from the vessel. Card keys/access codes are to be provided to MARAD surveyors and appropriate crewmembers as determined by the ship manager.

(c) Fences and gates shall be properly maintained at all times. This includes, but is not limited to, ensuring that all fences, gates, and posts are free of rust, properly painted, vertically aligned and kept in a tear-free state (free from holes).

13. The Contractor shall ensure personnel and contractor access to and security of the facility to meet the requirements set forth below:

(a) Layberth and ship access shall be available at all times (including Contractor provided access between nested vessels) to facilitate training, crew boarding, cargo handling, ship husbanding, activations, and repair services required by the Government or its contractors.

(b) The Government/Ship Manager reserves the right to subcontract for ship repair and/or stevedore services of its own choosing for the purpose of performing work onboard, or associated with the vessel, at all times that the vessel is moored at the facility. Said contractors and subcontractors shall be provided with unencumbered access to the vessel (including support vehicles) including, but not limited to, access across any and all labor related picket lines. The ship's crew shall be permitted to load ship's stores and spare parts without the assessment of stevedore's fees.

14. The layberth and structures adjacent to the layberth shall not present a fire hazard to the vessel(s). The lay berth shall be fire protected with an approved fire extinguishing system if built with a combustible material such as wood or equivalent.

15. The Contractor shall be responsible for, and bear all expenses associated with ensuring that there are properly paved and maintained access roads, (including bridges and tunnels if applicable) within the layberth facility. At all times during the term of this contract, access roads (including bridges and tunnels) shall not present obstructions nor restrict the safe access to the dock by personnel and vehicular traffic including all local firefighting vehicles and AASHTO HS 20-44 trucks.

16. The access roads and bridges shall have sufficient load bearing capacity and dimensions for AASHTO standard HS 20-44 truck traffic and the largest and heaviest local firefighting vehicles.

17. There shall be an adequately sized turn around area to enable AASHTO standard HS 20-44 trucks to turn around. The turn-around area shall be in close proximity to the dock apron so that such vehicles can turn around and back up to the dock or turn around before leaving via the access road.

18. Provide a paved, fenced, lit, and well-maintained parking area. There shall be at least 20 spaces for automobiles and/or small trucks for each ship. Parking spaces shall be clearly marked and be at least 10 feet wide and 20 feet long. The parking spaces shall not infringe on the access requirements defined in C.4. Lighting intensity shall be at least 1.0 foot-candles and be of an automated system to come on prior to dusk and turn off after dawn. It is recommended that the parking area be no closer than 100 feet to the vessel(s) and no farther than 500 feet from the vessel(s) but must meet the criteria identified in the sub-paragraph below.

(a) Does not require motorized transport between the parking area and the vessel.

(b) Does not require authorized personnel to pass through additional security check-points.

(c) Does not require crossing major traffic routes or if part of a larger facility does not require crossing inbound/outbound truck traffic lanes.

(d) Can not be more than 1380 feet from the pier entrance point.

(e) Near-vessel parking does not prevent delivery by truck to the vessel, does not reduce or inhibit truck turnaround area, and does not inhibit, block, or otherwise obstruct the 2-way passage of emergency vehicles throughout the length of the layberth.

19. Road maintenance within the layberth facility shall be the responsibility of the Contractor. All access roads, roadways, and layberth shall be kept clear from snow, ice, debris, potholes and vegetation at all times.

20. Provide lighting of at least 1.0 Foot-candles on the layberth for its entire length and width to include all mooring points to permit safe passage of personnel, line handlers, etc.

21. Ensure that telephone communication with the facility operator and/or manager are available to the Government on a 24-hour a day, seven-day a week basis. The Contractor shall maintain telecopier capability (fax machine) in support of this requirement during normal working hours at the place of business.

22. The port must be navigable 24 hours a day under normal conditions.

23. Contractor shall have an Oil spill plan for their facility that is in accordance with the Clean Water Act.

24. There shall be an availability of first responders to include local fire-fighting, police and emergency resources for combating a vessel fire or other emergency at the layberth. All first responders shall be located within a 15-minute transit time of notification to the layberth.

(B) The following services shall be provided by the Contractor at the layberth:

1. Separate shore power outlets, connections and electric company metered services for each ship (including cables and attachment fittings approved by U.S. Coast Guard, American Bureau of Shipping, or equivalent) rated to meet the 3-phase/60hz electrical requirements identified in Section J to supply electric power for machinery tests, dehumidification equipment and cathodic protection. Electric service shall provide circuit breakers equipped with short circuit and overload protection on all three phases plus disconnects where county required, and when using single conductor cables, they must be of the same length, new and/or in good condition.

2. Three telephone lines and one high speed data line for each ship (including cables, attachment fittings, jack, and phones) shall be provided. Initial activation and ongoing service charges for all the lines shall be paid for by the Ship Manager/General Agent. Any additional lines requested by the Ship Manager/General Agent will be at their expense.

3. An industrial size dumpster (minimum size shall be 4.0 cubic yards), shall be located within 100 feet of the gangway base or the deployed ramp of each ship. Contractor shall have the dumpster emptied on a regular basis, not less than weekly.

4. Layberth potable water service with demonstrated pressure maintained at minimum of 40 PSI via a minimum of a two and one-half inch (2½ inch) line capable of a minimum requirement of 200,000 gallons per day (g.p.d.)

5. The dock shall have a suitable landing area to receive the vessel's accommodation ladder at any water level. If at any time it is determined by the Government that the platform is improperly positioned or of insufficient size, it is the Contractor's responsibility to resolve the problem at Contractor's expense. This would include fabricating and installing a separate and distinct gangway system, if determined necessary by the Government.

6. Provide direct sewage shore connection for vessel effluent discharge as required by law. The contractor shall furnish all hoses and fittings as required to properly connect to the vessel effluent discharge connection. All hoses, fittings and equipment utilized by the Contractor shall be in good material condition. The Contractor shall ensure that all effluent is handled and disposed of in accordance with applicable federal, state, and local laws and regulations.

7. The Contractor shall arrange for and provide regularly scheduled recycling pick-ups at its facility if not already being provided.

(a) The type of Container to be provided is based on availability of service at the contractor's facility. Recycling containers should be picked up and/or emptied on a weekly basis or to the frequency available at the facility. The materials to be recycled are: glass, metal/Aluminum, paper, cardboard, plastics and construction steel (a steel bin need only be provided if it is available in the area where the facility is located). All costs for these services are reimbursable under the contract except for costs currently included in other refuse service charges and that all contractor handling costs and fees shall be included in the berthage per diem.

(b) Container size: Recycling containers need to be of sufficient size to accommodate the material generated by the vessel over the course of the pick-up cycle. Containers are measured in volume. Container size will be determined by availability at each facility; 4 cubic yard (CY) and 95 Gallon capacity recycling bins have been identified as the customary sizes and it is estimated that one of either of these size bins per ship will be sufficient to start the service.

(C) The layberth facility shall be located in or near a full service port complex that has the following services available (Where not otherwise stated below, to be located in the full service port complex the facility for the required service shall be located no farther than 15 nautical miles from the Contract's layberth):

1. There shall be at least 3 existing ship repair companies that in their normal course of business perform ship repair services for comparable ocean-going vessels. Company facilities shall be located within 30 miles driving distance from the layberth. The businesses must be on call 24 hours a day and provide services including but not limited to the following crafts: welders, machinists, boilermakers, pipe fitters, riggers, electricians, labor, and skilled trades. In addition, companies shall have timely access to all materials and tools customary to the business of ship repair and ship repair services.

2. There shall be pilot services available 24 hours a day and seven days a week to support individual or multiple simultaneous vessel movements.

3. There shall be tugs normally involved in commercial ship-assist/harbor movements capable of arriving at the vessels within 120 minutes of request for service. The normal "home" dock for each ship-assist tug shall be no more than 15 nautical miles via navigable waterways from the layberth site. There shall be adequate ship-assist harbor tugs to safely move all the vessels under this layberth contract, while in a dead ship status, independently and simultaneously. This includes but is not limited to moving the ships to a safe anchorage, to another facility within the port complex, and maneuvering the ships within navigable turning basin and shipping channels.

4. If commercial water-borne bunkering services within the port complex is not available, delivery of bunkers via barge to the assigned vessels at the layberth shall be allowed.

5. There shall be oily waste disposal services and a US Coast Guard recognized Oil Spill Response Organization within 2 hours waterborne transit via navigable waterways from the layberth.

C.5 CONTRACT PRICE

(A) The price shall include the cost of providing all items in Section C and H.4 (Indemnity and Insurance) except for items identified in Section C.6. Section C identifies specific items for which the Contractor must bear all costs. Certain items are specifically identified in Section C for emphasis only. Contractors must include all items in Section C (except Section C.6) and Section H.4 in the per diem berthing fee including but not limited to:

1. A safe berth (including resilient fenders), adequate to provide a safe mooring.

2. Casualty, accident and liability insurance, as specified in Section H.4.

3. All handling charges and fees for reimbursable services.

4. Costs related to upgrading the offered facility and installing separate electric power lines, transformers, and meters. These include, but are not limited to, costs billed by power companies on a monthly basis or paid in a lump sum to cover the installation of power lines, transformers and meters, and costs incurred directly by the Contractor to install the power lines, transformers and meters.

(B) When vessels leave and return to the layberth, the prices for connecting and disconnecting power, telephones, water, and sewer are separate line items that are not part of the per-diem rate and are paid according to the rates specified.

C.6 REIMBURSABLE SERVICES

(A) Reimbursable services agreed to by the Government shall be paid by the Contractor and reimbursed by the Government.

(B) Electrical power that is consumed shall be measured on the local electric company's meter. The Government will order reimbursable electric power service from the Contractor if the Contractor obtains a commitment from the power company to exempt the layberth's electric service from taxes. In the event the Contractor is unable to obtain tax-free electrical services, the Government may at its discretion contract directly for the services or order the reimbursable electric power from the Contractor, notwithstanding the tax consequence.

(C) Water and sewage cost will be reimbursed by the Government based on the public utility bill.

(D) Trash removal will be reimbursed by the Government for services in excess of the requirements identified in C.4.(B) 3.

(E) Recycling services as identified in C.4.(B) 7.

C-13

Any references in this contract or solicitation to E.6 Soundings refer to this clause.

The Contractor shall provide Multi-beam Echo type soundings prior to the start date of the contract. If the option year(s) is (are) exercised the Contractor shall provide soundings to the Government once each year. If movement of the vessel is required to conduct the initial survey, all costs associated with moving the vessels, including the cost of the temporary berth, shall be at the contractor's expense. If deficiencies are discovered in any of these soundings the Contractor shall also provide soundings following actions taken to remedy the said deficiencies.

The soundings are to be taken with a Multi-beam Echo sounding system. Swath coverage between 89° to 181°, frequency between 159 - 461 kHz, and use of a differential Global Positioning System (GPS) for positioning. The use of vessel motion and sound velocity sensors must be utilized to maximize accuracy of the soundings. Soundings must be corrected to show depths at the NOAA chart datum and print-out must show bottom characteristics. Soundings of the entire length of the berth to 75 feet beyond the furthest outboard vessel must be shown. The soundings must be in a three dimensional, as well as a standard linear format.

These soundings are to be scheduled when the vessel(s) is (are) away from the berth and taken at a time agreed to between the Government and the Contractor, but not later than the Contract Start Date in the contract's base period and no later than 60 days after the start date of any option year exercised (if the multi-year alternate is awarded soundings must be performed within the first 60 days of start of the second and third program year). Soundings shall be submitted to the Government within two weeks of completion of the survey.

F.1 Liquidated Damages

(a) If the Contractor fails to deliver the supplies or perform the services within the time specified in this contract, the Contractor shall, in place of actual damages, pay to the Government liquidated damages of $5,624 per calendar day of delay plus a lump sum amount of $22,700 per incident that requires the vessel to move for tugs, line handlers, agent contractor, manager, pilot and inspection services..

(b) If the Government terminates this contract in whole or in part under the Default-Fixed-Price Supply and Service clause, the Contractor is liable for liquidated damages accruing until the Government reasonably obtains delivery or performance of similar supplies or services. These liquidated damages are in addition to excess costs of repurchase under the Termination clause.

(c) The Contractor will not be charged with liquidated damages when the delay in delivery or performance is beyond the control and without the fault or negligence of the Contractor as defined in the Default-Fixed-Price Supply and Service clause in this contract.

ATTACHMENT 1

CHARACTERISTICS OF A CAPE I CLASS RO/RO VESSEL

J-2 E-1

F.2 Place of Performance

The vessels shall be layberthed on the U.S. West Coast inclusive of navigable waterways that can support the safe berthing and navigation of the size vessel identified. For potential sources located on inland waterways the distance to open waters must not exceed 150 miles. Vessels can be berthed at separate facilities but must be no more than five (5) miles apart.

The specific location, name, and number of the berth for the vessel(s) at the contractor's facility are given below:

VESSEL 1 - (CLIN 0001 - 0005) (5-YEAR)

(CLIN 0011 - 0020) (10-YEAR)

BERTH________________________

VESSEL 2 - (CLIN 0006 - 0010) (5-YEAR)

(CLIN 0021 - 0030) (10-YEAR)

BERTH________________________ NESTED OUTBOARD: _____YES _______NO

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SECTION J – LIST OF ATTACHMENTS PAGE

1. Attachment 1 Characteristics of the Cape I Class RO/RO Vessels, C7-S-95a 2

2. Attachment 2 Sample Delivery Order 4

3. Attachment 3 Disclosure of Lobbying Activities 5

5. Attachment 5 Wind Speed Requirement for Mooring Calculations 7

6. Attachment 6 Ramp Drawings 8

7. Attachment 7 Common Recycling bins 10

Note: Measurements provided are deemed correct but are the final responsibility of the contractor.

CHARACTERISTICS OF A CAPE I CLASS RO/RO VESSEL

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CHARATERISTIC DATA for MARAD Ship Design C7-S-95a, CAPE ISABEL and CAPE INSCRIPTION

LENGTH OVERALL: 684’ – 09”

LENGTH BETWEEN PERPINDICULARS: 640’ – 00”

BEAM: 102’ – 00”

ESTIMATED DRAFT AT BERTH:

DISPLACEMENT: 33,765 L/T

LIGHTSHIP DISPLACEMENT: 14,776 L/T

DEADWEIGHT (@ SUMMER LL): 18,989 L/T

HIGHEST POINT ABOVE BASELINE (Top of Gaff): 159'-06”

ESTIMATED AIR DRAFT: 132'-05"

DEPTH FROM KEEL TO WEATHERDECK: 69’ – 06”

APPROXIMATE SAIL AREA AT EST DRAFTS: 40,000 SQFT

APPROXIMATE PARALLEL MID-BODY: FROM 190’ FORWARD OF STERN TO 360’ FORWARD OF STERN

REQUIRED MOORED POSITION: STARBOARD SIDE TO

ACCOMMODATION LADDER:

UTILITY REQUIREMENTS:

ACCESS/RAMP DATA:

TYPE OF RAMP: FIXED STARBOARD QUARTER RAMP

RAMP LENGTH (DEPLOYED): 115’ – 10.5” FROM STREN

RAMP BASE AREA: 480 SQFT

RAMP WEIGHT: 150 TONS

PRESSURE EXERTED ON PIER: 430 LBS/SQFT

RAMP DISTANCE OFF CENTERLINE: 51’

RAMP DISTANCE OVER THE PIER: 37’

RAMP POSITIONING: FIXED

THRESHOLD HEIGHT: 43’ - 00”

RAMP ARTICULATION: FROM 7’ BELOW DOCK TO 18’ ABOVE THE DOCK

RAMP WORKING RANGE: FROM 15’ BELOW THRESHOLD HEIGHT TO 23’ ABOVE

MAX DISTANCE OFF BERTH

(RAMP USABLE): 10’-15’

CRANE DATA:

ATTACHMENT 1

CHARACTERISTICS OF A CAPE I CLASS RO/RO VESSEL

CHARACTERISTICS OF A CAPE I CLASS RO/RO VESSEL (cont)

ATTACHMENT 2

Sample Delivery Order

ATTACHMENT 3

Disclosure Of Lobbying Activities

The table below identifies the amounts to be added to the bid for evaluation of total cost to the Government for locations that MARAD has actual consumption data and price data. Estimated daily consumption for the solicited vessel is 7,145 KWH. MARAD’s Average utility rates are for the previous 5-year period.

The National Index of Electrical Rates will be used for Determining Annual Electrical Costs where MARAD data is not available. The average state commercial rates are taken from the Comprehensive State Energy profiles of the Energy Information Administration Table 5.6.A. Average Retail Price of Electricity to Ultimate Customers by End-Use Sector, by State, April 2021. Rates were found at https://www.eia.gov/electricity/monthly/epm_table_grapher.php?t=epmt_5_6_a and the selecting the state link.

ATTACHMENT 4

Electrical Rates for Determining Annual Electrical Costs

Wind speeds by port to be used for determining safe moorings, hull pressures and other conditions described in Mooring Type III Standards:

All Type III Mooring calculations for US West Coast Ports are to be made using 85 MPH as the wind requirement.*

*Note: The wind speed value is to be verified against the most current printing of exposure D (American Society of Civil Engineers (ASCE) , Minimum Design Loads for Buildings and Other Structures; flat, unobstructed area exposed to wind flowing over open water for a distance of at least 1 mile (1.61 km) for determining design wind speeds. If researched winds speed criteria are different than stated above, contact MARAD technical POC for discussion and guidance.

For Ports not listed above, email requests to Wilbur.Turner@DOT.GOV A response will be made directly to the submitter.

ATTACHMENT 5

Wind Speed Requirements

ATTACHMENT 6

RAMP DRAWINGS

J.7 Attachment 7 – Common Recycling bins

ATTACHMENT 7

RECYCLE CONTAINERS

This solicitation contains 30 information contract line items (CLINs 0001-0030 that consist of three priced and two unpriced subCLINs under each CLIN, plus two cumulative CLINs 0031 and 0032 for the Cape I bid. Bidders should note that CLINs 0001 through 0030 represent 2 alternative bids. CLINs 0001-0010 are for a potential 5-year contract for the Cape I’s, and CLINs 0011-0030 are for a potential 10-year contract for the Cape I’s. Bidders may only bid on either the 5-year alternate or 10-year alternate or on both the 5-year alternate and the 10-year alternate. CLIN 0031 totals all the prices for a 5-year term for the Cape I bid and CLIN 0032 totals all the prices for a 10-year term for the Cape Is.

Bidders are to bid a fixed per diem price for berthing services (00XXAA), a fixed price for one connection evolution (00XXAB), and a fixed price for one disconnection evolution (00XXAC) under each of the CLINs bid. The per diem price is to include all costs (including soundings), handling charges, overhead, and profit. More than one connection/disconnect service may be ordered under a delivery order, but will be at the per evolution price. Bidders are to also indicate under subCLIN 0001AD of Section B whether its power company agrees to exempt the bidder from taxes on electric power service. The bidder is to leave the amounts for reimbursable electric power and for water/sewage usage (subCLINs 00XXAD and 00XXAE) blank. Any prices entered in subCLINs 00XXAD and/or 00XXAE will be ignored. Bidders may, but are not required to, total the subCLINs under each CLIN and enter the total in the parent CLIN. For example, 0001AA through 0001AC totaled would be inserted into CLIN 0001. If the bidder chooses to enter a total for each CLIN, ensure all math is correct, and do not include the parent CLIN amount in the totals for CLINs 0031 or 0032..

For the Cape I bid, Bidders shall add up all the prices of all subCLINs bid under CLINs 0001-0010 and enter the cumulative total for a five-year alternative on CLIN 0031. Total all prices of subCLINs bid under CLINs 0011-0030 and enter the cumulative total for a ten-year alternative on CLIN 0032.

Bidders should double check arithmetic and ensure in addition to section B (Line Item Summary) section K and blanks in sections A, F, G and I and the lobbying form referenced in section J are filled in before submitting the bid package(s).

The Government, at its discretion, will decide whether to proceed with a potential award of either the Cape I 5-year or 10-year contract. The Government will then make contract award in accordance with section M provision, Basis for Award.

ATTACHMENT 5

Wind Speed Requirements

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SECTION M -- Evaluation Factors for Award

(a) After bids have been received, MARAD will determine whether to award the Cape I Five-Year or Ten-Year Alternative. MARAD shall then award to the responsive, responsible bidder(s) submitting the lowest evaluated price(s) for that alternative.

(b) Evaluated Price - The evaluated price shall include all the line items for the base award plus all option years applicable to that alternative for the two Cape I class Vessels. In addition to the line items, as part of the evaluated price the Government shall add a projected cost of electricity consumed by the vessels depending on the location of the berth proposed. The Government will add the projected electrical usage costs to bids received as identified in Attachment 4.

The evaluated price shall also include any applicable evaluation adjustments set forth in paragraph (c), below.

(1) Five-Year Alternate: Base Year plus Four Option Years (CLINs 0001 through 0010) When evaluating the Five-Year Alternative, the evaluated price shall include all the line items for the base year and all four option years and projected electrical usage cost for 1826 days.

(2) Ten-Year Alternate: Base Year plus Nine Options Years (CLINS 0011 through 0030) When evaluating the Ten-Year Alternative, the evaluated price shall include all the line items for the Base Year and all nine option years and projected electrical usage cost for 3654 days.

(c) Evaluation Adjustments - If a bid is received from a "HUBZone small business concern," listed on the List of Qualified HUBZone Small Business Concerns maintained by the Small Business Administration, then to calculate the evaluated price an evaluation preference equivalent to adding a factor of 10 percent to the price of all offers, except: (i) Offers from HUBZone small business concerns that have not waived the evaluation preference; and (ii) otherwise successful bids from small business concerns. Contrary to the statements in FAR clause 52.219-04 found in Section I bidders who are both certified small disadvantaged and HUBZone business concerns will not receive the benefit of a small disadvantaged business price evaluation adjustment. MARAD is a civilian agency and civilian agencies do not have the authority to apply a small disadvantaged business price evaluation adjustment.

If a bid submitted in response to this solicitation is favorably considered, a two-part preaward survey may be conducted to determine the bidder's ability to perform and comply with the contract's statement of work.

Part one will be conducted by the Contracting Officer. For Part Two, the Contracting Officer will appoint a Preaward Surveyor. The Preaward Surveyor may consult additional Government personnel; generally including MARAD regional personnel responsible for the vessels to be layberthed. Bidders should be aware that the Preaward Surveyor may also consult with the ship manager contractor responsible for the vessels to be layberthed regarding the Bidder's proposed mooring plans (including information marked confidential and/or proprietary by the Bidder). Ship managers are responsible for safe mooring of the vessels and have a contractual entitlement to a mooring analysis.

For Part one the Contracting Officer may contact the bidder to determine the bidder's financial capability to perform. Current financial statements, a title or lease that demonstrates that the bidder has a legally enforceable right to possess the facility for the duration of the contract and other pertinent data should be available at that time.