693JF725B000006_SOL_FINAL_CRN-GPH_Layberthing 6.5.2025.pdf

C-1 -INTRODUCTION AND BACKGROUND

The Maritime Administration (MARAD) requires services for the exclusive long-term safe layberthing for two (2) RRF vessels, CORNHUSKER STATE, and GOPHER STATE, on the U.S. East Coast. Although the layberths are intended for the vessels identified in this solicitation, the Government may substitute vessels of a similar size or smaller.

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.

Dock Face: The exposed outward structural components of the pier or wharf that bears the vertical load of the structure and transfers the lateral load from the fenders to the structure.

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-6(A).

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. This term includes the pier and water areas immediately surrounding the ship(s). It includes the fenders, and mooring points (buoys, bitts, bollards, etc.).

Layberth Facility: The layberth, plus the pier apron, the parking area, the guard shack, the perimeter barrier, and the security cameras.

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.

ROS: Reduced Operating Status.

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 (ROS) crew onboard. ROS is an operating status, which involves most systems not directly required to support the onboard crew being in an idle condition. An ROS crew of approximately 10 personnel will be assigned to each ship and will live aboard.

(C) The vessel(s) are expected to remain at the layberth in all weather conditions up to the maximum rating of the heavy weather mooring plan required by this contract.

(D) Engineering plants will be idle except for periodic preventive maintenance, dock trials, and other required readiness tests.

(E) The shipboard fire-fighting system may be inoperable.

(F) All deck and cargo handling equipment will be operational and periodically in use, including sideport platforms.

(G) The cathodic protection systems will be energized.

(H) Mooring equipment will be de-energized. The constant tension feature of mooring winches will not be in use. Mooring lines and wires will be provided by the Government or the Government's Ship Manager/General Agent for each vessel.

(I) The vessels may or may not be able to get underway.

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

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

(L) 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.

C-4 BERTH REQUIREMENTS AND THE CONTRACTOR’S OBLIGATIONS

(A) The Contractor’s Obligations. 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.

(B) Plan of Action and Milestones. If the facility proposed by the Contractor requires site improvements, the Contractor shall provide a plan of action and milestones listing the key events in the facility improvement process from the time of award to the designated completion date of the facility. During periods of facility improvement, an updated POA&M shall be submitted monthly to the Contracting Officer’s Representative.

(C) Permits/Licenses/Leases. The Contractor is responsible for acquiring and maintaining the currency of all permits, licenses, and leases necessary to operate the layberth facility for the duration of the contract. Thirty (30) days after contract award the Contractor shall provide copies of any required permits, licenses, and leases to the Contracting Officer and the COR.

(D) NEPA requirements. The bidder shall include a detailed scope of work for any facility modifications, renovations, and/or construction related to layberthing MARAD ships. This includes both landside and in-water work. MARAD will determine the anticipated National Environmental Policy Act (NEPA) level of review for the project: Categorical Exclusion, Environmental Assessment/Finding of No Significant Impact, or Environmental Impact Statement/Record of Decision. The successful bidder will be responsible for the completion of MARAD’s NEPA documentation, in collaboration with MARAD’s NEPA Coordinator in the Office of Environmental Compliance, prior to execution of the contract award.

The bidder should demonstrate receipt (or reasonably anticipated receipt) of all environmental permits and approvals necessary for the above-mentioned work, such as Army Corps of Engineers permits and consultations under Section 106 of the National Historic Preservation Act, 54 U.S.C. 306108, and Section 7 of the Endangered Species Act, 16 U.S.C. 1531, including satisfaction of all Federal, State, and local requirements, and completion of the NEPA process.

The successful bidder, in collaboration with MARAD, will be responsible for the completion of consultations under Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act prior to completing NEPA. Until the NEPA review is completed, no action concerning the proposed project may be taken that would have an adverse environmental impact or limit the choice of reasonable alternatives.

(E) OSHA, USCG, and Safety. The Contractor shall provide, operate, and maintain a safe layberth in accordance with the requirements of the U.S. Coast Guard Captain of the Port (COTP) and the contract. The Contractor shall ensure that the layberth facility satisfies all Occupational Safety and Health Administration (OSHA) safety requirements. The facility, including but not limited to the layberth and associated structures, shall be well preserved and maintained at all times to ensure:

1. The proper level of safety for the vessel(s), facility, and personnel

2. The safe movement of the vessel(s), personnel, and vehicular traffic within the facility

3. Clean appearance, proper maintenance, and free from garbage and debris

4. Vessels at layberth shall be clear from the main shipping channel, at all times. When ships are moored parallel to the main shipping channel, the outboard ship shall be at least 50 feet from the shipping channel.

C-5. LAYBERTH FACILITY REQUIREMENTS

(A) Layberth access shall be available at all times (including Contractor provided access between nested vessels) to facilitate crew boarding, training, cargo handling, ship husbanding, activations, and repair services required by the Government or its contractors. The Contractor shall ensure personnel and contractor access to and security of the layberth to meet the requirements set forth below:

1. Roadways. At all times during the term of this contract, access roads to the layberth facility, pier, and pier apron, (including bridges and tunnels if applicable) shall not present obstruction nor restrict the safe access to the dock by personnel and vehicular traffic including all local firefighting vehicles and AASHTO HS 20-44 trucks. The access roads and bridges shall have sufficient load bearing capacity and dimensions for AASHTO HS 20-44 truck traffic and the largest and heaviest local firefighting vehicles.

1.1. Road maintenance within the layberth facility shall be the responsibility of the

Contractor. All access roads, roadways, and the layberth shall be kept clear from snow, ice, debris, potholes and vegetation at all times.

1.2. 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.

1.3. 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.

2. Parking. The Contractor shall provide a well-maintained paved or gravel aggregate parking area adjacent to the pier. The parking area, reserved for layberth and shipboard personnel and visitors, shall be in addition to the pier staging area and have parking capacity for a minimum of twenty (20) automobiles per vessel. Parking spaces shall be clearly marked and be at least 10 feet wide and 20 feet long. The parking area shall be no closer than 100 feet to the nearest vessel and no farther than 500 feet from the nearest vessel and must meet the criteria specified below” to “The parking area shall be no closer than 50 feet (100 feet recommended) to the nearest vessel and no farther than 500 feet from the nearest vessel and must meet the criteria specified below. In increased MARSEC Levels or Force Protection Conditions MARAD may require a greater distance:

2.1. Does not require motorized transport between the parking area and the vessel.

2.2. Does not require authorized personnel to pass through additional security checkpoints other than the layberth facility entrance control point.

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

2.4. 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.

3. Accommodation Ladder. 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.

4. Communications. The Contractor shall ensure that communications with the layberth facility operator and/or manager are available to the Government on a 24 hour per day, seven days per week basis. Additionally, the Contractor shall have e-mail capability.

5. Site Inspection Boat. The Contractor shall have access to a suitable boat that shall be available upon request to conduct waterborne inspections during any site survey. For estimating purposes, assume one site survey per year. 18

6. Oil Spill Plan. The Contractor is responsible for establishing and maintaining an oil spill response plan that is approved by the appropriate local, state, and Federal authorities for the layberth facility. The oil spill response plan shall be updated and submitted to the Contracting Officer thirty (30) days prior to layberth acceptance.

(B) The Contractor shall bear all expenses associated with utility services required for the normal operation and maintenance of the facility. Recurring expenses for the ship(s) are reimbursable. Licenses and permits are the responsibility of the Contractor.

1. Shore Power. The Contractor shall provide metered shore power services as required by

Attachment 1 and 2 to the vessel(s) at their shore power receptacles. The Contractor shall provide separate shore power outlets, connections, and all other equipment, including attachment fittings 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. Individual pier side circuit breakers shall have a load trip setting of no greater than 800 amperes each and shall be equipped with short circuit and overload protection on all three ungrounded phases. Two (2) individual 400 ampere rated (based on 90 degrees C conductor and 30 degree C ambient temperature based on the National Electrical Code for not more than three current-carrying conductors in Sableway, cable, or earth) shore side combination circuit breaker/cable feeds shall provide shore power to each vessel. The circuit breakers shall be installed pier side in such a manner as to allow personnel quick access to the circuit breakers in case of an emergency. The circuit breaker location and access shall be clearly marked for maintenance personnel. When using single conductor cables, they must be of the same length, new and/or in good condition.

2. Electrical Power. Electrical power that is consumed shall be measured on the local electric company’s meter for the purpose of measuring power usage by the vessel(s). The Contractor shall arrange for a separate meter to be supplied for each vessel. 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, at its discretion, may contract directly for the services or order the reimbursable electric power from the Contractor, notwithstanding the tax consequence. In the event the Government chooses to procure electrical services through the Contractor, the Contractor shall subcontract for electrical services at the most competitive rates obtainable. For layberth facilities in locations where electrical power is deregulated, the Contractor shall review rates on an annual basis to procure the most economical service. The Contractor shall identify opportunities to purchase Carbon Pollution-free electricity (CFE) from a qualifying CFE generation source with the associated Energy Attribute Certificates (EACs), as defined in Executive Order 14057, or the most recent Federal policy on CFE. If the electrical service provider offers CFE options, the contractor shall inform MARAD in writing of the lowest cost available for electrical services and the cost premium to purchase CFE. MARAD will evaluate the benefits and costs of purchasing CFE related to the Federal CFE requirements and inform the Contractor in writing within seven (7) business days if they elect to pay the cost premium for CFE purchase. For layberth facilities in locations where electrical power is deregulated, the Contractor shall review rates on an annual basis to procure the most economical service and identify opportunities to procure CFE.

3. Metered Potable Water. The Contractor shall provide a metered potable water service connection for each vessel with a minimum requirement of 200,000 gallons per day at a minimum constant pressure of 40 psi at each ship(s) deck connection simultaneously, via a 2 ½” hose no further than 200 feet from each ship(s) potable water connection. The Contractor shall provide a reduced-pressure type backflow prevention device on the shore side of the potable water connection and test it in accordance with local authority requirements. Water quality shall meet requirements of the Food and Drug Administration (FDA), U.S. Public Health Service, and the Department of Health and Human Services.

Potable water shall be delivered to the vessels with at least a measurable table of halogen (chlorine or bromide). Thirty (30) days prior to layberth acceptance the Contractor shall provide two copies of a laboratory report to indicate that the water has been tested and meets City Hookup Standards.

4. Telephone Service. The Contractor shall provide basic infrastructure for three (3) telephone lines and one high speed data line for each vessel. This shall include cables, attachment, fittings, and jacks to connect from the shore side connection point to the vessel.

The ship manager shall provide telephone service, phones, and pay telephone/data usage charges. Any additional lines requested by the Ship Manager will be at their expense.

5. Sewage. The vessels use USCG-approved Marine Sanitation Devices (MSD) to discharge effluents into the surrounding water. Where discharge of MSD effluent into layberth waters is not permitted, the Contractor shall provide for direct connection for vessel effluent discharge at an average rate of 300 gallons per day per ship (total capacity of 1000 gallons per day per ship). 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 municipal laws and regulations.

6. Connect/Disconnect Services. On each occasion that the vessel(s) enter(s) or depart(s) the layberth, the Contractor shall be responsible for all connect/disconnect services, including, but not limited to, connecting vessel(s) to/disconnecting the vessel(s) from shore electric power, potable water, steam, telephone services, and sewage. Vessels may enter and depart 24 hours a day / 7 days a week. The Contractor is responsible for providing and rigging all hoses, piping, cables, and wiring to the vessel (s) for pier services. The Contractor shall assume that ship’s cranes are not available. If required, the Contractor shall provide any additional crane service if necessary to provide connect/disconnect services. The costs associated with connect/disconnect services will not be part of the per-diem rate and are paid according to the rates specified.

7. Utility Usage Fees. The Contractor will pay for shore power, potable water, and all costs for generation/delivery of steam (where required – to include utility usage and fuel consumed) consumed by the vessel(s). The recurring costs associated with the provision of these services shall be submitted to the Government as reimbursable expenses. The Contractor shall provide copies of all invoices from the electrical and water suppliers when submitting claims for reimbursement.

8. Garbage Collection. The Contractor shall provide for pier side garbage collection. An industrial size dumpster (minimum size shall be 8.0 cubic yards), shall be located within 100 feet of the gangway base of each ship. Contractor shall have the dumpster emptied on a regular basis, not less than weekly. During ship activations the dumpsters may be filled faster than the regular basis and the COR may request additional removals, additional garbage collections are covered in Section C-14.

9. Recycling Collection. The Contractor shall provide for single stream recycling. 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). The type of recycling container to be provided is based on availability of service at the contractor's facility but shall not be less than 200 cubic feet capacity. The recycling container shall be located within 100 feet of the gangway of each ship. Local, state, and federal recycling regulations shall be observed in the provision of receptacles and collection. Contractor shall have the recycling container emptied on a regular basis, not less than weekly. During ship activations the recycling container may be filled faster than the regular basis and the COR may request additional removals, additional recycling collections are covered in Section C-14.

10. First Responders. There shall be an availability of first responders to include local firefighting, 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.

11. Fire Fighting Capability. Fresh or saltwater hydrant services providing a minimum of

1,500 gallons per minute at 100 pounds per square inch (psi), shall be provided by the Contractor. Prior to layberth acceptance, the Contractor shall provide results of flow and pressure test for pier side fire hydrant, if applicable. This requirement is satisfied if a local firefighting agency can provide pumps or pumper truck on site and functional at the layberth within 15 minutes after receiving an alarm.

12. Moorings. The Contractor shall inspect all mooring fittings, including those moorings that are afloat, constructed offshore, or are otherwise not accessible by foot, as necessary but no less frequently than monthly.

13. Additional Services. Specialized removal services such as "foreign garbage," as defined by the United States Department of Agriculture (USDA), or hazardous materials removal must be available to the vessel(s) upon request. Charges for such special services are reimbursable. All items/findings subject to specialized removals, shall be disposed of and documented in logs, in accordance with all local, state, and federal laws and regulations.

The Government reserves the right to conduct inspections of the Contractor’s specialized removal facilities and processes.

C-6. FULL-SERVICE PORT COMPLEX

(A) 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 Contractors 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. The port must be navigable 24 hours a day under normal conditions.

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

4. 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.

5. There should be commercial water-borne bunkering services for ocean-going vessel(s) within 24 nautical miles transit via navigable waterways of the layberth. The bunker loading facility shall be normally used for the purpose of loading bunker barges for ship fueling needs from shore-based storage tanks. 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.

6. 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-7. ENGINEERING DRAWINGS

(A) The Contractor shall provide detailed engineering design drawings, including but not limited to a facility drawing and a mooring plan. The engineering drawings shall be signed and certified by a professional engineer licensed in the jurisdiction of the proposed layberth facility (conceptual sketches are not acceptable). The certification will include a statement that the facility, to include all mooring structures, which results from proposed improvements accomplished in accordance with the certified plans, drawings, and calculations will meet all of the related requirements of the contract and meet all of the minimum USCG requirements with respect to marine safety and pier structural adequacy.

1. Proposed Mooring Plan/Facility Drawing and As-Built Mooring Plan/Facility

Drawings. The proposed facility drawing shall provide a scaled general layout of the proposed layberth facility accurately depicting the intended mooring location of the vessel(s) and proximity to shipping channels. The drawing shall show other significant features of the facility such as pier, physical barriers, lighting, guard shack, roads, parking, buildings, etc.

1.1. The proposed mooring plan shall show the location of the vessel(s), all mooring fittings, and mooring line arrangement. The proposed pier, dolphins, bollards, and other shore side mooring fittings, including the number, size, arrangement and positions of mooring lines, will be safe and capable of holding the vessel(s) securely to the layberth. This capability shall apply to all tidal, current, and climatic conditions. The pier structure shall take into account the vessel(s) freeboard, drafts, and tidal conditions in the area.

Drawings shall also depict resilient fendering and other significant features (potable water, shore power, telephone, fire hydrants, etc.) and include assumed positions of mooring lines as well as the rated safe working load (SWL) of all mooring fittings (bollards, fenders, dolphins, mooring buoys, etc.). All mooring fittings shall be clearly labeled on the engineering design drawings.

1.2. Prior to layberth acceptance, the Contractor shall provide a copy of the “as built” mooring plan/facility drawing, signed and certified by a licensed professional engineer, to the Contracting Officer and the COR. Copies of all calculations used in developing the heavy weather mooring plan shall also be provided. The certified mooring plan shall indicate the rated capacity for the bollards/fittings that are available for use and shall identify any bollards/fittings not intended for use. All bollards/fittings are to be clearly labeled on the mooring plan. The Contractor shall provide clear markings at the dock to indicate where each class of ship shall align with the pier.

C-8. WATER DEPTH

(A) The water depth, based on the National Oceanic and Atmospheric Administration (NOAA) chart datum for soundings at mean lower low water (MLLW) or seasonal low water, whichever is lower, shall be at least four (4) feet greater than the stated deep draft of the type of vessel to be located at the layberth (See Section J for ship characteristics). 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.

1. Soundings. Thirty (30) days prior to contract commencement, the Contractor shall provide recent (within 6 months) water depth soundings. 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. If the option year(s) is exercised, follow-on annual multi-beam surveys shall be conducted at the berth with results provided to the Contracting Officer and the COR. Surveys shall be scheduled to coincide with sea trials or during other periods when the berth is clear. If the Contractor is unable to schedule the annual multi-beam survey based on ship schedules, the Contracting Officer shall be notified in writing.

1.1. For undeveloped facilities, the design drawings must clearly indicate planned water depth after dredging. The POA&M shall include the dredging completion date and all significant events related thereto (See C-4(B)).

2. Working Area. The waterside of the layberth shall be of sufficient width and depth 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.5.(B) 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.

2.1. 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 C-8(A) 2 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.

3. Obstructions. The layberth Contractor shall ensure the removal of all underwater obstacles that create a hazard to the vessel at the layberth and the Contractors area of responsibility prior to the vessel’s arrival on berth.

4. Dredging. If the performance of normal maintenance to the layberth, including dredging, 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.

5. Dredging Completion Certificate. If dredging is required to meet the depth requirements of Section C-8, a Dredging Completion Certificate shall be submitted to the Contracting Officer and the COR no later than 30 days after each instance where dredging is completed.

6. Turning Area. Adequate room to turn the vessel(s) must be available. The proposed turning area shall be marked on a harbor chart. The local Docking Pilot’s Association or equivalent must approve the proposed turning area.

7. Air Draft. Clearance between the ship’s highest point and overhead obstructions, from the open seas to the layberth shall be at least two feet at mean higher high water (MHHW) or seasonal high water, whichever is higher (See Section J for ship characteristics).

C-9. MOORING ARRANGEMENT

(A) 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 Unified Facilities Criteria (UFC) 4-159-03 utilizing sustained wind speeds of 130 mph. 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). If at any time during the contract, the researched wind speeds are higher than 130 mph the contractor shall notify the MARAD technical POC and utilize the higher speed for mooring calculations. 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.

1. Heavy Weather Mooring Plan. The layberth shall have a sufficient number of properly positioned and fastened mooring line fittings (bollards, dolphins, etc.) to meet Mooring Service Type III requirements for the vessel(s) assigned without pretensioning of lines (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. Attachment 8 details required elements in the Heavy Weather Mooring Plan deliverable.

1.1. 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.

1.2. When preparing mooring calculations, the combination of wind direction, wind speed, tides and currents shall be analyzed to determine the worst-case scenario. Mooring calculations are to ignore the presence of nearby external structures, buildings, other ships, etc. as mitigating the effects of wind. If the layberth is within 1,000 feet of a navigation channel, a passing vessel analysis is to be prepared. The passing vessel analysis is to identify 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.

1.3. The mooring lines and layberth mooring points shall be analyzed in accordance with

Mooring Service Type III standards as identified in UFC 4-159-03. In performing this analysis, a minimum factor of safety of 2.5, based on the minimum calculated breaking strength for the mooring line material in the heavy weather mooring plan is required for all mooring lines subject to tension forces. Assume pretensioning of lines is not available. OPTIMOOR software is an acceptable methodology.

1.4. The mooring lines used in the heavy weather mooring plan shall not be the current ships complement of mooring lines, pendants, and fittings.

1.5. To the greatest extent possible, all mooring lines used in the heavy weather mooring plan shall be of the same type and size. If using High Modulus Polyethylene (HMPE) or other minimum stretch lines, a mooring pendant shall be included with each HMPE or other minimal stretch line in the heavy weather mooring plan. The heavy weather mooring plan shall specify the mooring pendant is to be connected to the mooring line with an equivalent or greater strength Tonsberg Mooring Link or Mandal Fairlead Shackle. The use of cow hitches or other methods to secure the mooring pendant to the mooring line is not permitted.

1.6. 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 SWL of all fittings on the layberth shall be identified on the required drawings that are submitted to the Government.

1.7. The USCG COTP must agree that the proposed use of the facility does not create a navigational hazard, or obstruction of navigational aids, nor are there any other waterway conflicts.

1.8. All heavy weather mooring arrangements are subject to the approval of the USCG COTP. The Contractor shall be responsible for any action to satisfy the USCG COTP requirements for layberthing the vessel(s) under the condition that the vessel(s) are incapable of getting underway to sail out of the track of impending heavy weather due to their reduced operating status. The vessel(s) are intended to stay at the layberth facility during heavy weather. The Contractor is responsible for any additional modifications to the facility required to meet and maintain USCG’s approval requirements.

1.9. Mooring line fittings shall be sufficiently arranged to minimize the magnitude of ship motion in all directions, 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.

1.10. A pull test up to the designated capacity of the installed bollard shall be performed by the Contractor for each mooring fitting (e.g., a 100-ton bollard shall be tested to withstand at least 100 tons) prior to acceptance of the layberth. Required mooring line angle is 30 degrees or less. Any mooring fitting not intended for use in the performance of this contract shall be removed or made physically incapable of accepting turns, bights, or eyes prior to commencement of the contract and shall be identified as disabled on the mooring plan. Results of the pull test are to be submitted to the CO prior to contract start date.

1.11. When vessels are moored as indicated in C-3(M), to the greatest extent possible, aft mooring lines for the vessels must be positioned so as not to interfere with vehicle traffic and the lowering and raising of the stern ramp.

1.13. At the maximum, one vessel may be nested outboard of another vessel secured to the dock. No other nesting will be permitted. If layberthed along a river, bows are to be pointing upriver or a continuous means of protecting the vessel rudder/propeller from striking debris floating downriver must be in place.

1.14. If the vessel(s) are not moored in accordance with the Contractor’s heavy weather mooring plan, the Contractor shall notify the Contracting Officer, COR, and ship manager in writing of the deficiency as soon as it is discovered. If the ship manager desires to employ additional mooring lines after the vessel is moored per the heavy weather mooring plan, this is permissible provided the following: 1) the heavy weather mooring plan supplied by the Contractor is strictly adhered to, 2) the Contractor reviews and approves the additional mooring line configuration prior to implementation, and 3) only bollards not used in the Contractor supplied heavy weather mooring plan are utilized. MARAD shall not be held liable for damage resulting to the layberth because a vessel is not moored in accordance with the heavy weather mooring plan until such notification has been received by the Contracting Officer.

2. Mooring Plan Distribution. The Contractor shall provide a copy of the heavy weather mooring plan and all mooring calculations to the ship manager of the vessel(s) to be moored at the layberth at least 24 hours after being notified of the vessel’s arrival by the ship manager, MARAD Marine Surveyor, Contracting Officer, or COR. The mooring plan shall be provided each time a vessel is expected to arrive at the Contractor’s layberth facility, regardless of whether the vessel has visited the facility in the past. The heavy weather mooring plan shall be provided whether the ship itself is to be moored to the layberth alone or nested with another ship.

C-10. FENDERING

(A) The Contractor shall continually provide all resilient fenders (including resilient fenders between nested vessels) of appropriate 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 and prevent damage to the vessel(s). The Contractor is responsible for the installation (including resilient fenders between nested ships), repair, maintenance, and upkeep of the fendering throughout the term of the contract.

1. 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 and protrusions at all times (timber fender piles are not considered the “dock face”). 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.

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

3. 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 for use in calculations.

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

C-11. PIER APRON

(A) The Contractor shall provide the following:

1. A paved concrete or asphalt pier apron in good condition of a size sufficient to position stores and materials to be loaded aboard the vessel(s).

2. The pier apron must be accessible by the vessel’s stores crane.

3. The pier apron must permit vehicular access to and from the vessel brow.

4. The pier apron shall be secure, well lit, and well drained.

(B) The pier apron shall safely support the following vertical live loads:

1. The pier apron must be designed to safely support a uniform vertical load of 425 lbs. per square foot and to accommodate a WB-50 truck and the heavier of an American Association of State Highways and Transportation Officials (AASHTO) HS-20-44 truck or the heaviest local fire fighting vehicle, whichever is greater.

2. The pier apron shall support a point-load characterized by a small tire warehouse forklift with a 16,000 lb. load.

3. The dock shall be of sufficient dimensions to facilitate the movements of an AASHTO HS- 20-44 truck or the largest local fire fighting vehicle, whichever is greater, on the pier apron.

The width of the pier apron shall safely accommodate the two-way passing of two AASHTO HS 20-44 trucks or fire fighting vehicles whichever is larger.

4. The pier apron shall provide staging area of sufficient size to allow for the loading and unloading of vehicles by fork trucks and for the staging of 12 pallets of palletized cargo.

5. All fixed structural mooring fittings on the pier apron shall be accessible by foot traffic

(e.g., ship’s crew or line handlers).

6. The pier apron shall present no obstruction, protrusion, or obstacle that may prove hazardous to the ship and personnel.

(C) The layberth and associated structures shall not present a hazard to the vessel(s). The layberth 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.

(D) 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.

C-12. SECURITY

(A) The Contractor shall comply with and implement the following security requirements:

1. Layberth Access. Layberth access shall be available on a continuous 24 hour per day, seven days per week basis. Authorized visitors must be provided access to the vessel(s) including, but not limited to, access across any and all labor picket lines.

2. Access List. Access will be restricted to personnel designated by the Government. The

Contractor will maintain a list, to be furnished by the vessel(s) Master(s)/OIC(s), of individuals requiring regular or frequent access. This access list will be kept at the guard shack. The Master/OIC or his representative shall clear individuals seeking access not named on the access list before they are allowed access to the layberth. Authorized visitors are required to provide proper photo identification.

2.1. 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.

3. Security Fence. The Contractor shall ensure the layberth facility, including the parking area, is protected by a well-maintained perimeter security fence. The Contractor is responsible for providing and maintaining the perimeter security fence. 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 provided it meets the requirements specified in this contract. 29

(a) The fence shall be installed around the layberth area. The fence shall be a minimum height of eight (8) feet, including outriggers and topped with a barbed wire and barbed tape concertina as specified in Security Fences and Gates UFC 4-022-03 Chapter 2 and UFC 4-022-03 Appendix C.

(b) The fence shall be designed, constructed, installed, and maintained to prevent unauthorized personnel and vehicles from approaching closer than 50 feet (100 feet recommended) to the vessel(s). However, any placement of the fence must take into account that 1) a minimum of 35 feet is required to provide adequate room for two-way traffic of AASHTO HS-20-44 vehicles and 2) a minimum of 15 feet is required to provide for adequate room for bollards and utilities.

(c) 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 wire will be placed on the edge and bottom of the fence.

(d) Razor wire shall also be used on all open side sections of the fence to prevent access around the fence.

(e) A clear zone, free of obstructions, vegetation, or objects that could be used for concealment or to scale the fence shall be established with a minimum of 10 feet on each side of the fence. The Contractor shall keep the clear zone clear, mowed, and empty at all times.

(f) The distance between poles on the interior of the fence shall not be less than 5 feet.

(g) The perimeter fence shall have a gate of sufficient size at the access control point to allow…