C1 24R4001 DRAFT PWS Towing Services Distro A 06-06-24.pdf

DRAFT

PERFORMANCE WORK STATEMENT

REACTOR COMPARTMENT DISPOSAL PACKAGE TOWING AND ASSOCIATED SERVICES

1. SCOPE

1.1. These specifications contain the minimum requirements for a contract to transport loaded barges from

Puget Sound Naval Shipyard & Intermediate Maintenance Facility (PSNS & IMF), Bremerton, Washington

(WA), to the Port of Benton barge slip, near Richland, WA, on the Columbia River.

1.2. Each tow will consist of one or two barges with deck mounted cargo. The cargo consists of a single sealed reactor compartment disposal package on each barge.

2. OBJECTIVES

2.1. The objective of this contract is to safely and reliably transport the loaded barge to the Port of Benton barge slip and return the empty barge to the PSNS & IMF facility in Bremerton.

2.2. To meet this objective, the contractor shall use best towing industry practices to maximize the safety and reliability of the tow. If such practices conflict with the requirements of this contract, the requirements of this contract take precedence.

2.3. This contract imposes additional requirements to further enhance safety and reliability. These include equipment redundancy requirements, procedure, and reporting documentation.

3. OVERVIEW

3.1. Each barge transport required by this contract will be ordered by issuing a task order. The task order will normally be issued four to five months before the barge is to be towed from Bremerton.

3.2. PSNS & IMF will notify the contractor of the date of departure by letter 105 calendar days before the departure date.

3.3. The contractor shall provide a detailed Tow Plan and Voyage Schedule at least 60 calendar days before the departure date.

3.4. At departure from Bremerton, the contractor shall accept custody of the cargo package by signing shipping papers. The contractor shall provide a backup tug to accompany the barge for the entire voyage.

3.5. On the Columbia River, at least one river tug shall be made up securely to the barge.

3.6. The barge will be delivered to the Port of Benton barge slip near Richland, WA. Custody of the cargo package will be transferred to a Landhaul Contractor. Two tugs shall stand by to assist while the barge is unloaded. The unloading process may take up to 34 hours.

3.7. Once it is unloaded, the contractor shall return the empty barge to Bremerton.

4. ATTACHMENTS

4.1. Sketch A - Disposal Barge and Typical Submarine Package (aft view) and Sketch B - Disposal Barge and

Typical Submarine Package (side view)

4.2. Port of Benton Barge Slip, Richland, WA

4.3. Key Voyage Locations and Events

4.4. CDRLs/DIDs A001 through A009

• CDRL A001 EPA/STATE ID NUMBER/DI-MISC-82386

• CDRL A002 VOYAGE SCHEDULE/DI-MISC-82226

• CDRL A003 GENERIC TOWING PLAN/OT-23-20127

• CDRL A004 TOWING PLAN ADDENDUM/DI-MGMT-82200

• CDRL A005 CRANE CERTIFICATION RECORDS/DI-MISC-82386

• CDRL A006 HAZARDOUS MATERIAL INCIDENT REPORT/DI-SAFT-81563

• CDRL A007 FINAL TOW REPORT/OT-23-20128

• CDRL A008 CREW MEMBER ROSTER/DI-MGMT-81834A

• CDRL A009 SECURITY PLAN/DI-MGMT-82189

5. REFERENCES

5.1. Title 49 Code of Federal Regulations, Transportation

5.2. Washington Administrative Code 173-303, Dangerous Waste Regulations

5.3. Title 40 Code of Federal Regulations, Protection of Environment, Part 761 - Polychlorinated Biphenyls

(PCBs); Manufacturing, Processing, Distribution in Commerce, and Use Prohibitions

5.4. Title 33 Code of Federal Regulations, Navigation and Navigable Waters

5.5. Title 46 Code of Federal Regulations, Shipping

5.6. Title 29 Code of Federal Regulations, Labor

5.7. Washington Administrative Code 296-24, General Safety and Health Standards

5.8. U.S. Navy Towing Manual, NAVSEA SL740-AA-MAN-010, Revision 3

6. BARGE AND CARGO

6.1. Barge description: The barge is a U.S. Coast Guard (USCG) inspected and American Bureau of Shipping

(ABS) certified steel deck barge (see Attachment 4.1).

a. Length: 230-250 feet

b. Beam: 60-68 feet

c. Deck height: 15 feet

d. Draft: 4-7 feet when loaded

e. Gross Tons: 1700 – 2200 tons

f. A towing bridle up to and including the flounder plate and 30-foot pigtail (butt) chain is provided with each barge.

g. A secondary towing bridle is attached to approximately 300 feet of wire-rope towline terminating with a shackle. A floating polypropylene line, with a marker buoy at its end, is attached to the towline shackle.

h. Lifeline rails are stowed on board the barge.

i. Stowage boxes containing equipment are secured behind the spray shield at the bow of the barge.

j. An emergency position-indicating radio beacon (EPIRB) is located on the deck of the barge near the stowage boxes.

6.2. Cargo description: The cargo is a reactor compartment disposal (RCD) package, which is a single defueled

Naval submarine reactor compartment.

a. Each RCD package is regulated by the U.S. Department of Transportation (DOT) as a Class 7 hazardous material, in accordance with Reference 5.1.

b. Each RCD package is a certified DOT Type B package in accordance with Reference 5.1, Section

173.416.

c. Some RCD packages may contain a DOT reportable quantity of PCBs in accordance with

Reference 5.1

d. Some RCD packages may regulated as a DOT Class 7 Highway Route Controlled Quantity in accordance with Reference 5.1.

e. Each RCD package is regulated by the State of Washington as dangerous waste in accordance with

Reference 5.2.

f. Each RCD package is regulated by the Environmental Protection Agency (EPA) as chemical waste due to polychlorinated biphenyl (PCB) content in accordance with Reference 5.3.

g. A typical RCD package weighs between 1000 and 1680 short tons, is approximately 38 to 45 feet long, about 33 feet in diameter, and is nearly cylindrical in shape with additional support fixtures.

h. Each RCD package is strong and tightly sealed having all penetrations and accesses sealed by welding.

i. Each RCD package is securely welded to a Navy deck barge.

j. Each RCD package has a set of two salvage slings attached around the underside of the package.

6.3. The barge and its equipment remain the ultimate responsibility of the government. The cargo remains the ultimate responsibility of the Contractor.

7. PREREQUISITES

7.1. Regulatory requirements: The Contractor shall comply with all applicable federal, state, and local regulations that specify transportation and safety requirements. The Contractor shall comply with the applicable requirements of References 5.1, 5.4, 5.5, 5.6, 5.7, and 5.8. The Contractor shall carry a copy of their current “U.S. DOT Hazmat Reg. No.” onboard the tugs in accordance with Reference 5.1. The

Contractor shall also comply with the applicable requirements of References 5.1 and 5.3., and must obtain a current EPA/state identification number before transporting the loaded barge (Reference 5.1, Section

060). Provide the EPA/state identification number in the offeror’s proposal or provide a plan to obtain it.

If not provided in the proposal, provide the EPA/state identification number a minimum of 60 calendar days prior to the departure of the first tow under this contract. The Contractor shall be responsible for ensuring any and all its subcontractors meet these requirements. See CDRL A001 EPA/STATE ID

NUMBER.

7.2. Project Coordinator: The Contractor shall appoint a Project Coordinator to accompany the tows onboard the primary ocean and river tugs from PSNS & IMF to the Port of Benton barge slip. The Project

Coordinator is a key person for this contract, responsible for managing contract performance during the outbound towing evolution. The Project Coordinator shall be in addition to the regular tug crew, and shall serve as the single point of contact for any questions or problems that arise during the tow. The Project

Coordinator must have at least 10 years of experience in the maritime industry including at least two years as a qualified ocean Tug Captain. The Project Coordinator must be familiar with all aspects of the RCD package towing process, including the Towing Contract specifications and Tow Plan (see Paragraph 7.9).

The Project Coordinator shall sign the shipping papers to accept custody of the package (see Paragraph

7.15), and make status calls to PSNS & IMF while the tow is underway (see Paragraph 8.7).

7.3. River Docking Coordinator: The Contractor shall appoint a River Docking Coordinator. The River

Docking Coordinator is a key person for this contract, responsible for managing the docking process at the

Port of Benton barge slip. The River Docking Coordinator shall plan the docking arrangements with the

Landhaul Contractor, who will assist with docking as needed. The River Docking Coordinator shall direct barge docking and undocking operations. The River Docking Coordinator must have at least two years of experience as a Tug Captain on the Columbia River.

7.4. Contractor point of contact: The Contractor shall name a point of contact to be responsible for paperwork, deliverables, contract modifications, billing questions, and all other contract related issues. The point of contact must be familiar with all aspects of the contract specifications and towing process. Business sensitive communication between the Contractor and PSNS & IMF shall be sent via DoD SAFE or encrypted email using PKI protocols.

7.5. Ocean tug crewing: Each ocean going tug crew shall consist of not less than six members. The crews shall include a Captain, a Mate, and an Engineer. Tug Captains shall have a minimum of five years of experience as a Tug Captain.

7.6. River tug crewing: Each river tug crew shall consist of not less than four members. The crews shall include a Captain, a Pilot, and a Deckhand/Mechanic. Tug Captains shall have at least five years of experience as a

Tug Captain on the Columbia River and shall have transited the portion of the river between River Mile

328 (Pasco, WA) and River Mile 343 (Port of Benton barge slip) prior to a tow.

7.7. Training: Towing personnel shall be trained on all requirements of the tow, including:

a. Function-specific training in accordance with Reference 5.1, Part 172 Subpart H – Training

b. Coast Guard requirements in accordance with Reference 5.4

c. Shipping regulations in accordance with Reference 5.5

d. Federal occupational safety and health requirements in accordance with Reference 5.6

e. Washington State safety and health regulations in accordance with Reference 5.7

7.8. Voyage Schedule: See CDRL A002 VOYAGE SCHEDULE. The Contractor shall prepare a detailed

Voyage Schedule based on the approximate tow departure date provided by PSNS & IMF. The Voyage

Schedule shall include key locations and events noted in chronological order (see Attachment 4.3). The

Voyage Schedule must meet the following requirements:

a. Schedule the tow to arrive at the Port of Benton barge slip at approximately 0900 on the Saturday following departure, unless PSNS & IMF requests a different arrival day or time.

b. Schedule the tow to cross the Columbia River bar on the incoming current.

c. To accommodate the bar crossing and Pasco transit requirements, the Contractor may adjust tow speed or schedule a layover at a Pasco-area moorage facility at or below RM 328.

d. Submit each Voyage Schedule to the Contracting Officer’s Representative for review and approval at least 60 calendar days before the scheduled tow departure date. PSNS & IMF will review the submitted schedule within five business days. The Voyage Schedule must be approved by PSNS &

IMF before the tow takes place.

7.9. Tow Plan: See CDRL A003 GENERIC TOWING PLAN. The Contractor shall prepare a detailed Tow

Plan that covers all technical aspects of the towing process. The Contractor must submit the Tow Plan to the Contracting Officer’s Representative for review and comment at least 60 calendar days before the first scheduled tow under this contract. The Tow Plan must be approved by PSNS & IMF (in writing) before the tow takes place. The approved Tow Plan will apply to all tows under this contract. For contract years, the Contractor shall certify to PSNS & IMF that the Tow Plan is acceptable at least 60 calendar days before the first scheduled shipment of the year. The Contractor should anticipate that the Tow Plan development process may involve discussions with the Contracting Officer’s Representative, and require multiple submittals to complete a satisfactory detailed procedure. The Tow Plan must contain the following information (at a minimum):

a. The identities of the shipper, carrier(s), and consignee.

b. The description of the radioactive package as provided by PSNS & IMF.

c. The water transportation route and harbor(s) where the barge will, or may, be anchored or docked.

The tow routing shall be as direct as possible. The Contractor shall make the minimum ports of call.

d. The radio frequencies to be used to report position, condition, and all emergencies.

e. Emergency and contingency plans to cover unfavorable weather conditions, damage to tug or barge, engine trouble, collisions, fire, sinking or loss of barge, injury or sickness of crew, etc. Alternate routing and possible safe harbors over the entire route, which can be used in case of emergency conditions, shall be identified.

f. The maximum water depth that will be encountered over the entire water transportation route, including alternate routing and possible safe harbors.

g. All necessary prerequisites and precautions.

h. A list of permits and licenses required for the tow.

i. A list of ocean and river tugs designated for use under this contract. Only tugs on the list may be used for this work, except when returning empty barges. All tugs on the list must meet the requirements of Paragraphs 7.16 through 7.20 as well as all other applicable requirements of these specifications, and be approved by PSNS & IMF.

j. Contact information for the Contractor, all subcontractors, and the Landhaul Contractor who will accept custody of the barge at the Port of Benton barge slip.

k. Detailed diagrams of intended towing arrangement, intended pushing arrangement, towing equipment to be used and a proposed method of recovery should the primary towline be parted.

l. Proposed plans, including detailed diagrams, for the approach at the Port of Benton barge slip and methods of docking the barge in the slip.

m. A statement shall be included in stating that the Contractor has researched the applicable Reference

5.1 requirements and that all known regulatory requirements that may apply to towing the barge have been met.

n. A statement shall be included noting that work shall be in strict compliance with the written Tow

Plan and that all deviations require prior written approval of PSNS & IMF, Code 2312.

o. A safety checklist or procedure to brief passengers.

7.10. Addendums: See CDRL A004 TOWING PLAN ADDENDUM. For each tow, the Contractor shall prepare a Tow Plan Addendum, to document unique tow details. An Addendum shall be submitted to the

Contracting Officer’s Representative for review and approval at least 30 calendar days before each scheduled tow departure date. PSNS & IMF will review the submitted addendums within five business days. The Addendums must contain the following voyage specific information:

a. Names of all tugs assigned to the tow, and the designated tug telephone numbers.

b. A list of key personnel and points of contact (contractor, subcontractor, Landhaul Contractor, and government) and their contact information.

7.11. Barge and Package Inspections: PSNS & IMF will make the barge available for inspection approximately

8 calendar days before the first departure, if requested by the contractor. In order to gain access to the

PSNS & IMF industrial area, the contractor’s personnel shall provide full name, social security number, and proof of U.S. citizenship. The Contractor must coordinate the inspections with the Contracting

Officer’s Representative. The only forms accepted by PSNS & IMF as proof of citizenship are:

a. Original U.S birth certificate with a raised state seal (accompanied by valid government photo ID).

b. Current and valid U.S. passport.

c. Current and valid U.S. passport card.

d. Current and valid enhanced state driver’s license.

e. FS-240 Consular Report of Birth Abroad.

f. DS-1350 Certification of Report of Birth and FS-545 Certificate of Birth Aboard.

g. N-550 Certificate of Naturalization (original only).

h. N-560 Certificate of Citizenship or N-561 Replacement Certificate of Citizenship.

7.12. Weather Conditions: The predicted weather conditions must be Sea State 5 or less before commencing the tow. The Contractor shall monitor weather forecasts to verify that they are acceptable for the voyage. The

Contractor shall obtain concurrence from PSNS & IMF that weather forecasts are acceptable before the tow departs. It may be necessary to adjust the tow departure time/date to meet an acceptable weather window.

In such a case the Contractor shall generate a revised Voyage Schedule on short notice.

7.13. Demurrage: Demurrage shall accrue under the following circumstances:

a. In-transit delays - Unplanned delays during the tow, such as encountering unfavorable weather, or barge equipment malfunction. Delays must not be attributable to improper actions or inadequate planning by the Contractor. Demurrage shall accrue only to the extent that the tow’s arrival at the Port of Benton barge slip is delayed.

b. At the Port of Benton barge slip - two river tugs must stand by to assist at the barge slip during offload and ballasting (see Paragraph 10.6). Demurrage charges shall not start accruing until 34 hours after the loaded barge is secured at the Port of Benton barge slip, and to stop the hour that the empty barge is released to the Contractor. If the barge is released within 34 hours of the barge being secured at the Port of Benton barge slip, demurrage shall not accrue.

To exercise the demurrage option(s), the COR will notify the Contracting Officer of the situation by phone or email as soon as the need arises. The Contracting Officer will exercise the option by authorizing the contractor by email or verbally by phone, and issue a confirming contract modification exercising the option within two business days from the date that the authorization was given.

7.14. Notifications: The Contractor shall notify the US Coast Guard Sector Puget Sound and Sector Columbia

River Captains of the Port, and the Columbia River Pilots and Columbia River Bar Pilots Associations at least 24 hours before the tow leaves PSNS & IMF. If the cargo is a Highway Route Controlled Quantity, the Contractor shall submit a Notice of Arrival to the US Coast Guard before departure from PSNS & IMF, in accordance with Reference 5.4.

7.15. Shipping Papers: PSNS & IMF will provide the Contractor with a copy of the Dangerous Cargo Manifest, prepared in accordance with Section 176.30 of Reference 5.1, approximately seven calendar days before each tow. The official shipping papers will be supplied by PSNS & IMF at tow departure. At departure the contractor’s Project Coordinator shall accept custody of the cargo by signing the Uniform Hazardous Waste

Manifest (EPA Form 8700-22). The EPA is transitioning the manifest from paper to an electronic format.

The contractor shall be prepared to sign the manifest electronically if required at the time of transport. The contractor shall also sign other shipping papers required for compliance with transportation and disposal requirements, including the Dangerous Cargo Manifest (see Paragraph 8.2). The signed Dangerous Cargo

Manifest shall be placed inside the waterproof document tube onboard the barge.

7.16. Tug requirements: Separate ocean and river going tugs shall be utilized for each respective leg of the trip.

Ocean tugs may be used as far up the Columbia River as Vancouver, WA. At least one river tug shall be made up securely to the barge before proceeding above Astoria. The Contractor shall use tugs with a minimum of two screws and two main engines. The minimum total power requirements (unless otherwise approved by PSNS & IMF) shall be 2800 shaft horsepower for each ocean tug and 1800 shaft horsepower for each river tug. These ratings are peak horsepower, not continuous. Tugs used for the ocean leg shall be built to ABS standards with current load-line certification. Tugs for the river leg shall be equipped with pushing knees. All tugs shall have at least one dewatering pump onboard for emergency purposes. Tugs shall have a current Certificate of Inspection per 46 CFR Subchapter M, or equivalent inspection documentation.

7.17. Towing gear: The ocean tugs shall be equipped with towing gear (wire rope, 45'-90' of surge chain, and tow shackles) necessary to connect the tugboat to the towing bridle pigtail. Primary ocean tugs must have two wire rope towing hawsers. Backup ocean tugs must have at least one wire rope towing hawser. The wire rope towing hawsers and shackles must meet the minimum factors of safety listed in Table 3-2 of

Reference 5.8.

7.18. Hawsers: The Contractor shall maintain towing hawser logs for the hawser employed for the tow and for all back-up hawsers that may be used (including the hawsers on the back-up tug). The Contractor shall have a systematic program to ensure wire rope hawsers are regularly inspected and maintained. Hawser inspections shall meet or exceed the inspection requirements of the Reference 5.8, Appendix B. Towing hawser inspection and maintenance records shall be made available for PSNS & IMF review upon request.

7.19. Navigational aids: The following navigational aids are required onboard the tugs:

a. Radar

b. GPS or SATNAV (not required for river tugs)

c. Magnetic compass with deviation table (deviation table not required for river tugs)

d. Gyrocompass (not required for river tugs)

e. Depth sounding equipment

f. Two-way radio

g. Two-way ship to shore telephone communication system

h. Charts and publications specified by Reference 5.4 Part 164.33

i. Video camera and monitor for pushing ahead on river. Camera must be mounted on bow of barge to provide view of blind spot, and have infrared imaging (zero light) capability. Monitor shall be suitable for day or night wheelhouse use. Camera system must be able to identify small craft at least ½ mile ahead of the barge.

j. Swing indicator (not required for ocean tugs)

7.20. Immersion suits: The ocean tugs shall be equipped with immersion survival suits, along with operating instructions or training, for all crew members and passengers during the ocean towing portion of the trip.

7.21. Vessel inspections: Before or after awarding this contract, PSNS & IMF reserves the right to inspect the tugboats, equipment, and facilities offered for use to ensure they meet the contract specifications and needs of PSNS & IMF.

7.22. Approved tug list: Only tugs approved by PSNS & IMF and listed in the Tow Plan may be used to tow the loaded barge. All tugs must meet the requirements of Paragraphs 7.16 through 7.20 as well as all other applicable requirements of these specifications.

7.23. Tandem tow prohibition: In order to maintain positive control of the barge with its cargo, the tow shall be handled as a single tow.

7.24. Barge flooding alarm: PSNS & IMF will provide details of the barge flooding alarm system to the

Contractor and will demonstrate operation of the system before departure.

7.25. Stowage: No combustible materials or cargo other than the pre-loaded package may be stored onboard the transport barges.

7.26. Navy personnel aboard tugs: The Contractor shall provide berthing space and meals for up to three Navy

Representatives from PSNS & IMF to the Port of Benton barge slip. For a dual tow, up to five Navy

Representatives shall be accommodated.

7.27. Licenses and permits: The Contractor shall be responsible for all fees incurred during transport (e.g. pilots, permits, etc.). The Contractor shall obtain any required licenses and permits.

7.28. Crane: See CDRL A005 CRANE CERTIFICATION RECORDS. A crane may be needed for lifting the barge towing bridle and pigtail chain during the transfer from ocean tugs to river tugs. Any crane used for this purpose shall be certified in accordance with

WAC 296-56. Crane certification records shall be provided to the Contracting Officer’s Representative at least 10 calendar days before the first tow of the shipping season.

7.29. Pre-shipment meeting: There will normally be a pre-shipment meeting approximately 2-6 weeks before the first tow of each shipping season. The purpose of the meeting will be to discuss the duties and responsibilities of the organizations involved in the towing process and to assess readiness. It will either be held in the Bremerton area or by teleconference. The Project Coordinator shall attend this meeting, along with other contractor or subcontractor personnel who are responsible for portions of the tow, or who have specific expertise in agenda topics.

7.30. Local Notice to Mariners: Before departure, the Contractor shall check the latest Local Notice to Mariners to ensure there are no navigational issues along the tow route which could interfere with the tow.

8. TOWING THE BARGE FROM BREMERTON TO THE PORT OF BENTON BARGE SLIP

8.1. Arrival: The ocean tugs shall arrive pierside at PSNS & IMF 1-1/2 hours before the scheduled tow departure time. The Contractor must be prepared for PSNS & IMF Security personnel to board the tugs and perform a security check before the tugs will be allowed inside the PSNS & IMF port security barrier.

Ensure the requirements of Section 15 have been met. The Contracting Officer’s Representative will inform the Contractor which pier the tow will depart from. Upon arrival, the Contractor shall check barge lights and alarms.

8.2. Custody transfer: Contractor custody of the barge and cargo shall begin when the Project Coordinator signs the Uniform Hazardous Waste Manifest. If a subcontractor transports the laden barge for a portion of the tow, cargo custody shall be formally transferred by signature on the Uniform Hazardous Waste Manifest.

Custody of the barge and cargo shall transfer to the Landhaul Contractor when the Landhaul Contractor’s representative signs the Uniform Hazardous Waste Manifest upon barge arrival at the Port of Benton barge slip. The EPA is transitioning the manifest from paper to an electronic format. The contractor and any subcontractor shall be prepared to sign the manifest electronically if required at the time of transport. At each custody transfer, the contractor shall also sign the other shipping papers provided by PSNS & IMF, and retain or forward them as required.

8.3. Navy Representative: PSNS & IMF will provide at least one Navy Representative, knowledgeable of the package, radiation monitoring and control, and abnormal or emergency radiological control procedures.

For a single tow, up to three Navy Representative(s) will accompany the tow onboard the tug(s) to observe tow operations and advise the Contractor during transport. For a dual tow, up to five Navy Representatives shall be accommodated.

8.4. Safety Briefing: The Contractor shall provide all passengers a safety briefing, including actions to be taken in the event of emergencies such as fire, flooding, or collision during the ocean and river segments of the tow.

8.5. Navy Pilot: PSNS & IMF will provide a licensed pilot to maneuver the barge from the pier to outside the port security barrier. The pilot may then return to PSNS & IMF, or the pilot may be required to remain onboard the towing tug as far as Port Angeles. The pilot will disembark by means arranged by PSNS &

IMF.

8.6. Emergency tow gear: To provide emergency towing capability in the event of a parted towline, each barge is equipped with a secondary towing bridle attached to approximately 300 feet of wire-rope towline terminating with a shackle. A floating polypropylene line, with a marker buoy at its end, will be attached to the towline shackle and must trail behind the loaded barge during the ocean transit. The Contractor shall deploy the trailing line before entering VTS traffic lanes, and haul the buoy back onboard the barge when the tow is inside the mouth of the Columbia River.

8.7. Status reports: The Project Coordinator shall communicate the status of the tow to PSNS & IMF at 0600 and 1800 hours each day of the transit between PSNS & IMF and the Port of Benton barge slip. Status reports shall be via telephone or email. Status reports shall include relative progress compared to the voyage schedule, the tow location relative to prominent landmarks and latitude and longitude, condition of barge and cargo, weather conditions (wind speed in knots and direction; wave height in feet and direction), problems, and estimated location of next progress report.

8.8. Barge inspections: The Contractor shall frequently monitor the barge draft, barge flooding alarm lights, and navigational lights to ensure the lights are operating satisfactorily and no alarms have actuated or other changes are evident in the barge condition.

8.9. Logs: The Contractor shall make tug log entries at least every two hours to record the weather conditions, transit speeds, position, barge condition, and any unusual or abnormal conditions encountered in transit, along with problems or delays.

8.10. Bar pilot: The Columbia River Bar Pilots Association must be contacted again within 24 hours of the bar crossing to confirm that a pilot will be available at the scheduled time. A qualified Columbia River Bar

Pilot must be used onboard the primary towing tug during the inbound crossing of the Columbia River Bar.

If in the Bar Pilot’s judgment the conditions are too rough to board the tug, the primary towing tug shall follow the pilot boat across the bar, with the backup tug following the lead tug. The Bar Pilot shall board the primary towing tug as soon as he/she deems it safe to do so. In no case shall the Bar Pilot board the tug via helicopter.

8.11. River Pilot: A Columbia River Pilot must be used onboard the primary tug during the portion of the tow from Astoria to the Port of Benton barge slip.

8.12. Anchorage or docking locations: Anchorage or docking locations, if and when used, shall be approved by

PSNS & IMF.

8.13. Speed limits: The tow speed shall not exceed eleven knots in Sea State 4 and ten knots in Sea State 5 to ensure the maximum allowable steady tensions in the primary tow bridle and pigtail chain are not exceeded. In a situation where the emergency tow gear must be used, the tow speed shall not exceed nine knots in Sea State 4 and eight knots in Sea State 5. Maximum tow speeds below Sea State 4 will be at the discretion of the Tug Captain. In all cases, the Tug Captain should give consideration to the effects of tidal, current, wind, wave, and swell magnitudes and their directions in evaluating and determining a safe tow speed.

8.14. Cargo watch: The cargo package shall not be left unattended. While docked or anchored, a watchstander shall be posted near the barge and the barge shall be patrolled frequently. This requirement ends for the

Contractor when custody of the cargo is transferred to the Landhaul Contractor (see Paragraph 8.2).

8.15. Boardings: Before arrival at the Port of Benton barge slip, access to the barge shall be restricted in order to keep boardings as few as practicable. The Contractor shall log the names of all personnel that board the loaded barge.

8.16. Transit above Pasco: The tow shall proceed above River Mile 328 (Pasco, WA) only during daylight hours.

There must be sufficient visibility to permit safe navigation upriver to the Port of Benton barge slip.

8.17. Arrival notifications: At 1500 hours on the day before the barge arrives at the Port of Benton, the

Contractor shall make the following notification:

a. Contact the Landhaul Contractor to inform them of the impending barge arrival at the barge slip, and ensure that landhaul personnel will be available to receive the barge.

8.18. Docking: Upon arrival at the Port of Benton barge slip, the Contractor shall dock and moor the barge in the slip (see Attachment 4.2). The barge must be positioned in the slip stern first. Use caution to preclude damaging the barge or slip wall. The Landhaul Contractor will assist the Contractor with mooring lines during the docking operation.

8.19. Single Tows: Barges will normally be towed singly. The following requirements apply to Single Tows:

a. Two ocean tugs shall be used from PSNS & IMF to the Columbia River. One ocean tug shall serve as the primary tow tug and the other shall serve as a backup.

b. Two tugs shall be used on the Columbia River. To maintain positive control of the barge, at least one river tug shall be made up securely to the barge before proceeding above Astoria. The river tug acts as the backup tug once it is secured to the barge and the backup ocean tug is no longer needed.

The primary tug may either make up securely to the barge or tow from the bridle. The backup river tug may disconnect from the barge and run light for a portion of the tow if needed to enhance tow safety, upon approval by PSNS & IMF. When the ocean towing tug disconnects from the towing bridle, it shall be placed on the bow of the barge or securely suspended from the bow. From

Vancouver, WA to the Port of Benton barge slip, the bridle may not hang more than 15 feet below the deck of the barge. Two river tugs shall be used from Vancouver, WA up to the Port of Benton barge slip. One river tug shall serve as the primary tug and the other shall serve as a backup.

c. The Contractor shall obtain priority lock passage on the Columbia River. Priority passage need not be exercised if tow is ahead of schedule and approved by Navy Representative. The tugs and barge shall transit the locks together. No other vessels shall be allowed to transit the locks with the tow.

d. Both river tugs shall remain made up to the barge during layover at the Pasco-area moorage facility.

8.20. Dual Tows: There may be times when factors such as weather, high Columbia River flows, or PSNS

& IMF production schedules make it advantageous to tow two loaded barges at the same time on separate disposal barges. All the preceding requirements of this specification apply during Dual Tows, unless superseded by the following Dual Tow requirements:

a. Three ocean tugs shall be used on the portion of the tow route from PSNS & IMF to the Columbia

River. Two ocean tugs shall serve as primary towing tugs (i.e. one towing tug per barge). One primary towing tug shall be equipped with a double drum winch. The third ocean tug shall serve as a backup tug for both barges.

b. Two tugs shall be used for each barge on the Columbia River before proceeding above Astoria. To maintain positive control of the barge, at least one river tug shall be made up securely to each barge above Astoria. The other tug may either make up securely to the barge or tow from the bridle.

Once one river tug is made up to each of the barges before proceeding above Astoria, the backup ocean tug is no longer required. The backup river tug may disconnect from the barge and run light for a portion of the tow if needed to enhance tow safety, upon approval by PSNS & IMF. When the ocean towing tug disconnects from the towing bridle, it shall be placed on the bow of the barge, or securely suspended from the bow. From Vancouver, WA to the Port of Benton barge slip, the bridle may not hang more than 15 feet below the deck of the barge. Two river tugs shall be used on each barge above Vancouver, WA. One river tug shall serve as the primary tug and one river tug shall serve as a backup for each barge.

c. The Project Coordinator shall be responsible for the overall tow of both barges.

d. A Columbia River Bar Pilot shall be used onboard the first primary tow tug when crossing the

Columbia River Bar inbound (see Paragraph 8.10).

e. A Columbia River Pilot shall be used onboard the first primary tow tug when travelling upstream on the Columbia River from Astoria to the Port of Benton barge slip (see Paragraph 8.11).

f. The Contractor shall provide berthing and meals for up to five Navy Representatives from PSNS &

IMF to the Port of Benton barge slip.

g. The lead tugs and barge shall transit the Columbia River locks together, ahead of the second tow.

The Contractor shall arrange for priority, consecutive lock passage. Priority passage need not be exercised if tow is ahead of schedule and approved by Navy Representative. No other vessels shall be allowed to transit the locks with, or between, the tows.

h. Status reports shall be made per Paragraph 8.7, but may be combined to report the status of both tows. Voyage Schedules, Tow Plan Addendums, and Final Reports, shall be issued for each tow separately.

i. When travelling up the Columbia River, the first and second tows shall remain within approximately one statute mile of each other. This may require the first tow to tie up alongside wing walls if available or stem the river current when upstream of the second tow that is transiting the navigation lock.

j. The Project Coordinator shall remain with the lead tow until the barge is secured at the Port of

Benton barge slip. The second tow shall layover at a Pasco-area moorage facility below River Mile

328 until the first cargo package has been off-loaded and the Landhaul Contractor is prepared to accept the second package. The second tow layover lasts approximately 3-1/2 days, typically from

Friday evening until Tuesday morning. The primary river tug must remain lashed to the barge the entire time the barge is at the moorage facility. Berthing and meals shall be provided for two Navy

Representative during the layover. The Project Coordinator shall board the second tow before it departs from the Pasco-area moorage, and shall remain with it until the barge is secured at the Port of Benton barge slip.

k. The Contractor shall have a small craft present during layover at the moorage facility after the first tow departs. The small craft shall be available for logistics and emergencies.

9. EMERGENCIES

9.1. If nearby vessels are in distress, the tug captain shall render assistance if it can be done without serious danger to the captains, crews or tugboats in accordance with the “Good Samaritan” Law of the Sea found in the International Rules of the Road under Title 46, Section 2304. The establishment of the International

Private-Sector Tug of Opportunity System (ITOS) for the waters of the Olympic Coast National Marine

Sanctuary and the Strait of Juan de Fuca, specifically targets tugboats waiting for or engaged in nonemergency commercial activities (typically towing or escort services) for diversion to assist a disabled vessel if capable of rendering the required assistance. The Contractor shall notify the onboard Navy

Representative of intention to render assistance.

9.2. If an accident involving the tow occurs, and the safety of the crew, tug, or barge are jeopardized, the Tug

Captain shall adopt such procedures as will, in his judgment, provide safety for the crew, tug, and barge.

9.3. In the event of barge flooding, move to shallower water and proceed with the appropriate casualty response plan as outlined in the Tow Plan.

9.4. At the earliest practicable moment after the occurrence of an accident or when a hazardous condition exists, the Contractor shall notify the nearest USCG Captain of the Port and shall comply with any instructions received. The Contractor shall also notify the Navy Representative, Contracting Officer’s Representative, or Contracting Officer as soon as practicable. Depending on the location and circumstances, the state and local authorities may also require notification. The Contractor shall notify the Navy Representative, Contracting Officer’s Representative, or Contracting Officer before contacting the state or local authorities.

9.5. Because a release of any radioactivity from the cargo package is highly unlikely, responders shall initially deal with the emergency as it appears without any special concerns for the possible presence of radioactivity. Therefore, during the initial response only normal precautions need be observed. The Navy

Representative will conduct radiological surveys and determine if additional actions are needed.

Radiological emergency response shall follow the Emergency Response information provided by PSNS &

IMF as part of the shipping papers.

10. UNLOADING THE CARGO AT THE PORT OF BENTON

10.1. The day before arrival at the Port of Benton barge slip, a Tow Contractor representative shall meet with the

Landhaul Contractor to finalize docking plans.

10.2. The Contractor shall visually inspect the barge exterior and cargo package upon arrival at the barge slip to verify that the integrity of the barge and package was maintained during transport.

10.3. After the barge is secure in the slip, the River Docking Coordinator shall meet with the Landhaul

Contractor to discuss the Tow Contractor’s responsibilities during unloading.

10.4. The Landhaul Contractor will ground the barge on the slip bottom by ballasting (flooding) compartments in the barge. The Primary Tug Captain shall coordinate with the Landhaul Contractor to handle barge mooring lines and maintain proper alignment of the barge while ballasting and deballasting (see Paragraph

11.2).

10.5. Before ballasting begins, the Landhaul Contractor's marine surveyor and a Navy Representative must perform an inspection of the barge (including internal structures) to check for damage that may have occurred during the transit.

10.6. Both river tugs shall stand by at the barge slip to assist in holding the barge in the slip during ballasting, off-loading the cargo, and deballasting.

10.7. Once custody of package has been transferred to the Landhaul Contractor, the Tow Contractor will remove the original signed Dangerous Cargo Manifest from the barge and shall retain it for inclusion in the Final

Report. The Contractor shall retain copies of shipping papers as required by applicable regulation.

11. BARGE DEBALLASTING AND RETURN

11.1. Upon completion of off-loading, the Department of Energy Richland Operations Office contractor will verify by survey that the radiological status of the barge is suitable for return in accordance with Reference

5.1, Section 173.443. The Landhaul Contractor will also begin deballasting which will require barge tank entry for stripping. The Landhaul Contractor's marine surveyor and a Navy Representative will perform a final inspection of the barge (including internal structures) to identify any damage to the barge that may have occurred during the cargo off-loading.

11.2. The Primary Tug Captain shall coordinate with the Landhaul Contractor to handle barge mooring lines and maintain control of the barge during deballasting. After the barge is deballasted and post off-loading inspections of the barge are complete, the Landhaul Contractor will release the barge to the tow Contractor for return to PSNS & IMF.

11.3. The Contractor shall return the barge to PSNS & IMF within two weeks after leaving the Port of Benton barge slip (weather permitting), unless PSNS & IMF requests or agrees to a later return. Barge returns shall not occur in weather conditions greater than Sea State 5, and the tow speed with an empty barge shall not exceed 13 knots in Sea State 5. Maximum tow speeds below Sea State 5 will be at the discretion of the Tug

Captain. The Contractor shall notify PSNS & IMF of the location and duration of all weather-related barge layovers during the return trip.

a. Columbia River and Bar pilots are not required during the barge return voyage.

b. Back-up tugs are not required during the barge return voyage.

c. Tugs used for empty barges need not be on the list of approved tugs.

d. Tandem tows of empty barges are allowed from the vicinity of Astoria, OR to PSNS & IMF.

e. Tugs need not be made up securely to the empty barge below Vancouver, WA.

f. The trailing line for the emergency tow wire need not be deployed on barge return.

g. No Project Coordinator is required on the return voyage.

h. No Navy Representatives will accompany the return voyage.

11.4. The Contractor shall return the barge to PSNS & IMF, with all associated equipment (see Paragraph 6), from Monday through Friday, non-holidays, between 0800 and 1300, unless PSNS & IMF requests or agrees to a different arrival day or time. The Contractor shall be prepared to hold the barge over at a secure moorage location if necessary to meet this arrival requirement.

11.5. The Contractor shall notify the Contracting Officer’s Representative (during regular working hours) at least

24 hours in advance of the anticipated date and time of barge arrival at PSNS & IMF.

11.6. The Contractor shall contact the PSNS & IMF Port Operations office on channel 12 VHF-FM or at telephone number (360) 476-3467 at least 24 hours in advance of the anticipated date and time of barge arrival at PSNS & IMF.

12. RECORDS AND FINAL REPORTS

12.1. In the event of a hazardous material incident as defined by Reference 5.1, Section 171.15, the Contractor shall notify the U.S. Department of Transportation as soon as practicable, but no later than 12 hours after occurrence. See Reference 5.1, Section 171.15 for specific details.

12.2. Section 171.16 of Reference 5.1 requires the Contractor to submit a detailed hazardous material incident report to the U.S. Department of Transportation within 30 calendar days of such an incident. See CDRL

A006 HAZARDOUS MATERIAL INCIDENT REPORT. State of Washington or Oregon authorities may also need to be notified depending on the circumstances of the incident. Any such report must be approved by PSNS & IMF before issue.

12.3. Final Report: See CDRL A007 FINAL TOW REPORT. For each tow, the Contractor shall submit a Final

Report to the Contracting Officer’s Representative within 30 calendar days of the date the respective barge was returned to PSNS & IMF. The Final Report shall describe all phases of the towing operation, including problems encountered and suggestions for improvement. The Final Report shall be marked "CUI" on the top and bottom of each sheet and released only to PSNS & IMF. The following information must be included (as a minimum):

a. Date and time of pickup and delivery.

b. Routing of tow, including ports and vessels used.

c. Any unusual or abnormal conditions or events encountered in transit, along with problems or delays.

d. Any special controls or procedures exercised.

e. Recommendations for future tows.

f. A copy of the signed Dangerous Cargo Manifest

g. Towing vessel log sheets.

13. PUBLIC RELATIONS

13.1. The Contractor (and all subcontractors) shall refer all inquiries from the press or general public regarding this work to the PSNS & IMF Public Affairs Office, Code 1160, at telephone number (360) 476-7111.

13.2. The Contractor (and all subcontractors) shall not make any statement to the press or general public regarding this work, including any form of advertising, without prior written approval from the PSNS

& IMF Public Affairs Office, Code 1160, at telephone number (360) 476-7111.

14. MISCELLANEOUS

14.1. The Contractor shall carry spare navigation lights in case of barge navigation light failure. The Contractor may be called upon to assist with troubleshooting or minor repairs of barge lighting or alarm systems en route, by mutual agreement between PSNS & IMF and Contractor and considering conditions at the time.

15. SECURITY REQUIREMENTS

15.1. Tug crew members shall be United States citizens and 18 years of age or older. All crewmembers on tugs that will be entering the PSNS & IMF Port Security Barrier must carry current Merchant Mariner

Credentials and current Transportation Worker Identification Credentials.

15.2. PSNS & IMF access: See CDRL A008 CREW MEMBER ROSTER. As required for security purposes, the contractor shall provide the Contracting Officer’s Representative with the names and positions of all crew members who will be entering the PSNS & IMF Port Security Barrier. The list shall be provided at least two business days before arrival.

15.3. Security Plan: See CDRL A009 SECURITY PLAN. RCD packages generally fall under IAEA CoC

Category 1 or Category 2 quantities which require an established security plan under Reference 5.1, Subpart I. The contractor shall establish a security plan that meets the requirements of Reference 5.1, Subpart I and provide a copy to PSNS & IMF.

15.4. The Project Coordinator must obtain a temporary PSNS & IMF identification badge, in order to access the pier at PSNS & IMF to sign shipping papers. To obtain the badge, the Contractor shall provide full name and social security number. The Project Coordinator will need to pick up the badge in person, with proof of citizenship (see paragraph 7.11 for proof of citizenship requirements), at the PSNS & IMF Pass & ID office in Bremerton. The Contracting Officer’s Representative will coordinate obtaining the badge.

15.5. If the contractor needs to inspect the barge before departure, the inspection will be done in the PSNS &

IMF industrial area. In order to gain access, the Contractor shall provide full names and social security numbers at least 10 days before the inspection. The personnel will need to have proof of citizenship (see paragraph 7.11 for proof of citizenship requirements) when they arrive at the PSNS & IMF Pass & ID office in Bremerton. The Contracting Officer’s Representative will coordinate obtaining required access badges.

15.6. Security regulations prohibit personal cameras and photography within the PSNS & IMF boundary.

Therefore, cameras of any type (video cameras, still cameras, camera cell phones, etc.) must be secured before the tug enters the PSNS & IMF port security barrier. All installed cameras with a view outside of the vessel must be covered. All electronic devices with cameras must be stowed in interior spaces away from windows.

16. PLACE OF PERFORMANCE

16.1. The transit route shall be via commercial shipping lanes from PSNS & IMF in Sinclair Inlet, through Rich

Passage, north through Puget Sound, west through the Strait of Juan de Fuca (staying south of the inbound

Vessel Traffic System lane when transiting out the Strait of Juan de Fuca to remain in U.S. waters), around

Cape Flattery, south along the Washington coast (outside the Olympic Coast National Marine Sanctuary

Area to be Avoided) to the mouth of the Columbia River…