DTMA91R1600038.pdf

SOLICITATION/CONTRACT 1. THIS CONTRACT IS A RATED

5. SOLICITATION TYPE2. CONTRACT NO. 4. SOLICITATION NUMBER

PAGE OF PAGES

7. ISSUED BY CODE 8. THIS ACQUISITION IS

BIDDER/OFFEROR TO COMPLETE BLOCKS 11, 13, 15, 21, 22, & 27

RATING

ORDER UNDER DPAS (15 CFR 700)

3. AWARD/

EFFECTIVE DATE ISSUE DATE

6. SOLICITATION

UNRESTRICTED OR SET ASIDE:

SMALL BUSINESS

SIZE STANDARD:

9. (AGENCY USE)

NO COLLECT CALLS

10. ITEMS TO BE PURCHASED (BRIEF DESCRIPTION)

SUPPLIES SERVICES

11. IF OFFER IS ACCEPTED BY THE GOVERNMENT WITHIN

CALENDAR DAYS (60 CALENDAR DAYS UNLESS OFFEROR INSERTS A DIFFERENT

PERIOD) FROM THE DATE SET FORTH IN BLOCK 9 ABOVE, THE CONTRACTOR

AGREES TO HOLD ITS OFFERED PRICES FIRM FOR THE ITEMS SOLICITED

HEREIN AND TO ACCEPT ANY RESULTING CONTRACT SUBJECT TO THE TERMS

AND CONDITIONS STATED HEREIN.

CODE 12. ADMINISTERED BY

13. CONTRACTOR FACILITY 14. PAYMENT WILL BE MADE BY CODE CODE

OFFEROR CODE

TELEPHONE NO.

DUNS NO.

CHECK IF REMITTANCE IS DIFFERENT AND PUT SUCH ADDRESS IN OFFER SUBMIT INVOICES TO ADDRESS SHOWN IN BLOCK:

15. PROMPT PAYMENT DISCOUNT 16. AUTHORITY FOR USING OTHER

THAN FULL AND OPEN COMPETITION

10 U.S.C. 2304 41 U.S.C. 253

NEGOTIATED

(RFP)

SEALED BIDS

(IFB)

1 61

07/26/2016

U.S. DOT/ Maritime Administration Office of Acquisition MAR-380

1200 NEW JERSEY AVENUE SE

MAIL STOP W-28-201

WASHINGTON DC 20590-0001

Responses are due at 12:30 PM (Eastern Time) on August 26, 2016.

U.S. DOT/Maritime Administration Office of Acquisition

MAR-380

1200 New Jersey Avenue, SE

00091

Mail Stop W-28-201 Washington DC 20590-0001

488390

% FOR:X

x x

00091

Layberthing of MARADs Vessel, N.S. Savannah

$38.50

DTMA91R1600038

NAICS:

HUBZONE SMALL

BUSINESS

SERVICE-DISABLED VETERAN-

OWNED SMALL BUSINESS

8(A)

WOMEN-OWNED SMALL BUSINESS (WOSB)

ELIGIBLE UNDER THE WOSB PROGRAM

EDWOSB

17.

ITEM NO.

18.

SCHEDULE OF SUPPLIES/SERVICES

19.

QUANTITY

20.

UNIT

21.

UNIT PRICE

22.

AMOUNT

See Sections B and C.

27. SIGNATURE OF OFFEROR/CONTACTOR 28. UNITED STATES OF AMERICA (SIGNATURE OF CONTRACTING OFFICER)

NAME AND TITLE OF SIGNER (TYPE OR PRINT) DATE SIGNED NAME OF CONTRACTING OFFICER DATE SIGNED 07/26/2016

25. CONTRACTOR IS REQUIRED TO SIGN THIS DOCUMENT AND RETURN

ISSUING OFFICE. CONTRACTOR AGREES TO FURNISH AND DELIVER ALL ITEMS SET

FORTH OR OTHERWISE IDENTIFIED ABOVE AND ON ANY CONTINUATION SHEETS

SUBJECT TO THE TERMS AND CONDITIONS SPECIFIED HEREIN.

26. AWARD OF CONTRACT: YOUR OFFER ON SOLICITATION

NUMBER SHOWN IN BLOCK 4 INCLUDING ANY ADDITIONS

OR CHANGES WHICH ARE SET FORTH HEREIN, IS

ACCEPTED AS TO ITEMS:

23. ACCOUNTING AND APPROPRIATION DATA 24. TOTAL AWARD AMOUNT

(FOR GOVERNMENT USE ONLY)

Ken Egbuna

AUTHORIZED FOR LOCAL REPRODUCTION

PREVIOUS EDITION NOT USABLE

STANDARD FORM 1447 (REV. 2/2012)

Prescribed by GSA - FAR (48 CFR) 53.214(d)

COPIES TO

Ken.Egbuna New Stamp

TYPE OR PRINT NAME AND TITLE OF SIGNER

SIGNATURENAME AND ADDRESS OF FIRM (Include ZIP Code)

WE DO NOT, DESIRE TO BE RETAINED ON THE MAILING LIST FOR FUTURE PROCUREMENT OF THE TYPE OF ITEMS INVOLVEDWE DO

DO NOT REGULARLY MANUFACTURE OR SELL THE TYPE OF ITEMS INVOLVED

CANNOT MEET DELIVERY REQUIREMENT

OTHER (Specify)

UNABLE TO IDENTIFY THE ITEM(S)

CANNOT COMPLY WITH SPECIFICATIONS

PAGE

NO RESPONSE FOR REASONS CHECKED

61 2 OF

DATE AND LOCAL TIME

AFFIX

STAMP

HERE

TO:

FROM:

SOLICITATION NO.

WASHINGTON DC 20590-0001

U.S. DOT/ Maritime Administration Office of Acquisition MAR-380

1200 NEW JERSEY AVENUE SE

MAIL STOP W-28-201

00091

DTMA91R1600038

STANDARD FORM 1447 (REV. 2/2012) BACK

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 3

SECTION – B Services Price/Costs

B1 SCHEDULE OF SERVICES AND PRICES/COSTS FOR THE BASE YEAR AND 4-ONE-YEAR OPTION

PERIODS

Base Year [11-01-2016 to 10-31-2017]

CLIN DESCRIPTION QUANTITY UNIT ESTIMATED

AMOUNT

0001 Layberthing

12 1 Month $

0002 Vessel Disconnect/Reconnect

1 1 Year $

0003 Electricity

0004 Water/Sewage

N/A N/A N/A N/A Total Estimated Amount For the Base Year: $___

Option Year 1 [11-01-2017 to 10-31-2018]

CLIN DESCRIPTION QUANTITY UNIT ESTIMATED

For Option Year 1: $___

Option Year 2 [11-01-2018 to 10-31-2019]

For Option Year 2: $___

Continued on next page.

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 4

Option Year 3 [11-01-2019 to 10-31-2020]

For Option Year 3: $___

Option Year 4 [11-01-2020 to 10-31-2021]

For Option Year 4: $___

Total Estimated Price for the Base Year and 4 Option-Year Periods/Contract Ceiling: $___

SECTION C -- Descriptions and Specifications

C1 INTRODUCTION AND BACKGROUND

The U.S. Maritime Administration (MARAD) requires layberthing services for the long-term safe and secure layberthing of the MARAD-owned vessel N.S. SAVANNAH (NSS) in the Port of Baltimore, Maryland1. The NSS is equipped with a defueled, inoperative, mothballed nuclear power plant that is licensed and inspected by the U.S. Nuclear Regulatory Commission (NRC). MARAD administers and is responsible for all aspects of the NRC license. The vessel is primarily managed as a nuclear site; with conventional marine activities such as ship husbandry essentially subrogated to the license from the standpoint of physically safeguarding the nuclear facility from maritime hazards. The licensed site

1 As geographically defined by the State of Maryland, Maryland Port Administration, 2016

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 5 boundary is limited to the ship envelope and does not include the layberth facility (pier, etc.); however, the layberth location is subject to siting criteria and license conditions that MARAD must address independently in its Emergency and Port Operating Plan (EPOP). To the extent that contractor services are required to meet license conditions, they are incorporated into this solicitation.

MARAD’s intent is to acquire layberth services using marine facilities that are suitable for long-term layberthing in their existing condition. At the outset of the acquisition, MARAD will publish a notice in the Federal Register regarding the layberth solicitation, and potential move of the vessel within the Port of Baltimore. The notice will include a synopsis of the acquisition process. As part of this process, MARAD may conduct one or more public information meetings in the vicinity of the technically-acceptable facilities (generally a 3-mile planning radius from the berth; if multiple facilities are within 3-miles of each other, or if the planning zones have significant overlap, meetings may be consolidated).

Any such meetings will be noticed in the Federal Register.

The offeror will have ten (10) business days from the posting of the solicitation to visit the vessel and conduct any required inspections. To schedule a visit, email your request to: Nyron.cameron@dot.gov and Cynthia.bearor@dot.gov .

C2 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.

Contracting Officer’s Representative (COR): An individual designated by the Contracting Officer to serve as a technical advisor to the Contracting Officer and act as a project officer.

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

Emergency and Port Operating Plan (EPOP): A MARAD maintained NRC license basis document that is port and berth-specific. It combines contemporary NRC radiological emergency information and plans* with the berth-specific Port Operating Plans that allow the NSS to be mobile.

* the radiological emergency plans follow NRC guidance for power plants that are permanently shutdown, with fuel removed and no spent fuel stored onsite.

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, line handler services and ship assist tugs.

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.

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 6

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

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

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

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

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

Technical Support Contractor: MARAD’s management contractor for the N.S. SAVANNAH. The “Technical Support for Integrated Management of Licensed Activities” (TSIM) contractor provides comprehensive support services for vessel custody and husbandry, radiological protection, and nuclear operations. For the purpose of the layberth contract, the TSIM contractor acts in similar fashion as a Ship Manager.

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.

C3 DESCRIPTION AND STATUS OF VESSEL

The NSS is a 595’ nuclear-powered combination passenger-cargo vessel constructed from 1958-1962 and operated until 1970. The nuclear reactor was permanently shutdown and defueled in 1971. The nuclear power plant was made permanently inoperable in 1976. The plant is substantially intact, but no spent fuel or radioactive source materials are on board, and no new radiation is generated. MARAD maintains the NSS in protective storage at a layberth facility from which it can be actively monitored and attended by license staff. The following information and particulars apply to the vessel and to MARAD’s NSS operations:

(A) The NSS was constructed by the U.S. Government, acting by and through MARAD. It remains owned and managed by MARAD, with comprehensive, integrated technical support provided by TOTE Services, Inc., of Jacksonville, Florida as TSIM contractor. The TSIM contract term expires on March 31, 2018.

(B) The NSS is an active federal facility, and is staffed by MARAD and its TSIM contractor during working hours, approximately from 0700 to 1800 Monday – Friday excluding federal holidays (core hours for deliveries and access control are 0700 – 1500). MARAD and or its TSIM contractor may have personnel onboard at other times including evenings, weekends and holidays. The vessel will be closed when other federal facilities in the Baltimore region close due to inclement weather, or as

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 7 otherwise directed to MARAD by cognizant federal government agencies. MARAD’s TSIM contractor controls site access at the ship’s normal entry point when the ship is open and occupied.

(C) In addition to routine, workday activities, MARAD employs the vessel for tours, training, special events and other purposes throughout the year, some of which include general public access. Such activities may be scheduled at any time, including evenings, weekends and holidays. Access to the vessel will be required at all times. The facility must allow for general public access on those occasions when MARAD promotional programs require such access, and must also provide reasonable accommodations for persons with impaired mobility to reach the ship’s gangway.

(D) The NSS is specially-arranged and equipped to be moored port-side to the pier. MARAD requires the vessel to be moored bow-in towards shore. With respect to propulsion and maneuverability, the vessel is in a dead ship status and will remain at the layberth site in all weather conditions.

(E) The NSS regularly called the Port of Baltimore during its operating period, and has been layberthed in the port since May 8, 2008.

(F) The NSS is licensed and inspected by the U.S. Nuclear Regulatory Commission (NRC). The NRC license includes the entire ship inside its exterior boundary (side to side; bow to stern; top to bottom), but does not extend outside that boundary. The license allows the vessel to be towed, berthed and moored (or drydocked) in any U.S. domestic location having an approved Emergency and Port Operating Plan (EPOP). MARAD maintains a trained and equipped licensee staff to manage the nuclear facility. MARAD is responsible for all nuclear liability associated with this vessel and facility.

(G) The NSS is not certificated by the United States Coast Guard (USCG), but is classed by the American Bureau of Shipping (ABS). ABS surveys the vessel annually for material condition. The vessel is subject to annual diver-based underwater inspection. The USCG has cognizance over the vessel as a marine object within the sector that it occupies, and whenever the vessel is under tow.

(H) The NSS completed its last drydocking and topside repair availability in Norfolk, Virginia in mid- March 2008. The propeller was removed during the 2008 drydocking. The vessel is scheduled to be drydocked again in 2018, subject to the availability of funds.

(I) The NSS is in a near-lightship condition, drawing approximately 15 feet forward and 21 feet aft. All sea chest openings are plated-over with welded blanks. No fuel oils or lubricants are stored in double-bottom tanks, and only residual hydraulic and lubricating oils are found in equipment or operating tanks. Ballast tanks in the forward half of the ship are filled with treated freshwater ballast;

tanks in the after half of the ship are empty. MARAD has no plans to install ballast or other weights that might significantly increase the ship’s deep draft; however, MARAD may install ballast to achieve a reduction in forward trim. Such trim reduction would result in a corresponding increase in the forward draft, and an increase in the mean draft.

(J) The vessel operates exclusively on shore electricity. See C4(B)(1) for shore power requirements.

There is no emergency generator installed. Internal electrical distribution and lighting systems are functional, and provide power to a limited suite of hotel services and auxiliaries (HVAC; sanitary pump; stores davit; three mooring capstans; various winches and hoists; anchor windlass and deck air compressor, etc.).

(K) Electrical service connections are made at the port engineering sideport (C Deck, Frame 148; 32 feet above the baseline, approx. 18 foot draft at present). Two (2) 400 Amp connections are available, with two (2) corresponding penetrations and saddles in the after side port door.

(L) Primary (normal) entry to the vessel is through the port passenger sideport (A Deck, Frame 150; 50 feet above the baseline, approx. 18 foot draft at present). An owner-furnished gangway and stair tower is available for use. The gangway/stairtower combination is approximately fifty (50) feet in

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 8 overall length from the ship side shell connection. The gangway is presently arranged for mounting perpendicular to the side shell.

(M) Secondary entry to the vessel is through the port engineering sideport (C Deck, Frame 148; 32 feet above the baseline, approx. 18 foot draft at present). A twenty (20) foot long owner-furnished gangway with portable end-ramp is available for use. The gangway is presently arranged for mounting perpendicular to the side shell and lands on the apron. This gangway is normally stowed on the pier, and rigged and connected only when required. When it is rigged, it must be removed at the end of each day. In addition to secondary entry/egress, this gangway provides primary access to the vessel by persons with impaired mobility when such access is required. As such, the gangway must be accessible from the apron without the use of steps.

(N) The vessel’s accommodation ladder is fitted on the Main (A) Deck at about Frame 95 (Cargo Hold 4). This ladder is semi-permanently landed onto a platform mounted to the ship’s hull. The landing platform is fitted with a twelve (12) foot brow to connect to the pier. The brow is normally stowed, and only landed to the pier when required. This arrangement is primarily intended for emergency egress. An expanded metal cage with locked door is fitted to the vessel at this location.

(O) The vessel is equipped with two independent alarm systems providing intrusion, fire and flooding detection with remote call-center monitoring (Tyco & BFPE International).

(P) The shipboard fire-fighting system is inoperable. Portable fire extinguishers are maintained and certified as required in all interior fire stations throughout the vessel. An owner furnished skid mounted emergency fire pump, electrically operated, complete with all necessary cables & piping is available for hook up to a 100 Amp breaker pier–side. This pump draws suction from the harbor and discharges to a Y Gate hose connection on the Promenade Deck at about Frame 115.

(Q) The ship has limited powered mooring equipment available for mooring line maintenance. An existing suite of mooring lines is available for immediate use, but not all lines have certificates available, and no line is less than three years old in service. Any additional mooring lines or wires that may be required for initial heavy weather berthing (meaning necessary to obtain a USCG-approved heavy weather mooring plan) shall be provided by the Contractor. The vessel is fitted with in-stream plate anchoring fittings forward, amidships and aft on both the Port and Starboard sides;

these fittings may be used as attachment points for heavy weather mooring lines. Any tackle required to make use of the plate anchor fittings shall be provided by the Contractor.

(R) Principal Particulars of the Vessel

Length Overall: 595’-06”

Length betw Perpendiculars: 545’-00”

Beam: 78’-00”

Depth to Main Deck at Side: 50’-00”

Depth to Promenade Deck at Side: 58’-09”

Draft - Current Condition: 15’-00” FWD; 21’-00” AFT

Draft – Full Load (Mean): 29’-07”

Mast Height abv Baseline (Max at Foremast): 123’

Estimated Air Draft (Max at Foremast): 104’

Approx. Parallel Mid-body: From 203’ to 344’ FWD of Stern

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 9

(S) Historic Average Utilities Consumption

C4 BERTH TECHNICAL REQUIREMENTS AND OTHER CONTRACTOR’S OBLIGATIONS

The layberth Contractor shall bear all costs associated with obtaining and maintaining an acceptable safe layberth except as specifically identified. The facility, including but not limited to the layberth and associated structures, shall be well preserved and maintained at all times to ensure the proper level of safety and security for the vessel and the facility, the safe movement of the vessel and vehicular traffic within the facility, and the cleanliness of the layberth (e.g., free from garbage and debris).

(A) An acceptable safe layberth shall: a) be located within the Port of Baltimore, Maryland (as geographically defined by the State of Maryland, Maryland Port Administration); b) have improved and maintained access to major roads; and c) meet the following minimum criteria and technical features:

1) Construction and Arrangement Details

i) The dock shall meet the following minimum criteria:

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

(b) The dock shall be of sufficient strength and dimensions to facilitate the movements of the largest local fire fighting vehicle to and from the locations identified for the vessel. The width of the dock apron should be able to safely accommodate the two-way passing of fire fighting vehicles; if it is not, suitable arrangements must be

Estimated Sail Area at Current Drafts: 26,600 SQ FT

Displacement Lightship: 12,000 L/T

Displacement Full Load: 22,000 L/T

Electricity

Amperage – Max Required: 800 AMPS (2 x 400)

Amperage – Summer Daily Average 260 AMPS

Amperage – Winter Daily Average 360 AMPS

Estimated Average Daily Usage: 2,250 KWH

Estimated Maximum Daily Usage 4,500 KWH

Fresh Water 15,000 gallons / year average

Sanitary 10,000 gallons / year average

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 10 available to allow the interchange of firefighting equipment on the apron across the length of the vessel.

(c) All mooring fittings shall be accessible by foot traffic, (e.g., line handlers).

Alternative mooring arrangements requiring boat access will be acceptable only if the contractor has boats and safety equipment readily available for line handlers on a 24/7/365 basis.

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

(i) A point-load characterized by a small tire warehouse forklift with 4,000-lb load.

(e) The dock shall be able to accommodate a delivery truck with the following specifications: 80,000lbs, 80ft long, 13’6” height, 265” wheelbase. The pier must offer arrangements to allow the truck to safely make deliveries to the ship’s stores landing area or primary access point.

ii) The dock shall present no obstruction, protrusion or obstacle that may prove hazardous to the ship, vehicles, and/or personnel.

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

iv) The Contractor shall be responsible for, and bear all expenses associated with ensuring that there are properly paved and maintained access roads, (including bridges and tunnels if applicable) within the layberth facility. At all times during the term of this contract, access roads (including bridges and tunnels) shall not present obstructions or restrict the safe access to the dock by personnel and vehicular traffic including all local firefighting vehicles.

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

v) Provide a paved, fenced and well-maintained parking area no farther than 500 feet from the vessel entrance for the use of daily staff. There shall be at least 20 spaces for automobiles and/or small trucks. Parking spaces shall be clearly marked. The parking spaces shall not infringe on the access requirements defined in Section C4A.1)i) Additional onsite or satellite parking may be required for events described in C4(D). The contractor shall identify suitable additional parking areas with spaces for 50+ cars

vi) Provide suitable landing areas and equipment to enable vessel access at the three entry and egress points described in C3. The primary entry arrangements must be maintained at all times, and may not be removed by the Contractor without prior written consent by

MARAD.

(a) The Contractor may employ the owner-furnished equipment (primary [normal] gangway and stair tower; secondary gangway; and emergency egress brow) also described in C3. If the owner-furnished equipment is not suitable for the Contractor’s facility, the equipment may either be modified at the Contractor’s

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 11 expense (see C5(B)3), or the contractor shall provide suitable replacement equipment at its expense. Replacement equipment must be at least equal to the existing.

Modifications to the existing equipment or details of replacement equipment are subject to technical review and acceptance by MARAD before performing work.

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

viii) The proposed berthing facility shall be of sound structural design, construction and condition to support a heavy weather mooring plan in accordance with "MOORING SERVICE TYPE III" standards as identified in MIL-HDBK-1026/4.The layberth shall have a sufficient number of properly positioned and fastened mooring line fittings (bollards, bitts, cleats, etc.) to meet Mooring Service Type III requirements for the vessel and wind speeds by port. This requirement is modified by any other local requirements mandated by the 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.

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

2) Waterside Requirements (Water Depth, Access and Navigation, Fendering)

i) The water depth, based on the National Oceanic and Atmospheric Administration (NOAA) chart datum for soundings, shall be at least 3 feet greater than the estimated deep draft of the vessel (See Section C3(R) for ship dimensions). This depth shall be maintained for the length and breadth of the proposed layberth, including the area needed to pull the vessel away from the layberth with tugs, plus the access route from the layberth to the navigational channel. The water depth at the berth shall be validated by recent soundings based on the NOAA chart datum for soundings. If the proposed berth is occupied, it is the Contractor’s responsibility to obtain adequate soundings in way of the occupying vessel(s). Follow-on annual soundings will not be required if historical siltration rates indicate the offered berth will not require dredging over the term of the contract to maintain the required water depth.

ii) The waterside of the layberth (e.g., slip) shall be of sufficient width to facilitate safe docking and undocking without interference to other shipping and shall be adequate to permit safe working room for tugboats, barges, lighters, and floating cranes. As a minimum, 75 feet extending outward from the vessel 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 C4A.1)for the maneuvering of the ship away from the layberth. 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.

iii) Within 15 days after Contract Award, the Contractor shall coordinate with local Pilots and Docking Masters to determine the local minimum requirements for docking and undocking. If the Local Pilots or Docking Masters determine that the requirements stated in C4A.2)ii) are inadequate for normal ship movements, then the Contractor shall comply

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 12 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.

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

v) 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 performance requirements of this contract, and must be approved in advance by MARAD. Should the Contactor 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.

vi) The Contractor shall continually provide all resilient fenders of adequate construction, size, and number to safely resist the maximum anticipated loads based on the heavy weather mooring calculations from the approved heavy weather mooring plan specified in C4A.3)

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

(b) The maximum horizontal distance between any two fendering points shall not be more than 100 feet. The maximum allowable pressure is 25 pounds per square inch (psi) against any portion of the vessel hull by fenders or other structures. Ship's hull curvature/flare shall be analyzed carefully to determine proper fendering locations.

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

3) Heavy Weather Mooring Requirements

i) The vessel is intended to stay at the layberth facility at all times, including during USCG-declared heavy weather events. The Contractor shall provide an arrangement plan showing the location of the NSS in the proposed berth, and the arrangement of mooring lines to the fittings on the pier and ship, in both normal and heavy weather conditions.

The Contractor is responsible to satisfy all COTP requirements for layberthing of the vessel under the condition that it is incapable of getting underway under its own power.

(a) The NSS has been layberthed in the Port of Baltimore since 2008, with an approved HWMP. The COTP understands that due to the vessel's dead ship navigational status, it cannot be deployed to sail out of the track of any impending heavy weather, and that the vessel is intended to stay at the layberth during heavy weather. This basic understanding does not relieve the contractor from meeting any COTP requirements that may have changed since 2008.

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 13

(b) MARAD has provided a General Arrangement drawing in Section J. Offerors are cautioned that the General Arrangement has not been updated since about 1970, and it may not reflect minor changes to the ship’s mooring points since that time. Furthermore, the electronic version is a scanned image of a blueprint, and may not be to scale.

Offerors are encouraged to visit the ship and survey the mooring points. Other reference drawings have been created since 2008 and may be available in .pdf or AutoCad formats.

Those drawings are not the General Arrangement, and while they may show arrangement features including mooring points, offerors are cautioned not to rely solely on these drawings for the preparation of mooring calculations and plans.

ii) The Contractor shall prepare a Heavy Weather Mooring Plan (HWMP), and submit the plan to the U.S. Coast Guard Captain of the Port (COTP) for approval. A draft HWMP with drawings and calculations shall be submitted to MARAD for review no later than 14 calendar days after Contract award date. The COTP-approved HWMP is required no later than 30-calendar days after the Contract Start Date.

iii) If the contract is awarded during the Atlantic hurricane season (June 1 – November 30), or within thirty (30) days of its start, the Contractor must obtain written approval from the COTP to place the vessel at the berth prior to approval of the HWMP.

iv) The Contractor shall be responsible for any modifications to the facility and the vessel required to satisfy the COTP HWMP approval requirements, throughout the term of the contract. Vessel modifications require the approval and coordination of MARAD before they are undertaken. MARAD will provide the Contractor with all requisite procedures and training necessary to allow work to be performed. Modifications to the vessel, if required, must be carried out to the applicable ABS Rules and survey requirements; the Contractor shall be responsible for obtaining ABS approval of calculations and drawings, and for payment of survey fees. Discretionary upgrades or modifications to the vessel’s mooring arrangements may be made by MARAD during the term of the contract; if this occurs, MARAD will bear responsibility for COTP and other approvals.

v) 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 can be safely moored permanently at the proposed layberth up to the maximum weather and wind conditions specified herein.

vi) The mooring lines and layberth mooring points shall be analyzed in accordance with NAVSEA Design Data Sheet, DDS 582-1, “CALCULATIONS FOR MOORING SYSTEMS”. OPTIMOOR software is an acceptable methodology for performing the analysis. In performing this analysis, the combination of wind direction, wind speed, tides and currents shall be analyzed to determine the worst case scenario for calculations. A minimum factor of safety of 2.5, based on the minimum calculated breaking strength for polyester or polyolefin line is required for all mooring lines subject to tension forces.

Mooring lines shall not exceed ten (10) inch circumference without prior MARAD approval.

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

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 14

viii) The layberth Contractor, in cooperation with MARAD’s TSIM Contractor, shall ensure that the ship is moored in accordance with the heavy weather mooring plan. If the vessel is not moored in accordance with the approved mooring plan, the Contracting Officer and COR shall be notified in writing as soon as this deficiency is discovered.

4) Facility Security and Access

i) MARAD manages personnel access to the vessel, at the vessel. Access control is maintained at the ship’s normal entry point during core working hours (0700-1500). During non-working hours the vessel will be locked and access denied except in case of emergency, or for pre-authorized off-hour events and activities.

ii) The Contractor shall prevent the ability of unauthorized personnel to access the layberth facility. This is accomplished principally through the use and placement of fences and gates.

The Contractor shall have and implement, as required, a facility security plan. Fencing to support the security plan shall be well-maintained. Except as provided in C6(D), MARAD is not responsible for providing facility security personnel.

(a) If the layberth is part of a larger facility, there may 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.

iii) Security fences shall be of adequate height (eight (8) feet nominal) and rimmed with razor or equivalent wire, so constructed to prevent unauthorized access to service connections.

iv) The security fence shall have a gate of sufficient size to allow access of the size vehicles discussed in C4A.1)i). It shall have a lock with a key control system. Access keys are to be provided to MARAD and appropriate TSIM personnel as determined by MARAD.

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

vi) Provide a security surveillance system that records and maintains video of the access gate(s), approach to the dock; the apron and the berth. Surveillance coverage should extend to the waterside of the berth, including the approach channel and if practical, the outboard side of the vessel when it is in the berth.

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

(a) Layberth and ship access shall be available at all times to facilitate training, crew boarding, ship husbanding, repair services and any other such events or uses of the vessel required by MARAD or its contractors

(b) MARAD and its contractors reserve the right to contract 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

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 15 picket lines. The ship’s crew shall be permitted to load ship’s stores and spare parts without the assessment of stevedore’s fees.

5) Administrative and Miscellaneous Requirements

i) The USCG Captain of the Port (Sector Commander, Maryland & National Capital Region) must agree that the proposed use of the facility does not create a navigational hazard, or obstruction of navigational aids due to vessel air draft, nor are there any other waterway conflicts.

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

iii) The Contractor is responsible to maintain facility security and environmental response plans to meet all applicable federal, state and local requirements. Copies of these plans shall be submitted to MARAD for review, coordination and integration into the NSS EPOP where necessary. (note – MARAD does not exercise approval authority for plans subject to the cognizance and approval of other federal, state and local regulatory bodies).

iv) The pier must have landing space for the following owner’s equipment: one (1) twenty-foot (20’) ISO standard shipping container; one cylindrical sanitary holding tank approximately nine (9) feet in diameter and ten (10) feet in height; and one skid-mounted 26’ motor whaleboat which will all be located in the after quarter of the ship’s length adjacent to the stores handling clear area.. A minimum 15’ x 15’ clear area for stores handling is required at the pier edge, centered at ship’s Frame 190.

(a) Artifact displays on pier: MARAD maintains custody of a segment of the ship’s main reduction gear as an artifact and display item near the ship’s primary entrance. This segment is in the rough shape of a quarter-circle; about eight (8) feet in length and height, four (4) feet in width, and weighs 38,000 pounds. The Contractor shall identify any suitable location for this item within the walking path to the ship’s entrance. Similarly, the ship’s lifeboat number 2 is displayed on the pier adjacent to the walking path to the ship’s entrance. This lifeboat is a standard Welin 26’ boat, approximately 9’ width and 4’ depth, mounted to a steel cradle about 18” high.

v) There shall be an availability of first responders to include local fire-fighting, police and emergency resources for combating a vessel fire or other emergency at the layberth. All first responders shall be located within at least a 15-minute transit time of notification to the layberth. See subsection (C) for more information and reporting requirements.

vi) The contractor must provide a secure off-ship location for the storage of a small complement of emergency gear, and additionally have a small nearby office location in case of a shipboard emergency. See subsection (C) for more information and requirements.

vii) Signage. Post-award, appropriate signage advertising the vessel and normal access controls will be posted at the facility entrance, and at such other locations as may reasonably be determined. Signs may be attached to the chain link fence, or to sign posts if available.

MARAD will coordinate signage text and appearance with the Contractor.

United States Department of Transportation/MARAD ‐‐Solicitation#: DTMA91R1600038‐‐Layberthing of N.S. Savannah Page 16

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

f) Shore power outlets, connections and electric company metered service for the vessel (including cables and attachment fittings approved by U.S. Coast Guard or American Bureau of Shipping) rated to meet the 800 Amp, 440 Volt, 3-phase/60hz electrical requirements to supply electric power for services described in C3(C). Electric service shall provide circuit breakers equipped with short circuit and overload protection on all three phases, and when using single conductor cables, they must be of the same length, new and/or in good condition.

i) The vessel is fitted with two (2) 400 amp cable connections. The vessel will initially receive 400 amp service using one cable, but will eventually need the capability of 800 amp service at a later date. The contractor’s shore power outlet must be configured for at least two (2) cable connections of maximum 400 amps each.

g) Telephone lines for the vessel (including cables and attachment fittings) shall be provided.

Telephone cables will be attached to a ship’s telephone block located inside the engineering Sideport. Initial activation and ongoing service charges for up to three (3) lines shall be paid for by the Contractor. Activation of additional lines requested by MARAD will be at their expense.

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

i) Layberth fresh water service with demonstrated pressure maintained at minimum of 40 PSI at the service connection. The vessel does not have a fixed shore water connection; fresh water service to the ship is by portable hose from a pierside connection, arranged and equipped with sufficient length of hose to reach to the number seven (aftermost) cargo hold upper tween deck (inside).

For service connections of greater that one and one half (1-1/2) inch, the contractor shall provide no less than 250 feet of fire hose of the diameter of the service connection, and a reducer fitting from that diameter to 1-1/2 inch.

j) Sanitary services will be required either through: a) sewage pumping, b) on dock Sewage connection or c) use of portable toilet. The ship is fitted with a four-stall toilet facility with internal 250 gallon holding capacity. This trailer is discharged to a holding tank located on the pier, which is then serviced by pumping. MARAD reserves the right to contract for this pumping service independently. The contractor shall provide one (1) portable toilet which shall be located on the pier adjacent to the gangway area. The portable toilet shall be cleaned and serviced at least weekly by the contractor.

k) The Contractor shall arrange for and provide regularly scheduled recycling pick-ups at its facility if not already being provided. The type of Container to be provided is based on availability of service at the contractor's facility. Recycling containers should be picked up and/or emptied on a weekly basis or to the frequency available at the facility. The materials to be recycled are: glass, metal/Aluminum, paper, cardboard, plastics and construction steel (a steel bin need only be provided if it is available in the area where the facility is located).

Support for Emergency and Port Operating Plan Requirements:

l) The following governmental, regulatory and first response information shall be identified by the Contractor to support MARAD’s assessment and development of an Emergency and Port Operating Plan in accordance with MARAD’s NRC license:

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i) Provide reference copies of the facility security and emergency response plans described in C4(A)(5)(c). Post-award revisions to these plans may be required, and will be coordinated with MARAD.

ii) Name the local governmental jurisdiction for the layberth location. Provide primary points of contact for security and environmental response units in that jurisdiction.

iii) Provide the street address, distance (by most-direct route as specified by googlemaps or equal) and average response time to the following:

(a) Responding fire stations (land, marine and EMS)

(b) Responding police stations (land and marine)

(c) Full-service emergency medical care facility

(d) Provide the name and location of available ship-assist tugboat providers.

m) MARAD maintains a self-supporting emergency radiological assistance team in accordance with its license. The team has a small quantity of pre-staged equipment that must be maintained off-ship in the event that access to the ship is impaired or unavailable. The contractor shall provide a secure storage area for this equipment, located no less than 500’ and no more than 2,000’ from the vessel. The equipment is staged in two metal lockers (24” x 24” x 78”) and four large tote boxes (approx. 72 gallon). The Contractor shall provide or make available an off-ship space suitable for use as a temporary emergency response center for a small team of personnel (approx.

5 persons). The space does not need to be dedicated for the purpose at all times; it may be employed for other purposes throughout the contract term. The space should have space for several tables and chairs; internet and telephone connectivity; and a changing area. The space may be used to store the emergency response equipment described in the preceding paragraph, provided that secure storage can be maintained, and that it is located as required.

n) The Contractor shall provide access for MARAD TSIM staff to obtain water, sediment and landside baseline samples for radiological and environmental analysis. A minimum of five water and sediment samples are required from within the slip; additional water and sediment samples will be collected from the opposite side of the pier; downstream of the pier if within your facility;

and at a representative control location (may be offsite). Provide small boat service if determined necessary to collect adequate samples (determination to be made by the MARAD TSIM staff).

Samples are collected semi-annually. An initial sample set will be collected from facilities whose technical package has been ranked “Pass” during the evaluation period, and prior to submittal of cost packages.

Support for Promotional, License, and Training Events, Programs and Activities

o) MARAD makes the vessel available for a number of promotional events and activities throughout the year. These may include request-based meetings and group tours, and certain events open and unrestricted to the general public under controlled conditions. These activities further MARAD’s broad agency missions to promote the maritime industries and merchant marine. They also establish and reinforce a relationship with the effected populace within the emergency planning radius. Finally, they allow MARAD to meet national objectives regarding the use and interpretation of federally-owned historic properties.

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p) License events are structured activities designed to involve members of the public in matters related to MARAD’s NRC license. Public interaction is a fundamental basis of any NRC license, and may not be constrained by the licensee. Since 2003, MARAD chose and established a program of public interaction that uses the vessel itself as the host site for such activities.

q) Public access to the vessel must be accommodated in order to carry out the objectives described in paragraphs (1) and (2) above. The contractor must, therefore, affirm the right of general public access to the facility, under controlled conditions. Considering that many marine terminals and industrial facilities are not normally configured for general public access, especially if located within a MTSA-regulated boundary, MARAD will consider reasonable accommodations proposed by the contractor to carry out and allow public access.