A02.12 PWS AIS toxicspeciateinventories dated 2023.08.18.docx

Performance Work Statement (PWS) for Professional Services to Incorporate AIS Vessel Tracking Information and Compilation of Toxic Organic & Metallic Speciate Inventories for Deep-Draft Emissions Modelling - 2023

Introduction

The Institute for Water Resources of the U.S. Army Corps of Engineers (USACE-IWR) is involved in a array of initiatives to support assessment of environmental impacts from its activities and impacts associated with the water resources projects that it constructs and maintains across various business lines including flood risk management, hydropower, waterborne navigation of the nation’s inland and coastal waterway systems.

Specific to the area of waterborne navigation for coastal deep-draft harbors, interest has grown considerably in the last few years concerning the impacts to air quality for communities surrounding ports and harbors with particular emphasis of the emissions released by transport activities shoreside and waterborne transport. In regard to waterborne transport interest has become notably focused on ocean-going cargo and passenger vessels primarily due to the bunker fuels they traditional employ for power generation to support propulsion and onboard electrical powering. This has become such a concern that the International Maritime Organization (IMO) has become the primary coordinating entity worldwide for initiatives to reduce harmful emissions and improve air quality.

Among the issues for improving air quality is the measurement or estimation and ongoing monitoring of emissions. In context of USACE projects, one of the determinations that many public and private-sector entities have become increasingly interested in is what are the impacts to air quality before and after the agency constructs its projects including how are they used and operated or maintained over time. Concerning deep-draft harbors this may include questions such as whether vessel fleet service regime will change with deeper, wider or more extensive channel systems designed to allow service by relatively larger vessels with greater capacity or ideally more efficient use of vessels already serving a given harbor or port. Expected efficiencies or benefits typically attributable to such projects typically include more efficient channel transit, maneuvering, and dockside accommodation for loading and cargo handling.

Accurate estimates of air emissions commercial marine vessels (CMVs) are needed to support assessment of environmental priorities and monitor progress toward national and international emission reduction goals with port community development. CMVs represent a significant portion of mobile source emissions for greenhouse gases, criteria pollutants and toxics compounds, negatively impacting communities adjacent to ports and navigable waterways.

Most current emissions models for CMVs estimate emissions based on generalized assumptions and highly aggregated parameters for vessel geometry, powering configuration, and operating practices. In order to improve the current state-of-art modeling techniques, the Institute for Water Resources (IWR) has developed the Vessel Emissions Model (VEM) based on representative hull geometries and curvature appropriate for representative vessel types, typical vessel size or displacement, and rated operating speeds. The inclusion of hull geometry alone represents a significant improvement over other models as it provides necessary data for a more precise calculation of hydraulic resistance from the immersed draught and displacement of the moving vessel. The IWR model was developed as an integral application to National Navigation Operation & Maintenance Performance Evaluation & Assessment System (NNOMPEAS).

Concurrent with the development of VEM, there has been significant advancements in vessel physical tracking of movement and positioning. For example, the Automatic Identification System (AIS) compiles transponder signals that are broadcast at intervals ranging from several seconds to minutes (depending on speed and heading) providing vessel speed and direction for individual vessels. These signals are received at local VHS towers or orbiting satellites and returned to terrestrial receivers. Having details about a vessel’s location and speed is critical to assess the amount of pollutant emitted for a designated location. Because the signal also includes vessel identification codes, it is possible to link individual vessels to their attributes as documented in vessel registers and Classification Societies such as Lloyds and ABS. These attributes include details about the year of construction, country the vessel was registered, vessel physical parameters (length and breadth, dead weight tonnage, gross tonnage, power rating of propulsion and auxiliary engines, and engine details such as cylinder diameter, and stroke length). By applying AIS data and individual vessel attributes to VEM’s underlying hull library it is possible to develop emission estimates that are significantly more accurate than other current approaches or existing models. AIS systems are continually expanding the extent and detail of geographic coverage and continues to improve on capabilities to track more vessels and better assess the variability of vessel movements.

Scope of Work

The next phase for improvement in capabilities of the VEM model is to move forward with the integration of AIS data and information. Doing so will support improved determination as to operational mode at any given time of vessel activity or movement and allow more discrimination application of the model’s capabilities for assessment of emissions according to parameters such as speed, maneuvering, and dockside activities over time and the timing of vessel operations. This of particular value for the varying modes of vessel operation in and around the geographical areas of port and their communities. Additional robustness to model application could be achieved by adding currently available Hazardous Air Pollutant (HAP) profiles to the existing model’s emissions output or estimations to quantify releases of dangerous or harmful organic gaseous and metallic compounds. Respective pollutant data can then be displayed employing geographic information system (GIS) tools to identify pollution concentrations and hotspots as well as determination of vessel types and sizes that are significant contributors to local air quality concerns, including address of environmental justice (EJ) for impacted communities and ports. Among the tangible deliverables needed to support accomplishment of GIS-enhanced emissions modeling efforts, the following listing or outline is offered:

1.) Compilation of GIS data provided in a format suitable or appropriate for efficient intake by the VEM model.

2.) Compilation of vessel attribute data that aligns with the AIS data versus VEM reference hulls.

3.) Quality-checked and verification criteria for pollutant emissions output from the VEM model.

4.) Improved speciation profiling for marine diesel engines based on distillate versus non-distillate fuels and alternative measures for emissions reduction or control combined with more discriminating assessment of mode of vessel operation.

5.) Enhancement of VEM model out with application of speciation profiles to VEM algorithms 6.) GIS mapping and visualization of pollutant concentrations and hotspots in perspective to adjacent communities for environmental justice.

7.) Documentation of technical\analytical process and summarization of results.

Given the preceding, the performance work statement herein involves the initiative and supporting activities to integrate GIS-based information employing vessel AIS (automatic identification system) movement information. To develop the basis for these efforts it has been determined that a limited test application will first be developed based on a limited number of ports located along the South Atlantic coastline of the United States. This listing of ports shall include the following port locations:

1.) Florida

a. Jacksonville

b. Port Everglades

c. Port Canaveral

d. Miami 2.) Georgia

a. Savannah 3.) South Carolina

a. Charleston 4.) North Carolina

a. Wilmington

For each of these ports the contractor will compile or assemble GIS spatial data (AIS-based) for vessel movements as can be obtained for the most recently available complete calendar year with tracking:

1.) Time duration extending for transit from a prior domestic port or entry into the designated environmental control zone (ECA) for the United States from a destination outside designated waters through until the time the vessel enters a given port or harbor and dock(s).

2.) Time duration while in port or dockside (to includes maneuvers or repositioning).

3.) Time duration post-dockside to undertake exit transit to proceed to and reach the next domestic coastal port or leave the ECA of the United States for a destination outside of designated waters.

The volume of data for such tracking will be significant. The determination of data reduction versus retention will be the determination of the contractor with objectives to retain quantity and context of AIS to assess mode and characteristics of vessel activity for acceptably accurate application of the VEM modeling relationships. Particular to the limited application, data retention should also emphasize vessel types for which the VEM is currently considered applicable, notably commercial marine vessels to include commercial cargo carriers, commercial passenger vessels, and commercial project or offshore support hulls. The contractor will retain all messages of the AIS signal for vessel movements relevant to vessel identification and evaluation of vessel operations for emissions estimation. Respective to modes of operation relative to AIS information, representatives of the contractor and IWR will confer to jointly decide on criteria and the interpretation of movement data to develop a framework for determination of mode(s) of operation(s) for vessels for application of appropriate relationships for energy consumption and associated emissions. It is anticipated that IWR will provide a basic framework of channel system geometries based on geospatial data employed for or underlying the most recently available NOAA navigation charts combined with latitude and longitude locations of docks and berthing areas and locations of significant general navigation features (GNFs) such as turning basins or anchorages.

After AIS data has been assembled for all relevant vessel movements, the contractor will apply an interpretive viewer for visualization of movements and emissions relationships. In this area a variety of efforts have been undertaken for illustration of vessel movements including efforts by the U.S. Environmental Protection Agency employing more aggregated or general emissions modeling techniques. In the interests of minimizing time and costs to the Government it is requested that such prior efforts, techniques, and experience (where applicable) be applied to the greatest extent possible for the facet(s) of the work described herein pertain to AIS processing and visualization for vessel movement tracking and evaluation.

The final product of precedingly described efforts will be to produce a file which for each vessel movement contains all of the attributes in structure or form to take advantage of capabilities for application of the VEM model while also allowing efficient intake, processing and output tabulation of model numerical algorithms and results.

Database Product Content & Structure

In summary description, the intake file for each port or harbor should generally contain (but may not necessarily be limited to) respective to each vessel movement and movement segment or sub-movement the following (with a vessel movement generally define as an overall inbound or outbound transit to a port with a portion thereof such a as transit on a segment offshore or within a channel segment or cut generally considered a movement segment or sub-movement):

1.) Identity of vessel (Name and IMO or MMSI number) 2.) Vessel type 3.) Vessel Size (to include relevant physical dimensions or parameters associated with measurement of hydraulic resistance, and DWT or GRT capacity) 4.) Propulsive power rating and basis (to include number of cylinders, displacement, and bore and stroke) 5.) Auxiliary power rating and basis 6.) Year of Construction 7.) Vessel Registry 8.) Transit Draft (as it is available from AIS though this may ultimately be applied from NNOMPEAS) 9.) Time for mode of operation(s)

a. In transit (at sea and within harbor)

b. Dockside (loading\unloading\hotelling)

c. Maneuvering or repositioning For each of the modes of operation, location(s) (latitude and longitude coordinates) and extent thereof in addition to time of start and stop, duration of time and any factors for motion such as speed or rate turn in maneuvering areas, File structure for assembled data should comprise a basic flat format in translatable comma delimited form or in Oracle delineated database format.

Compilation of Toxic\Hazardous Data (optional tasking; optional at discretion of the Government)

In addition to the above, the contractor (as an optional task) will be required to research speciate data and information for organic toxic and metallic compounds potentially present in distillate and non-distillate fuels and provide relationships for associated initial engine intake versus emissions when combusted in motorship diesel engines characteristic of the critical ranges of engine size and powering for the world’s ocean-going fleet of commercial cargo and passenger vessels. Associated data and information in turn will be coordinated and provided by the contractor to the designated (by IWR) naval architect and marine engineering consultant for integration into the VEM model.

Travel & Reimbursable Expenses

Travel - It is requested that the contractor formulate and include for proposal any estimates for travel resources (time and costs) as deemed prudent or necessary to acceptably and competently execute requirements, specifications, and needs for competent fulfillment of the PWS as set forth herein. Where necessary and valid, the contractor will be granted allowances for reimbursement for reasonable expenses to support travel to conduct in-person or on-site technical meetings with representatives of IWR. Travel reimbursement will be generally limited to or in accordance with allowances for the current Federal Joint Travel Regulation (JTR) and guidelines of the Office of Personnel Management (OPM) for travel expenses addressing transportation and per diem. Exception may be permissible where marginal or increased costs can be determined to be fair and reasonable given circumstance (i.e., such as ineligibility of contractor staff for Federal lodging rates, seasonal or other market issues impacting lodging rates or airfares, etc.). Under circumstances where travel cannot be conducted within standard or typical Federal travel allowances the contractor will be responsible for conducting travel where needed with efforts to limit costs to what is considered fair and reasonable and not excessive given circumstance in an effort to minimize costs to the Government. Should the contractor determine there will exist valid need for marginal reimbursable expenses such as the acquisition of data or information in the absence of provision of such data by the Government, the contractor will formulate a fair and reasonable estimate of time and costs as a separable reimbursable element for inclusion in the overall proposal.

Initial Meeting(s) - An initial meeting is to be held via teleconference with the contractor within twenty-one (21) calendar days or less of contract award and prior to or by 25 October 2023. The purpose of this meeting will be for the Government technical representative to confirm directives for work efforts (i.e., such as the resolution of requirements, technical needs and intended analytical application of subject products and deliverables). Within forty-five (45) calendar days a second meeting or teleconference will be held to determine or further affirm agreement on the specifications for work efforts with secondary opportunity to address any additional post-award inquiries or resolve any significant issues and concerns the contractor may have before proceeding further with associated technical work.

Summary of Deliverables & Schedules

1.) Task 1 -- Initial Compilation of the AIS database(s) for all of the respective ports for the south Atlantic coast denoted in the scoping section to include the structure and data fields listed in section for database product and structure. Time allowance(s); no more than 240 calendar days from the date of contract assignment or the notice to proceed (NTP)

2.) Task 2 -- Application\adaptation of an AIS interpretative data viewer to vessel movement data as compiled for Task 1. Time Allowance(s); no more than 290 days from the date of contract assignment or the notice to proceed (NTP)

3.) Task 3 -- (Optional at discretion of the Government) Compilation of Toxic\Hazardous Data as described in the scoping section of the PWS herein (Optional; allowances if option exercised). Time allowance(s); no more than 120 days from the date of exercise of option with all associated efforts and work completed within 340 calendar days or less form the date of overall contract award or notice to proceed (NTP).

4.) Estimate(s) for any reimbursable Travel & Materials. Time allowances either not applicable or to be determined (TBD).

Completion and Closeout of Contract Obligations -- In addition to interim status review and technical review as required over the course of requirements and frequency of status review, the Government shall have an additional period of up to fifteen (15) calendar days to undertake a comprehensive final technical review of all products, The contractor shall then have up to a final period of time not to exceed fifteen (15) calendar days within accommodation of a total time period not to exceed three-hundred sixty (360) calendar days or less from the initial notice to proceed (NTP) which also includes all allowances for forwarding of materials and supporting documentation that is property of the Government subject to requirements of the PWS as set forth. All materials, including draft and interim products in addition to final documents, numerical models and computerized applications developed as a requirement, affiliated or supporting process or consequence of the technical work and specifications set forth under the PWS herein are upon contract award property of the Government (with assignment of ownership and custodianship to the Institute for Water Resources of the U.S. Army Corps of Engineers (USACE)).

Contract Specifications for Compliance with Operational Security (OPSEC) Requirements

The work associated with the performance work statement (PWS) as set forth for this contract will be unclassified but the contractor will be required to handle and work with information considered sensitive and proprietary to interests in the private sector who provide data to either the contractor or the Government and the U.S. Army Corps of Engineers (USACE) that is protected under limitations of disclosure subject to Section IV of the Freedom of Information Act (FOIA). Accordingly, within seventeen (17) calendar days of contract award, the contractor’s official representative for this contract and any of its employees who will have access or handle data identified by either the contractor or USACE as sensitive or proprietary will be required to sign agreements for non-disclosure and non-alternative use that will limit the access and use of subject data only to activities and requirements essential to execution of the work and technical requirements as set forth by the (PWS) herein.

AT Level I Training (AT/OPSEC Review Clause 1; ENG Form 6055 Jun 2015): Specific to contractor employees with an area of performance within an Army-controlled installation, facility or area, all contractor employees, to include associated subcontractor employees (or any other employee affiliated with working requirements of this contract), requiring access to Army installations, facilities, controlled access areas, or who require network access, shall complete AT Level I awareness training within thirty (30) calendar days after contract award or start date or effective date of incorporation of this requirement into the contract, whichever is applicable. Upon request, the contractor shall submit certificates of completion for each affected employee as described to the COR or to the contracting officer (if a COR is not assigned), within (5) calendar days after completion of training by all employees (whether directly employed, employed via sub-contractual services or otherwise appropriately or functionally affiliated). AT Level I awareness training is available at the following website:

http://jko.jten.mil/courses/atl1/launch.html; or it can be provided by the RA ATO in presentation form which will be documented via memorandum.

Access and General Protection/Security Policy and Procedures.(AT/OPSEC Review Clause 2; ENG Form 6055 Jun 2015): Specific to contractor employees with an area of performance within an Army controlled installation, facility or area, all contractor employees , to include associated subcontractor employees (or any other employee affiliated with working requirements of this contract), requiring access to Army installations or facilities shall comply with applicable installation, facility and area commander installation/facility access and local security policies and procedures (provided by government representative). The contractor shall also provide all information required for background checks to meet installation/facility access requirements to be accomplished by installation Provost Marshal Office, Director of Emergency Services or Security Office. Contractor workforce must comply with all personal identity verification requirements (FAR clause 52.204-9, Personal Identity Verification of Contractor Personnel) as directed by DOD, HQDA and/or local policy. In addition to the changes otherwise authorized by the changes clause of this contract, should the Force Protection Condition (FPCON) at any installation or facility change, the Government may require changes in contractor security matters or processes.

Specific to contractors who do not require issuance of Common Access Card (CAC) Identification, but require access to a DoD (Department of Defense) facility or installation (AT/OPSEC Review Clause 2c; ENG Form 6055 Jun 2015): Contractor and all associated sub-contractors and otherwise affiliated employees assigned work or taskings in association with requirements for the performance work statement (PWS) herein shall comply with adjudication standards and procedures using the National Crime Information Center Interstate Identification Index (NCIC-III) and Terrorist Screening Database (TSDB) (Army Directive 2014-05 / AR 190-13), applicable installation, facility and area commander installation/facility access and local security policies and procedures (provided by Government representative, as NCIC and TSDB are available), or, at OCONUS locations, in accordance with status of forces agreements and other theater regulations.

General: Wherever computerized systems or applications are developed in support of or as a specified requirement of the PWS as set forth herein, the contractor will comply (to the extent applicable) with DoDI 8500.01 (2014) section 3.c.2, DoDI 8510.01 (2016) section 3.d, and USACE ER 25-1-112 (2014) section 7.1.3; all information systems (IS) and platform information technology (PIT) systems developed and/or supported under this contract shall comply with all DoD, DISA, Army, and USACE cybersecurity and architectural requirements. This includes IS/PIT compliance with DISA Security Technical Implementation Guides (STIG) and being categorized IAW CNSSI 1253 using security controls developed IAW, the risk management framework (NIST SP 800-53). STIG compliance includes but is not limited to most current version of the DISA published Application Security and Development STIG and the internet access point (IAP) demilitarized zone (DMZ) STIG.

End requirements for compliance with AT?OPSEC

End of Performance Work Statement (PWS).