B08.03 Questions and Answers for W912HQ24R0006 - AIS Vessel Tracking dated 2023.02.02.docx

Answers to Questions on W912HQ24R0006 “Professional Services to Incorporate AIS Vessel Tracking Information and Compilation of Toxic Organic & Metallic Speciate Inventories for Deep-Draft Emissions Modelling”

1. B01.01 Combined Synopsis Solicitation – AIS Toxic Speciate Compilation: Can the Government please confirm that the stated NAICS code includes a typo and that the correct NAICS is 541715?

Answer: The NAICS for this procurement is 541715. There was a typo in the original Combined Synopsis Solicitation. A revised document will be posted concurrently with the answers.

2. B01.01 Combined Synopsis Solicitation – AIS Toxic Speciate Compilation: Can the Government please confirm that offerors who do not have a “base contract” can develop our own project-specific labor categories?

Answer: This was an artifact in the There was a typo in the original Combined Synopsis Solicitation. A revised document will be posted concurrently with the answers. The language was revised to state that appropriate labor categories for this requirement should be used. i.e., project specific.

3. PWS Page 6: Will the contractor necessarily have access to a government info system triggering the requirement to registered in the Army Training Certification Tracking System (ATCTS) at commencement of services, and must successfully complete the DOD Information Assurance Awareness prior to access to the information systems. If so, how often are these training sessions held, what is the time requirement (e.g., 2 hours, 8 hours), and are they held virtually?

Answer: In the circumstance of this contract, it is currently envisioned that the contractor will not have direct access to, or need, use of a Government owned and controlled information or data system other than possibly accessing systems and websites for data and information that are already publicly available or “outward facing” from the firewalls and security screening protocols of the Government and USACE. Under these circumstances Information Assurance orientation\training should not be required. For information purposes of the contractor, should the contractor choose or elect to take the training it is available virtually, and generally individually self-directed online with flexibility for scheduling, requires the passage of a content review test, and takes typically up to three hours or often (significantly) less depending on familiarity with the material.

The Government may provide information and data as needed from a Government system but in a form or level of aggregation sufficient to avoid concerns for sensitivity and confidentiality of data and information. However, because the scope of work outlined by the performance work statement is considered a developmental effort it may be deemed during the course of work to be advantageous to provide more detailed data and information to the contractor. At this level of disclosure to the contractor, the data may be considered controlled but unclassified information (CUI) or data. Should at any time it is determined during the course of work under the contract that some level or amount of data and information needs to be provided to the contractor at a level where concern for confidentiality or sensitivity is deemed to exist or considered CUI by the Government, acknowledgement and compliance with applicable written agreements will be required The contractor (to include all or any individual employees that would handle or become sufficiently knowledgeable of subject information and data) will be required to sign written agreements for non-disclosure (NDA) and non-alternative use (NAU) with the former often a common contract requirement and largely self-explanatory and the latter precluding the use of subject data and information (whether as directly provided or in any discernably derivative form) for any other purpose than for the specific work efforts and products associated with the subject contract assignment. Enforcement of such agreements, should it be required, will be pursued to the fullest extent of applicable laws in the interests of protections for data integrity and confidentiality where it applies. Should additional discussion be required concerning NADs\NAUs it is advised that the contractor can request a teleconference for further discussion or clarification.

4. PWS Page 5: “…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” We assume that the date will be determined upon award; please clarify.

Answer: This is correct. The date will be determined upon award. Please disregard the specified date in the PWS.

5. PWS Page 8: Are the requirements of DoDI 8500.01 (2014) section 3.c.2, Cybersecurity, DoDI 8510.01 (2016) section 3.d, Risk Management Framework for DoD Systems, and/or USACE ER 25-1-112 (2014) section 7.1.3, Security Reference Model (SRM), applicable to the contractor awarded this project?

Answer: See response to question 3, preceding concerning protection(s) for data. The requirements mentioned specific to question 5 (cybersecurity and risk management framework) largely pertain to use and access of Government systems where such access may or could be granted to the contractor but direct access to Government systems is currently not anticipated for this contract. However, per the content of response to question 3 concerning protections of sensitive or confidential data or CUI as may be provided to the contractor, the contractor should be aware that such agreements will inherently require that the contractor undertake and document reasonable protections for cybersecurity and control of integrity for its systems and onboarded content which handle data and information provided by the Government under this contract to include protections from corruption and breach of integrity via any electronic exchange(s) between applicable electronic systems of the Government and the contractor.

6. PWS Page 3: Only criteria pollutants are noted (in addition to the optional toxic/hazardous data task); can the Government clarify that GHGs are not included in this project?

Answer: In terms of the optional work for what are described as toxics or toxic emissions for the subject scoping of work, greenhouse gases (GHGs) are not included. This is because an emissions model which addresses greenhouse gas emissions and emissions of what may also be primarily or largely classed as irritants, particulates or health-impacting substances (depending on level of exposure, etc.) already exists and described work efforts for the subject performance work statement constitutes a supplemental effort to add capabilities for the estimation of what are considered directly more toxic substances that (may) be contained in emissions of combusted vessel fuels or bunkerage.

7. PWS Page 6: Task 2 references an AIS interpretative data viewer, can you provide any information about the data viewer you currently use?

Answer: As somewhat described by the response to question 3, preceding, efforts for the subject scope of work (SOW) are largely considered developmental. Presently we do not employ an AIS data viewer for related work. The purpose of the SOW in large part is for the development and demonstrated functionality of a viewer and underlying data handling system using to the greatest extent possible open-source code or, in the interests of cost and time efficiency, code and applications or the like thereof already developed for and available from other Federal Agencies. Once developed, the viewer and integral or underlying data handling system, with its (unique) array or specifications for data and information intake or inputs relative to purposes of the VEM will become the property of the Institute for Water Resources of the U.S. Army Corps of Engineers (USACE-IWR).

8. PWS Page 3: Can the VEM input data and processing steps maintain geographic coordinate information throughout to the model output?

Answer: Presently, the VEM model as developed to-date does not itself support tracking precise geographic positioning of vessel movements. It is the purpose of the work effort for the subject scoping of work to not only develop a functional viewer but sufficiently develop the code for tracking vessel movements near shore (within coastal waters or the ECA) and particularly within channel systems for coastal deep-draft ports and harbors along with associated data and information handling. The GIS based or informed handling of data will concern operating parameters such as speed, immersed draft, destination, and purpose or mode of operation (whether transiting a channel or dockside discharging cargo, etc.) with corresponding mapping of physical geographic placement or location according to longitude and latitude, and time. This mapping is to be done through or across relevant intervals of time sufficient to reasonably or acceptably estimate or verify variability of propulsive powering, mode of operation and associated energy consumption in addition to information such as for definitive vessel identification. Additional information or relevant specifications will include port(s) or facilities visited and dates for movement(s). This data and information as available will be provided by the Government\USACE-IWR to the contractor for comparative matching with AIS data (with potential for NDAs and NAUs being required per response outlined for Question 3, preceding, depending on whether for example if aggregated groups of vessel movements versus individual vessel movement observations are evaluated). The contractor will then be required to align or combine data provided by USACE-IWR with AIS movement date generally available from various Government sponsored sources (such as the U.S. Coast-Guard, etc.) to be identified or selected as best-for-purpose by the contractor in consultation with the technical representative for USACE-IWR.

9. PWS Page 4: Can the Government please provide clarification for movements and sub movements as mentioned under Database Product Content and Structure: “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”.

Answer: For intent of analytical application, a transit or transit movement is generally as described, notably the generally complete or overall waterborne transit from a prior origin or port of call (as an example) to the port and within-port destination of concern (inbound or harbor ingress) or the generally complete or overall transit movement required for departure (egress) from a coastal port and the respective within-port location or destination of concern to the next port and related within-port locale of concern. The two transits or movements together (ingress then subsequent egress for a given typical coastal port or destination) are typically thought of as a vessel call. The focus for the developmental effort presently is from the boundary of, or anywhere within, the U.S. ECA to a given port and within-port locale. The balance of open water or transoceanic or international water transit (to the extent applicable) can be estimated by distance information determined by USACE-IWR data and basic assumptions concerning open water transit speed or more ideally limited\spot AIS data available via satellite databases for open-water transit outside the boundaries of the ECA.

In a general context a movement may constitute anytime a vessel is moved from one local to another with the context of a sub-movement emphasizing a relatively small or limited movement such as within-harbor movements (such as moving from a berthing area to an adjacent turning or maneuvering basin). Any portion of a complete transit as described may also generally be considered a movement with combined movements, sub-movements or segment movements comprising the whole (transit) such as when examining the channel transit time in individual cuts (or even parts of an extended cut or general navigation feature [GNF]) of a channel or channel system. The definition of a segment movement in particular is typically primarily linked to the geometry of channel systems where polygon boundaries define various GNFs (transit cuts, turning or maneuvering basins, flares and wideners, anchorages, etc.).

Additionally, a movement (or more correctly perhaps a sub-movement) could be the offshore run between the harbor entrance and boundary of the ECA offshore (or any designated part thereof of interest). Measurements of vessel movement(s) alternative to the context of a movement, sub-movement, or segment, may alternatively be defined commensurate with elapsed time or a defined event interval (depending on evaluation of movement data on either an elapsed time interval typically measured in seconds or minutes versus event-based data for movements that may be linked or benchmarked to time but are defined by locations and occurrence of vessel operations as they may be defined (events such as turning, crossing the threshold for protected depths of the entrance channel, reaching the ocean contour, etc.). This distinction for sub-movements or segments is made because the resolution of evaluation of general navigation features (GNFs; turning basins, flares and wideners, particular channel cuts, etc.) will generally be at this level and are often of importance for separable or incremental economic and engineering evaluations.

10. PWS Page 3: Is it correct to assume that the geographic scope of the project is next/last domestic port and/or transit within the ECA boundary?

Answer: In terms of the evaluation of transits as defined for individual or grouped movements, generally yes, coverage of next and last (or prior and succeeding) port including any transit within the ECA boundary with estimates for open water or transoceanic or international water transit outside the ECA based on available or limited information (see responses to questions 8 and 9 with emphasis for response to question 9).

11. PWS Page 3: If a vessel spends time at a port’s anchorage area is that the end point for the route or will the end point be the docking site?

Answer: It depends on the vessel’s course of movements at or within a given harbor. Generally, most vessels call at a harbor to conduct operations closely associated with its commercial application or employment such as the discharge or onload of cargo for conveyance to another locale or port. Accordingly, the endpoint or starting point for ingress\egress would typically be the dock or locale for such operations. Sometimes vessels move between facilities within a given harbor or visit only for usage of a shipyard or related service facility, or an anchorage or siding area (either within-harbor or more commonly anchorages offshore). However, usage of anchorages and the like thereof may be to simply elapse time for realignment of logistical schedules, or to await the next assignment, inspections or boardings, lightering or topping off, or perhaps to onload bunkerage and provisions and to conduct minor repairs. If an anchorage is the only destination it is the starting and stopping point for transits of that particular vessel call. If an anchorage area is employed along the course of transit within a harbor, if employed before reaching a dock (or shipyard) as the primary destination it may be classed as a movement or sub-movement depending on circumstance and a corresponding part of an ingress transit (which would be typical or more common) whereas if accessed after cargo operations as an example, it may be part of the egress transit (typically less common) as opposed to the primary destination. If accessed between within-harbor dock movements it would be considered part of an interim or intra-harbor movement segment or sub-movement.

12. PWS Page 3: Please clarify what deliverable is requested for “Quality-checked and verification criteria for pollutant emissions output from the VEM model.”

Answer: This largely entails a adding a secondary calculation or computational algorithm(s) to ensure that emissions estimates reasonably align with estimates as (they should be) derived in concert with the speciate inventories and may entail final or end-process computational checks for viable thresholds or limits. The emphasis is simply to make sure the relationships embodied in the model produce correct output given what is put into or run through the model. Currently however, it is not anticipated that the contractor will directly operate the VEM model itself but via the AIS application will develop the capability to produce output in format and form that can readily be imported by the VEM model for execution by and within the VEM model itself to be operated primarily by Government personnel.

13. PWS Page 2: What data elements are included in the VEM output? How is the output aggregated and what time precision used?

Answer: Given the general response to question 12, perhaps the question in proper context is more what is largely required for VEM input (as opposed to output) – with relevant parameters primarily entailing a data file including (but not necessarily limited to) listing information for vessel or vessel group identification, physical parameters (type of vessel along with size\dimensions and capacity of vessel), speed and distance covered across defined intervals of time or event(s) of transit (with reference to date and time(s) of day), immersed draught, engine specifications and accoutrements for emission control parameters, and course of travel in the confines of the channel system (by longitude and latitude with resolution by applicable time interval or elapse of event). Where time interval is applied, the incremental measure of time is to be initially proposed by the contractor in the solicitation response based on logic substantiated by the contractor with potential for further resolution or refinement in consultation with the contractor and technical representative Government upon award. It should understood in this regard to provide some guidance for solicitation response that the objectives are to compile by the shortest increment of time with practical considerations for volume of data versus electronic processing and significance of information gained or acquired. The primary objective is for sufficient granularity or resolution to viably capture the variability of powering which may vary considerably over time in an extensive channel system requiring considerable maneuvering versus a waterway system that is relatively limited and simple in its geometry requiring only minimal turns or maneuvering, etc. for within-harbor transit.

14. PWS Page 2: Are GIS deliverables requested and, if so, in what format(s)?

Answer: The general premise of AIS mapping and visualization products as required within specifications of the performance work statement are generally GIS-based with supporting or underlying data handling tabulation capabilities. Respective file formats have not been finalized though it has been tentatively determined that most open file formats should acceptably fulfill technical requirements and are tentatively the preference for consideration wherever possible. With regard to further consideration of file formats, due to the array of formats available the contractor will formulate a proposal to include its recommendation for the best three open-source formats and best two commercially proprietary formats with a summary of supporting logic for the advantages and disadvantages of each including any consideration of explicit costs for initial application, maintenance, and potential legacy issues or requirements for future use, maintenance and update or development of the applications to be developed under subject technical scoping.

15. Combined Synopsis Solicitation SAM page 4 (if printed to PDF): Given emission concentrations can only be developed from modeling the VEM output would emissions density be sufficient for visualization purposes?

Answer: The context of the question is not fully understood but the following response is provided based on what is believed to be the intent of inquiry:

In a literal sense, no. However, the amount of emissions no matter the level can be linked to geographical area colorization\shading (overlaid on aerial or satellite images) as a proxy for the estimated “footprint” of emissions with intensity or variation of gradated coloring or shading applied for portrayal of extent of amount or concentration (“heat” mapping). This could then be developed with additional functions for changing intensity of color or shading with simulation of elapsed time to illustrate time correlated dispersion based on input for suspension and movement of the injected air column, precipitation or moisture content of ambient air, temperature and whether day or night and the presence of the sunlight spectrum versus night, movement of the vessel itself, and other climatic factors. One of the features of the VEM conducive to dispersion modeling is estimation of ejectory elevations, volumes and velocities of exhaust and emissions to reasonably estimate initial placement in the ambient or surrounding air column. To do such imagery mapping however would require development of the application\capability for inclusion or direct access by\for the NNOMPEAS system emission estimates.

16. PWS: It is assumed that USACE will be running the VEM model with the flat file of AIS data and vessel attributes that we provide? If USACE is not running the model, is it possible to post the VEM on the Amazon cloud to enable data processing?

Answer: As generally outlined in responses to questions 12 and 13, preceding, the intent in general practice for application or use of the model is for USACE-IWR to retain ownership of the VEM model and the AIS\GIS applications developed via the SOW applicable to this contract and to largely operate them internally. Specific to the purposes of efficiency in testing and ongoing development, a compiled limited-capability version of the model may be shared or made available to the contractor (via method or mechanism yet to be determined) that will not allow disclosure of algorithms or detail of underlying modeling methods and computational processes deemed sensitive or proprietary. As far as the VEM model and the application within which it resides (NNOMPEAS) the intent is to place these systems within a cloud environment subject to restrictions and security protocols consistent with an IL4 computerized operating environment. In this context it will not be posted via open platforms allowing open or public access.

17. PWS Page 4: It is assumed Clarksons data will be provided by USACE for this project, can the Government please verify?

Answer: Presently it is the intent for the Government to (with the cooperation of Clarkson’s) provide needed data from Clarkson’s Vessel Register(s) particular to their unique specialization in compiling specifications for emissions characteristics capabilities for ocean-going vessels. Other characteristics (such as length or breadth) for identification and assignment of physical characteristics (such as for estimated hydraulic relationships) may be compiled from other sources such as the Lloyd’s Register of Ships or a technically comparable source or like\facsimile thereof with considerations for quality, accuracy and completeness of relevant data.

18. Are there any restrictions regarding the citizenship of staff proposed for this solicitation?

Answer: The answer to this is at this time, subject to circumstance. Where supporting activities or work efforts for technical work or tasking does not require exposure or the handling\interaction with sensitive information or data, or associated and supporting computerized applications, environments or equipment, employment of a foreign national may be permissible depending on nationality. Currently, some nationalities have greater concerns or sensitivities for permissions concerning Government work support. Accordingly, should the contractor need to employ any foreign national or non-U.S. citizen, the contractor will provide a complete resume for the individual listing name and identifying information, history of residence, status and history of citizenship respective to nationality, and detailed description of technical or managerial capacity within which the individual will or would be employed subject the scoping of work. Where a contractor’s overall proposal warrants sufficient or further consideration, the information submitted will be provided to the governing or supporting office of counsel (OoC) and internal security officer supporting USACE-IWR to determine acceptability for employment for subject work.

19. With regard to AIS big-data processing, does USACE-IWR prefer secure, private cloud-based databases managed by the contractor, or does USACE-IWR intend to provide government-operated databases or repositories? If USACE-IWR plans for the contractor to manage the large volume of AIS data, should the data hosting cost be included in the price proposal as an accompaniment to the requested labor costs?

Answer: Specific to developmental efforts, they contractor will likely need to provide its own computerized operating environment and working storage. USACE-IWR tentatively will not provide any capacity for a development(al) environment to support storage of data and information assembled and handled by the contractor or any development environment for the application(s) as described within the performance work statement. Once development of the limited application (limited in terms of the coverage for a limited number of coastal ports as an initial developmental effort for a more geographically encompassing application) is complete it will be migrated to a development and production environment internal to and fully controlled by the Government for further use, security, additional internal development and access control\protection by the Government. Correspondingly the contractor should include fair and reasonable costs as a cost reimbursable separate line-item cost for computerized repository support of data and application development that is the responsibility of the contractor commensurate with requirements of the PWS as set forth.

20. What is the expected total size of the datasets to be used in this effort?

Answer: This may be somewhat difficult to precisely answer and is going to rely in part on the knowledge and experience with associated work on the part of the contractor in terms of how the (plan) to treat, handle or manipulate subject data and information is formulated. However, the project developmental effort will involve two or three primary datasets or sources. The first is a standing or already existing data set\source developed by the Institute for Water Resources of the U.S. Army Corps of Engineers (USACE-IWR) that contains all of the relevant statistics for vessel movements as compiled by the Waterborne Commerce Statistics Center (WCSC) operated by USACE-IWR combined with other relevant additional information to assess basic waterborne economics. This data assembly is primarily focused on commercial cargo vessels but may also contain other vessel movements as well to the extent that the WCSC compiles them. The system is updated on an ongoing annual basis and in general contains vessel parameter data identifying the vessel, vessel type, size or DWT carrying capacity and other physical characteristics many of which will not be applied or are not essential for development of the AIS\GIS based application(s) in question. Some relevant fields also in the dataset however include the dates of ingress and egress for a given coastal port, and the dock or destination where the vessel conducted discharge and onload operations. This largely comprises the NNOMPEAS database. This information forms the primary basis of the information that will be shared with the contractor, either in group or individual vessel movement form or level of detail. The retention of this information extends back approximately 20 years to include 2004 onward to 2022 (because the WCSC preparation and release of data lags approximately 11 to 14 months) but the contractor will be directed to work with only the most recent period of time set forth by the PWS for which both WCSC\NNOMPEAS data and AIS data are both available.

Evaluation will require handling and analysis of both foreign import and export waterborne movements in addition to domestic and coastwise shipping movements with the domestic movements typically comprising the significantly greater volume of movements for the majority of major coastal U.S. ports. The additional data sources for AIS-related work will comprise the AIS data and associated information pulled or assembled by the contractor from sources such as the U.S. Coast Guard and other AIS sources or repositories as available and needed which will be further combined with information for emissions equipment and controls for vessels as derived from sources such as the Clarkson’s Vessel Register database. The data as described does not include the optional work associated with efforts for research and compilation of the toxics speciate inventories.

Given the above, the total data volume for NNOMPEAS storage in its active or working form (without any compression for strict minimized footprint, dormant or demand-pull archiving) is currently approximately 325 Gb for coverage of all ports of the United States. However, working with only the most recent period of data as set forth by the PWS and limiting the developmental effort to ports largely in the South Atlantic region, the volume reasonably can be expected to be somewhat proportionately less, approximately 20 Gb or less depending on the data ultimately provided to the contractor. More relevant is that the majority of data volume will likely rest with the compilation of AIS data which past experience indicates can total approximately up to 2.2 to 2.4 Tb (with limited compression) for each year of data at the national level for all ports of the United States. With likely reduction via data screening and applied or practical time interval, combined with the limited number of ports for developmental efforts it is estimated this volume of data may be reduced by approximately 70 to 80 percent, perhaps more for each year of data for practical application. This does not include the comparatively minor addition of the Clarkson Register data or the additional data or storage volume generated by the developmental efforts themselves for the application. Ultimately, the application while using only a limited time window or development must be developed to work with all years of the NNOMPEAS database for which AIS archive data could be obtained. The application must also be functionally compatible with the anticipated cloud environment currently in process of being created and in which the application will ultimately reside. For information purposes the following information is also provided:

Primary components for support of cloud environment\architecture:

To be hosted on AWS (Amazon Web Services) with the following components currently selected or planned for use:

· Oracle Database Enterprise Edition 19c

· Oracle Rest Data Services (ORDS)

· Oracle Application Express 22 (APEX)

· Keycloak Authentication

· ArcGIS Server

· Amazon S3 Bucket

Correspondingly, any proposal should include an architecture description of the final or expected product to determine suitability in the cloud environment.