A Study on Vessel Design Challenge

The purpose of amendment no. 2 is to respond to the following questions. Question-4. Is MARAD open to all forms of propulsion to gain fuel efficiencies - for example, hybrid diesel-electric equipment with electric motors and batteries? Response-4. There are no limits or specific requirements for the type of propulsion or fuel. Technologies, including fuels and propulsion, should be centered around performance and demonstrating the feasibility and economic achievability of these combined approaches and should be dictated by capacity needs set by industry requirements (tug capacity, crew capacity, operations support, range, TEU, cargo etc.). Designs should note specifically the technology readiness level and the commercial availability of any technologies used. Question-5. Under the Eligibility Information section of the subject notice, it states that the opportunity is "open to all types of domestic applicants other than individuals." In reviewing the statutory definition of a domestic source under 50 U.S.C. 4555(7), the term domestic source means a business concern (A) that performs in the United States or Canada substantially all of the research and development, engineering, manufacturing, and production activities required of such business concern under a contract with the United States relating to a critical component or a critical technology item. Based on this definition, which appears to include qualifying Canadian businesses as domestic sources for certain USG Response-5. For the purposes of this RFP a domestic applicant is considered to be a contractor organized or existing under the laws of the United States. Keep in mind that the RFP states preference will be given to proposals with team leads represented by U.S. companies, those with U.S. headquarters, and those operating under the U.S. flag; the RFP does not exclude those with team leads or team members outside the U.S. " Question-6. Confidentiality of design information: Our understanding is that the final report and presentation will be publicly shared, while sensitive supporting information, such as calculations, design plans and drawings, modeling results, technology details, and cost information, can be provided to MARAD without being made public. The terms and conditions, however, grant MARAD broad rights to reproduce, distribute, and display project materials. Could you clarify whether sensitive design information submitted during the project can be designated and maintained as confidential, and whether MARAD s rights to distribute it would be limited? Response-6. Confidential business information or sensitive design information will not be shared publicly without permission. Prior to publication, MARAD and the project team will discuss the extent and limits of the information that will be shared. Question-7. Subcontracting limits: Are there any restrictions on the value or proportion of work that may be subcontracted to organizations outside the named project team, such as model testing facilities or noise specialists? Response-7. The proposed project team should include all intended team members including those that would be subcontracted such as testing facilities or noise specialists. The specifics of subcontract awards are not determined by the MARAD project manager. Question-8. Work outside the United States: May project funds be used to subcontract specialized work outside the United States? If so, are there limits on the type or value of that work? Response-8. The proposed project team should include all proposed team members. Preference will be given to those team leads represented by U.S. companies, those with U.S. headquarters, and those operating under the U.S. flag. There is no specific requirement for subcontractors. ========================================================= The purpose for this amendment is to respond to the following questions: Question-1. Domestic Applicant Definition: Section D.1 of the RFP states the Challenge is "open to all types of domestic applicants other than individuals." Our company is a U.S.-registered entity, though its ultimate parents are in Canada and Europe. Could you confirm whether an entity with this ownership structure qualifies as a "domestic applicant" for purposes of serving as the lead applicant/Recipient of a cooperative agreement under this RFP? Response-1. For the purposes of this project, a U.S. registered entity will be evaluated as a domestic applicant. Question-2. Citizenship-Based Funding Restriction: We understand that MARAD/META cooperative agreements may include a restriction on using award funds for "work to be done or done in a facility owned by someone other than a Citizen of the United States (as defined in 46 C.F.R. 315.3(b))." Could you confirm whether this restriction, or an equivalent, will apply to cooperative agreements resulting from this RFP, and if so, how it would apply to a design team whose naval architecture/engineering firm is U.S.-registered and performs all work domestically, but has foreign parent ownership? Response-2. For the purposes of this project, a design team located in the U.S. working at a U.S.-registered firm and performing all work domestically would not fall under the restriction. Question-3. Team Lead Eligibility vs. Preference: Section B notes a preference for "team leads represented by U.S. companies, those with U.S. headquarters, and those operating under the U.S. flag." Could you confirm whether this operates solely as an evaluative preference, or whether it functions as a disqualifying eligibility criterion for a team lead whose ultimate parent is a foreign entity? Response-3. The preference for "team leads represented by U.S. companies, those with U.S. headquarters, and those operating under the U.S. flag" is an evaluative preference. A U.S. registered entity with U.S. offices and staff performing work domestically, would fall under consideration as a domestic applicant for this project. ======================================================================= U.S. Maritime Administration (MARAD) A Study on Vessel Design Challenge RFP No. 693JF726R000016 REQUEST FOR PROPOSALS (RFP): The Maritime Administration s (MARAD) Maritime Environmental and Technical Assistance (META) program is issuing a request for proposals (RFP) for a Vessel Design Challenge (Challenge). This Challenge intends to fund multiple design teams willing to undertake integrated design work to improve fuel efficiency and reduce vessel underwater radiated noise (URN) to create the next generation of U.S. vessels. Individual awards depend on number of designs proposed for the package. Awards are intended to be for not less than $150k and likely not more than $450k. Project completion timeline is 12-18 months. Total funding available is up to $1.25 million. PROGRAM DESCRIPTION: The META program (46 U.S.C. 50307) is investigating the interconnections between broader fuel efficiency, reducing URN from vessels, and exploring potential co-benefits. It is the policy of the United States to revitalize and rebuild domestic maritime industries and workforce to promote national security and economic prosperity. Accomplishing this requires making United States-flagged and built vessels commercially competitive in international commerce, rebuilding America s maritime manufacturing capabilities, and expanding and strengthening the recruitment, training, and retention of the relevant workforce. The most promising opportunities for optimizing fuel efficiency gains and achieving URN reductions are in the early ship design stage, using a systems approach. This requires intentional and integrated ship designs that prioritize fuel efficiency while simultaneously reducing URN. Advanced fluid dynamic modeling enables comparison among hull, engine, and propeller design and arrangement, providing valuable information to the industry about the return on investment (ROI) for various technology and design optimizations at the design phase. Individual technologies claim to provide efficiency and noise reduction benefits, but the additive cost-savings have not been quantified for applying technologies in series and demonstrating increased efficiencies across multiple areas. Recently published studies summarized the state of knowledge and availability of technologies that can be applied to vessels to improve energy efficiency while reducing vessel generated URN. Those reports crosswalk not only the interoperability of technologies and design elements, but the potential reductions, costs, and return on investment. The next phase is to demonstrate, through modeling, the benefits that can be realized through a systematic design approach integrating technologies with input from naval architects, shipyards, and technology suppliers on the efficacy of these approaches. By using this approach, Teams will begin at the drawing table to quantify the benefits of innovative technology integration into the design phase for…