Naval Surface Warfare Center, Carderock Division, 9500 MacArthur Blvd., West Bethesda, MD 20817-5700

46 -- SEEKING TECHNOLOGY FOR TREATING EFFLUENT GENERATED FROM UNDERWATER HULL CLEANING OPERATIONS SOL N00167-00-BAA-0023 DUE 042500 POC Technical POC William Hertel 301-227-5259, Contractual POC Lisa Holland 301-227-1101 The Naval Surface Warfare Center Carderock Division (NSWCCD), West Bethesda, MD is seeking sources of innovative technologies, systems, processes, or methodologies for treating effluent generated during underwater hull cleaning operations using the Navy's advanced underwater hull cleaning vehicle and associated technologies. Effluent treatment technology is an integral part of the Navy's underwater hull cleaning and effluent treatment system being developed to provide an environmentally acceptable means to efficiently remove marine growth (fouling) and rejuvenate anti-fouling coatings on the underwater hulls of Navy ships while waterborne. Under the envisioned operational scenario, the mobile treatment sub-system will be deployed to manage and process the discharge from the cleaning vehicle sub-system and enable its direct return to the surrounding waters. This methodology differs from simple, closed cycle effluent management because it requires concurrent processing of the process effluent instead ofalternative collection, storage and subsequent disposal, treatment off-site, or discharge to an Industrial Wastewater Treatment Facility (IWTF) and/or Publicly Owned Treatment Works (POTW). The following is provided to aide offeror's in understanding the hull cleaning operational scenario and the anticipated effluent generated by the cleaning sub-system. The hull cleaning sub-system is currently a diver-operated vehicle configured with an advance multi-brush system located within an articulated shroud for effluent capture. The surrounding water is used as both a working fluid and a transport medium and will be pumped to the treatment sub-system at a rate of about 200 gallons per minute (gpm). Additionally, two single brush cleaning units will operate concurrently with the cleaning vehicle. The combined rate is anticipated to be as high as 500 gpm. The effluent treatment sub-system must be capable of treating variable flows from the cleaning sub-system vehicle to 200 gpm, and ideally, be able to incorporate two additional inputs from the aforementioned two hand held, single- brush cleaning units, for concurrent processing of up to 500 gpm, as it is delivered from the waterborne cleaning hardware. The cleaning vehicle will deliver effluent through a three inch diameter hose measuring 400 feet (max) in length and will have kamloc connectors for interfacing with the treatment sub-system. Total hose length requirements include provisions for a 50 foot operating depth and a 40 foot rise from the water surface to the pier (max at mean low water) and effluent treatment sub-system inlet connection. The diver operated hand held single brush cleaning units will likely utilize similar hose and connection hardware; however, they will be smaller than that used for the cleaning vehicle sub-system. Their size and discharge rates are estimated to be two inches and 50-100 gpm, respectively. Effluent delivery temperatures and pressures will typically be in the range of 31-95 degrees Fahrenheit and 5-25 pounds per square inch (psi) gauge; respectively. The subject effluent is composed primarily of seawater (at times, brackish and fresh) with a small portion of petroleum products (estimated to be on the order of a few parts per million or less with an occasional spike to 15 ppm). This stream also includes calcareous marine organisms (barnacles, tube worms, oysters, coral), filaments (hydroids and grasses), microbes (algae and slime) and, the primary constituents of concern, copper and zinc, in both solid and dissolved forms. Preliminary analysis of the effluent stream indicates that the prototype cleaning vehicle discharge will not meet Federal and the most stringent State Chronic Water Quality Criteria limits for dissolved copper (2.4 micro grams/L) and dissolved zinc (76.6 micro grams/L). These metals are the principle biocides contained in anti-fouling paint formulations used by the Armed Forces (except for tributyltin (TBT) used on small boats and craft). The fully developed treatment sub-system must be able to treat the effluent in a manner that permits discharge into the surrounding waters where the hull cleaning operation is taking place. This includes the removal of both solid and dissolved forms of copper and zinc to levels required by the most stringent Federal, state, and local regulations and agreements in force at any of the targeted operational locations. These locations include, but are not limited to: Virginia, Florida, Alabama, Louisiana, California, Maine, New Hampshire, Texas, Connecticut, Rhode Island, Maryland, South Carolina, Mississippi, Washington, Hawaii and various locations abroad. Each has varying economic, technical, operational, regulatory and physical constraints that must be taken into account in the development, integration and operation of the effluent treatment system throughout its useful life. The Uniform National Discharge Standards (UNDS) has legislated hull cleaning operations as a discharge incidental to the normal operation of the ship and will require a marine pollution control device to feasibly and practicably mitigate the discharge. The development of the treatment sub-system may be considered a MPCD in the future. Copper (Cu) and Zinc (Zn) concentrations in the effluent vary and are affected by factors including location, fouling density, cleaning approach and aggressiveness, hull surface and coating condition, effluent transfer rate, cleaning brush type, residence time, etc. Total Cu concentrations in previously gathered effluent ranged from about 3 mg/l to as high as 93 mg/l for copper and are a function of where and how the sample was gathered (i.e. before or after particulate filtration, as a single or composite sample, etc.). Limited data on the amount of Zn and its distribution in the effluent indicate that concentrations greater than 8mg/l total and 6 mg/l dissolved, are likely. Total copper and zinc appear to be reduced, to varying degrees, by the removal of the solid fraction using common particulate filtration equipment. It is estimated that about 55% of the copper and 25% of the totalzinc in the effluent exist as suspended particulate matter that can potentially be filtered out. This information is based on finite data and is provided for reference. Heavy metal and other constituent concentrations in the effluent generated from the latest cleaning vehicle sub-system model have not been determined and may be somewhat different than that found in effluent generated from previous hull cleaning operations conducted with prototype equipment. The treatment sub-system will be fully integrated with the waterborne hull cleaning vehicle sub-system and will be required to operate in a marine industrial environment, alongside ships berthed pierside and breasted outboard (maximum of one additional ship) or from the deck of a barge. The system must be capable of operating for a continuous ten hour period of cleaning operations and be designed/equipped to operate in harsh environmental conditions including high humidity (99.99%), salt spray and fog, rain, sleet, hail, snow, lightning, strong winds (33 knots max), and varying air temperatures (-10 through 120 degrees Fahrenheit). Any additional seawater needed to accomplish effluent treatment must be acquired by the treatment system or associated support hardware and must meet the same 40-foot lift requirement specified for the cleaning sub-system effluent delivery hardware. Fresh (potable) water is available from a 2-inch riser located at the pier. Typical supply pressure and volumetric delivery rate is 55 psi at 300 gpm. Containment for the complete, integrated hull cleaning and effluent treatment system is limited to two trailer- mounted units, one for the cleaning sub-system and one for the effluent treatment sub-system. These units must be transportable and meet Department of Transportation regulations for interstate transport within the 48 contiguous states, the Hawaiian Islands and the state of Alaska and must not require special permitting. Each unit is constrained to a maximum length of 53 feet (excluding tractor), a width of 102 inches, a height of 162 inches, a weight of 80,000 and must have no more than 40 feet of spacing between center axles. The systems must be self contained and designed to operate independent of an external power source. Provisions for utilizing up to two external electrical power circuits rated at 400V/400amps/3 phase each (800 amps total) must also be incorporated into the system for emergency power. Proposals are being solicited for a technology evaluation and selection program that is divided into three stages. The first stage will begin in FY00 and is expected to last about 9-12 months. Stage one will consist of a technical assessment and a treatability study to establish what, if any, development and DEMVAL efforts will be pursued for the given technologies. All offeror's will be considered during the technical review portion of Stage one. An initial review or screening process will be conducted by a technical panel, based on the information provided in response to this announcement. Vendors with sufficiently promising technologies will be awarded separate contracts for characterizing and conducting treatability tests using hull cleaning effluent provided by the Government. Results from these tests will be used to determine which technologies will be advanced to Stage two of the evaluation and selection process. Proposals should be based on treating about 5-10 gallons (or appropriate quantity) of effluent in a manner that will establish and prove the technologies ability to treat the effluent provided. This includes sampling and analysis of the effluent before and after treatment, developing a test plan, conducting testing and presenting/reporting results in a manner sufficient to establish environmental performance. Following a review of the Stage one final reports, the Government will down select to the most promising technologies for Stage two of the evaluation and selection process. Stage two is pilot scale-up, integration and demonstration of candidate treatment technologies. Stage two is expected to begin in FY01 and is expected to last 9- 12 months. The Government will solicit proposals from selected offeror's to complete scale-up and to demonstrate their technology with the cleaning vehicle sub-system, in a production environment. Offeror's will scale up, integrate and operate their technology at a pierside location. The location will depend upon scheduled cleanings and the proximity of the offeror's technology to the test location. Offeror's will be evaluated on their performance, cost and ability to meet the subject design and performance requirements. Monitoring, data collection, analysis and reporting will be required to establish treatment capability and system performance. A few weeks of field-testing is expected in addition to required equipment scale-up and integration. All results and conclusions, and an estimate of acquisition, operational and life cycle costs will be required under this stage. Stage three is the full scale, pre-production level development and evaluation phase. The objective of this stage is to acquire, demonstrate and validate (DEMVAL) a fully integrated, pre-production prototype system that can be hardened and specified for follow-on procurement by the Navy. Stage three is expected to begin in FY03 and last through FY05. During this stage, the Government will develop a procurement specification and solicit proposals for the acquisition of a production scale treatment technology. The effort will include technology integration and demonstration at production scale. It will also require the development of operational, maintenance and life cycle cost information; drawings and specifications; and a report detailing all sampling, testing, analysis, results and conclusions. Following successful DEMVAL, the technology will undergo reliability and endurance testing prior to final modification, specification and documentation as part of a complete hull cleaning and effluent treatment system. The offeror will also be required to work with the Navy R&D community and their contractors, as part of a team, responsible for the successful maturation, integration and implementation of the subject technology and overall system. Evaluation criteria used throughout the selection process includes an assessment of the maturity of the technology, concept, system or device; the practicality of the technology and its potential for meeting the targeted application; claims made by the offeror about process performance and associated supporting documentation/data; acquisition and life cycle costs including estimated payback; the operation, maintainability and reliability of the technology; the potential for successfully integrating the technology; the likely affect the system will have on the cleaning sub-system; and the probable durability and acceptance of the equipment in a Navy pierside environment. Cost, treatment capability, anticipated environmental impact and permitting requirements, ease of integration, simplicity and robustness of operation, maintainability, size/modularity, and transportability are key factors in the selection process, whether this information is known or based on best engineering estimates. The Navy is targeting relatively mature effluent treatment technologies/processes solutions that can be tested at bench, pilot, or full scale and be rapidly advanced to production scale for demonstration, validation, specification and procurement. However, potential solution sources, regardless of maturity, will be reviewed and considered. Offeror's are requested to respond with separate technical and cost proposals for stage one of the selection process. This information should include detailed technical documentation and explanations supporting the technology, system, procedure, concept, or device and its applicability to the aforementioned performance goals for the design, operation and integration of the effluent treatment system. Additional information should include, but is not limited to, the following: a complete process description, current commercial or military applications, specific utilization in the marine environment (including customer references), processing capability and rate, normal operating and maximum permissible pressures, physical size/footprint, total dry and wet weights, maintenance requirements, operational manning requirements, power consumption per hour of operation, utilities required, secondary waste streams generated, environmental and other permitting required/anticipated, and the results of equipment evaluation/performance testing conducted. If available, information on scale-up, life cycle cost and cost benefit should also be supplied. The qualifications, capabilities, and experience of the principal investigator, team leader or key personnel in addition to any technical, industry, or professional society certifications or endorsements should also be provided. A summary of agents, contaminants, or conditions that could potentially interfere with the operation and performance of the technology is also requested. It is in the best interest of each offer to address the aforementioned areas of inquiry in the most detailed and comprehensive way possible/practicable. Areas that cannot be addressed should be identified and explained. The cost proposal should be sufficiently detailed to allow the Government to conduct a thorough cost analysis of each specific cost element. Where applicable, an engineering or other reasonable estimate should be provided as it applies to Stages two and three. Omissions will hinder the Government's ability to conduct a comprehensive assessment of the offer's response and will likely lessen the potential for follow-on consideration of the technology/solution. This synopsis is for information purposes and to identify potential technologies and offerors for follow-on testing under Stage one of this effort. This announcement constitutes the total BAA. No additional information is available, nor will a formal RFP or other solicitation be issued. This announcement does not obligate the Government in any way to purchase or test any of the potential solutions offered. Further, it does not commit the Government to pay for any proposal costs in response to this BAA. Interested offferors should send an original and two copies of their proposals to the Naval Surface Warfare Center, Carderock Division, Attn: William Hertel, Code 632, 9500 MacArthur Boulevard, West Bethesda, Maryland, 20817-5700. Proposals shall be titled and shall identify the offeror's name, address, telephone number, fax number and email address. Responses are due within 45 calendar days of the date of publication. Responses must be submitted in printed form, on paper and unbound. Do not submit responses via email, videotape, computer diskettes or other non-paper material. The technical point of contact at NSWCCD is William Hertel at (301) 227-5259 and the contractual point of contact is Lisa Holland at (301) 227-1101. All responsible sources capable of satisfying the Government's needs may submit a proposal that will be considered by NSWCCD. Posted 03/08/00 (W-SN432344). (0068)

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