T-AO(X) Market Research Request - Engine Technologies

This is a Request for Information (RFI) issued by the Department of Navy (DoN), on behalf of the Program Manager for Auxiliary Ships/Small Boats & Crafts (PMS325), for information and planning purposes only. PMS325 is conducting market research in support of preliminary planning for the Fleet Replenishment Oiler (T-AO 187 Class) recapitalization. This is not a solicitation for proposals and no contract shall be awarded from this synopsis. No reimbursement will be made for any costs associated with providing information in response to this synopsis or any follow up information requests. The T-AO(X) Program will be a non-developmental program utilizing Commercial-Off-The-Shelf (COTS) equipment. The new oilers will comply with all environmental protection requirements in place at time of contract award. Emphasis will be placed on lowering Total Ownership Costs (TOC) in the design and operation of the new oilers without compromising reliability. PMS325 is soliciting engine technology information for COTS engines with a nominal rating of 2 MW to 15 MW and their associated support systems for the purpose of reducing fuel consumption, treating exhaust emissions, and utilizing low sulfur distillate fuels. Specific areas of interest include: Performance and Fuel Consumption: The T-AO(X) projected operating profile anticipates the majority of operation at low to moderate engine loads. Efficient fuel consumption at low to moderate loads is more important than fuel consumption at rated power in order to obtain optimum annual fuel consumption. 1. The T-AO(X) projected operating profile anticipates the majority of operation at low to moderate engine loads. What techniques are available to minimize fuel consumption in the 30% to 60% load range without derating to such an extent that additional cylinders are needed to achieve rated power? 2. The T-AO(X) projected operating profile anticipates prolonged operation in the 10% to 20% load range. What techniques are available to permit prolonged low power operation without causing reliability issues or undue maintenance increase? 3. Loading Schedule: What is the rate of loading restrictions for up power and down power maneuvers? 4. The T-AO(X) will operate in Environmental Control Areas (ECA) and in non-ECAs. Tier III compliance will be required when operating in ECAs and Tier II performance will be required when operating in non-ECAs. It is anticipated that Selective Catalytic Reactors (SCR) operation may be required to achieve Tier III emissions and the SCR will be secured when Tier III emission compliance is not required. Will there be any difference in engine performance when operating with the SCR and when is the SCR is secured? Describe any performance differences. Exhaust Emission Treatment: Tier III emission compliance may require exhaust after treatment by means of SCR. SCR information in the following areas is of interest: 1. SCR Performance: Available literature indicates that SCR utilized for meeting Tier III emissions requirements should have the incoming engine exhaust temperature in the nominal range of 300o C to 400o C. T-AO(X) will be required to operate in ECAs that can have ambient conditions that range from arctic to tropical conditions. Given this range of environmental conditions and an operating profile that will range from less than 10% power to full power on any given engine, what provisions are available to maintain engine exhaust temperature in the range of 300o C to 400o C regardless of ambient temperature and power level? 2. Urea Consumption: How is urea consumption estimated versus engine load? Is it dependent on exhaust temperature entering the SCR? Are there any unique requirements for the storage, pumping and transfer of urea such as maintaining the liquid within a given temperature range or freeze protection? 3. SCR Installation: What SCR installation guidance is available? For example, are there guidelines for distance between the urea injection point and the SCR? Can the exhaust duct between the urea injection point and the SCR be either horizontal or vertical? What materials are recommended for SCR equipped engine exhaust systems and supporting piping systems? What quantities of services (such as electric power and compressed air) are required? What amount of space is required for maintenance accesses, etc.? 4. SCR Operation: What does the operator have to do to start-up, operate, and shutdown an SCR system? Is a warm-up period required before an SCR produces acceptable emissions, and if so, how long? When operating outside of an ECA, is engine exhaust gas still passed through the SCR or is an exhaust gas bypass required? Does passing exhaust gas through a secured SCR consume catalyst life? If exhaust gas is passed through a secured SCR, should the exhaust gas still be maintained in the range of 300o C to 400o C? What parameters are monitored to assure proper operation? How does an operator determine that the catalyst requires replacement? When securing an SCR, what is done when the associated engine that will be left in operation? What will be done if the associated engine is also being secured? 5. SCR Controls: Are there any regulatory body required control and monitoring features? What control and monitoring features are typically integrated into the ship's machinery control system? 6. SCR Maintenance: What is the scope of inspection and maintenance required for an SCR system? How long do the catalyst blocks last? Is catalyst life dependent on a combination of power level and operating hours? Are there any special storage requirements for spare catalyst blocks or special provisions for disposal of spent catalyst blocks? Is replacement of catalyst blocks something that typically can be done by the crew or is outside assistance required? 7. SCR Reliability: Is there any reliability data available for SCR systems? What is the life expectancy for an SCR system? What sort of failures have SCRs experienced? Will any of these failure modes impact the availability/operation of the associated engine? Fuel Utilization and Fuel Systems: The Navy utilizes distillate fuels, including JP-5, and future distillate fuels are projected to have very low viscosity and lubricity. It is anticipated that common rail fuel systems will be standard for most diesel engines in the range of interest. The following information is of interest: 1. Fuel Viscosity: T-AO(X) fuel specifications identify the fuels that the T-AO(X) will utilize. Some of these specifications allow viscosities less than 2.0 cSt at 40o C. U.S. Navy fuel practices, such as substitution of NATO Symbol F44 (JP-5) for NATO Symbol F76 (DFM), can result in the need for an engine to operate continuously for extensive periods of time on fuels with viscosities less than 2.0 cSt. What provisions are available to operate an engine continuously on fuels that can have viscosities less than 2.0 cSt at 40o C? Will these provisions require engine design modifications or will techniques such as fuel coolers be adequate? 2. Fuel Lubricity: T-AO(X) fuel specification requires fuels with a maximum lubricity of 520 micron at 60o C measured per ASTM D6079. Other regulations are requiring very low sulfur fuels. What service experience has been obtained with low sulfur fuels that meet this lubricity requirement? Are there any special features necessary in order to utilize this type of fuel? 3. Common Rail System Reliability: Is there any reliability data available for Common Rail (CR) systems? What is the life expectancy for a CR system? What type of failures modes have CR systems experienced? The submission should also include the following minimum information: 1. Name and address of offeror 2. Point of contact including name, title, phone and e-mail address 3. N00024-14-R-2224 Follow-up discussions may be conducted with respondents. It is desirable that data be received with unlimited rights to the Government. Nevertheless, we recognize that proprietary data may be included with the information provided. If so, clearly mark such proprietary information and clearly separate it from the unrestricted information as an addendum. Technical questions concerning this announcement may be submitted via Email to Mark Smith, NAVSEA 05, at mark.a.smith5@navy.mil. Questions of a contractual nature should be directed to Christina Zimmer, NAVSEA 02, at christina.zimmer@navy.mil or Cherissa Tamayori, NAVSEA 02, at cherissa.tamayori@navy.mil. NO TELEPHONIC QUESTIONS WILL BE ACCEPTED. RFI Responses should be submitted, via email to Mark Smith, NAVSEA 05, by 2:00 p.m. (Eastern) on November 12, 2013. The subject of the mail message shall be: N00024-14-R-2224 Engine Market Research Response, Your Company's Name. Acknowledgement of receipt will be issued.