SOURCES SOUGHT
20 -- NAVY DIESEL ENGINE AND GAS TURBINE ENGINE WASTE ENERGY-HEAT RECOVERY RETROFIT PROGRAM FOR NAVY SURFACE SHIPS
- Notice Date
- 3/24/2015
- Notice Type
- Sources Sought
- NAICS
- 332410
— Power Boiler and Heat Exchanger Manufacturing
- Contracting Office
- Department of the Navy, Naval Sea Systems Command, NAVSEA HQ, SEA 02, 1333 Isaac Hull Avenue SE, Washington Navy Yard, District of Columbia, 20376, United States
- ZIP Code
- 20376
- Solicitation Number
- N0002415R4205
- Archive Date
- 6/2/2015
- Point of Contact
- Joseph Tannenbaum, Phone: 202-781-2629, Emily J. Stepien, Phone: 2027815047
- E-Mail Address
-
joseph.tannenbaum@navy.mil, emily.stepien@navy.mil
(joseph.tannenbaum@navy.mil, emily.stepien@navy.mil)
- Small Business Set-Aside
- N/A
- Description
- Synopsis: The Naval Sea System Command (NAVSEA) is hereby issuing a Request for Information (RFI) on behalf of PMS 320 (the Electric Ships Office) and the NAVSEA Energy Office (SEA 05T) seeking information on energy and - or heat recovery systems, heat exchangers, and advanced energy conversion technologies applicable to either diesel or gas turbine engine exhaust for use on Navy surface ships. NAVSEA seeks to determine the technology readiness level, industry capability, commercial basis, development steps, and estimated costs for such technologies. The present or near term status of these technologies may inspire investment by the Navy in characterization for Navy applications, small scale component or system development, or small business innovation research (SBIR) topics, as appropriate. Promising technologies may also be considered in military sealift operational logistics improvement applications. Description: The primary objective of the engine exhaust energy recovery effort is to reduce the Navy's overall energy footprint, per Secretary of the Navy (SECNAV) directive, by utilizing readily available heat that is being rejected to the atmosphere and converting it into useful work. The Navy's goal is to increase system efficiency by at least 5 percent (includes a combination both the prime mover and energy recovery system outputs) and to achieve a return on investment for any potential systems in less than 5 years. The Navy is targeting existing ship platforms that present the best opportunity for fuel savings and a favorable return on investment. The technologies of interest include, but are not limited to, readily adaptable heat exchanger(s) on the shipboard exhaust system; solid state thermo-electric energy recovery; application of novel thermodynamic cycles; and other techniques for reduction in energy losses. The focus of this request is to gain knowledge of the current and projected state of the art for improvements in heat exchanger reliability under extreme temperature transients. This section provides a set of performance characteristics that meet the needs of the notional system, which must: a. Be dependent on prime mover exhaust for a heat source with seawater acting as the ultimate heat sink for the system. b. Not cause the exhaust back pressure to exceed the maximum allowable for the chosen engine. c. Not affect the current state of system maintainability and reliability, while also possessing very high reliability, maintainability, and availability characteristics itself, and not affect the prime mover if not in operation or if parts break. It is noted that heat exchangers, for instance, that are more reliable with less overall efficiency improvement may be more favorably viewed than more efficient technologies that are deemed less reliable. d. Accept the complete range of engine exhaust temperatures, including frequent temperature transients due to engine power cycling (nominally 400 F to 1200 F) and possess rapid start-up capabilities. e. Be modular and compact for minimal impact on ship architecture. f. Be easy to install and replace and have easily replaceable or maintainable components. g. Yield an increase in fuel efficiency of a combined system (prime mover and energy recovery system) on the order of five (5) percent. Higher yielding technologies may have a better business case for implementation, but lower yielding energy savings (that may be more appropriate in a back-fit on an existing plant) are also of interest. h. Require minimal interface with the prime mover control system. i. Be inherently safe to operate and maintain and shall not be made with hazardous materials or create additional hazardous environments for ship's force. j. Are sufficiently robust to withstand shipboard shock, vibration, and other environmental conditions. k. Require minimal system logistics support. Fuels: The following fuels are available for use on Navy diesel engines and gas turbine engines: NATO F-76 fuel (MIL-F-16884 Naval Distillate) (sulfur cap of 1,000 ppmw) and NATO F-44/MIL-T-5624 Aviation Turbine Fuel, Grade JP-5 fuel (sulfur cap of 2,000 ppmw). Engines may also be capable of operating on Marine Gas Oil to ASTM D6985, when F-76 and F-44 are not available. Notional Diesel Engine Operating Conditions: The Navy is considering the CAT 3608 diesel engine and the Colt-Pielstick PA6B diesel engine for evaluation. Exhaust gas temperatures for the CAT 3608 diesel engine range from approximately 750 F at 25 percent load, 870 F at 50 percent load to 840 F at full load. The exhaust back pressure ranges from 5.0 - 10.0 inches water. The exhaust gas mass flow rate for the CAT 3608 diesel engine range from 4 lbm/s to 10 lbm/s. Exhaust gas temperatures for the Colt-Pielstick PA6B diesel engine range from approximately 700 F at 25 percent load, 740 F at 50 percent load to 720 F at full load. The exhaust back pressure ranges from 5.0 - 13.0 inches water. The exhaust gas mass flow rate for the PA6B diesel engine range from 5 lbm/s to 17 lbm/s. Notional Gas Turbine Engine Operating Conditions: There are two types of gas turbine engines in consideration: ship service gas turbine generators (SSGTGs) and main propulsion gas turbine engines (MPGTEs). Post-turbine temperatures for dry exhaust for SSGTGs range from approximately 600 F at 25 percent load to 1200 F at full load and the maximum specified exhaust back pressure is 6.0 inches water. The exhaust gas mass flow rate for SSGTGs range from 28 lbm/s to 34 lbm/s. The generators run at approximately 50 percent of rated power most of the time, with a corresponding exhaust temperature of approximately 750 F. Two common MPGTEs within the Navy are the MT30 and the LM2500 gas turbine engines. The exhaust conditions at rated power for the MT30 are approximately 250 lbm/s at 860 F, while the exhaust conditions for the LM2500 at rated power are approximately 150 lbm/s at 1050 F. It must be noted, however, that these engines rarely run at 100 percent rated power. Due to rapid startup capabilities, gas turbine engine exhaust can increase from ambient conditions to approximately 1200 F within one minute during startup. Any piece of equipment exposed to the exhaust must be able to withstand this thermal transient without failing. Responses: The Navy is seeking to identify promising engine exhaust energy recovery technologies, notionally TRL 5 and above, that as part of a system would yield increased fuel efficiency with the aforementioned engines and under the aforementioned conditions. The Navy is looking for any relevant information that the vendor is able to provide regarding a potential solution and the "balance of plant" impacts for shipboard use. Responses should be limited to 20 pages or less (not including any drawings or sketches). Examples of this information include, but are not limited to: a. Name (and model or designation if available) of technology. b. The technology readiness level (the state of the art). c. Industry capability. d. Commercial basis (where has the technology been fielded at scale, units in the field and maximum hours accumulated per unit). e. Development steps (where further effort is necessary to deliver a field-able in a US Navy surface ship, and time required for completing the development). f. Estimated costs for such technologies (development and production), preferably on a per kW basis. g. Estimated energy recovered and the net work output (preferably in kW). The utility of the useful work derived from the energy recovered may be applied to augmentation of HVAC, improving operating prime mover efficiency, added electric power output, or something else yet to be quantified. h. A simplified flow schematic that displays major component. i. Thermodynamic data at all major states, including, but not limited to, temperature, pressure, flow rate, efficiency/effectiveness, enthalpy, and entropy. j. Estimated dimensions (in.), volume (in.3), and weight (lb.). k. Materials list (all detrimental and hazardous materials used in the system must be specifically identified including any special disposal/handling instruction). l. Operational limitations (e.g. fuel sulfur, etc.). m. Applicable laboratory test data (e.g. performance, reliability, maintenance, and durability, etc.). n. Applicable field test data (e.g. performance, reliability, maintenance, and durability, etc.). o. Description of technology and operating principles (relevant SAE technical papers or other peer-reviewed published papers would be of assistance). p. Maintenance requirements. q. Reliability (durability) estimate. r. Logistics footprint estimate. s. If the technology or system could impact prime mover operation, the specific scenarios must be outlined with impacts and recovery methods. t. Anticipated fouling and related changes in back pressure based on engine load profiles and time, and anticipated consequences of failure of heat exchanger parts. Responses and comments are requested by 5:00 pm (EST), on June 1, 2015. However, submissions will be accepted after this date, but feedback may not be as timely or contribute to NAVSEA's strategic planning. Responses should indicate enough detail so that potential Navy interest can be assessed. Responses are requested to be provided electronically and acceptable formats include Adobe PDF, Microsoft Word and Microsoft PowerPoint files. All inquiries and comment submissions should be emailed to joseph.tannenbaum@navy.mil and matthew.legler@navy.mil. The information provided will assist NAVSEA in developing and further defining future procurement and acquisition strategies and it is desirable that it not contain proprietary information. However, if some of the information provided is considered proprietary to the respondent, that portion shall be segregated and labeled as such and will be treated as Business Sensitive and will not be shared outside of Government activities and agencies without the permission of the provider. This RFI in no way binds the Government to offer contracts to responding companies. Defense and commercial contractors, including small businesses, veteran-owned businesses, service-disabled veteran-owned businesses, HUBZone small businesses, and woman-owned small businesses are encouraged to participate. This RFI is the initiation of market research under Part 10 of the Federal Acquisition Regulation (FAR), and is not a Request for Proposals (RFP). All information shall be provided free of charge to the Government. NAVSEA may request further information regarding the capabilities of respondents to meet the requirements and may request a presentation and/or a site visit as deemed necessary. No written responses will be returned. Further, the Navy is not at this time seeking proposals and will not accept unsolicited proposals. Responders are advised that the U.S. Government will not pay for any information or administrative costs incurred in response to this RFI; all costs associated with responding to this RFI will be solely at the interested party's expense. If a solicitation is released, it will be synopsized on the Federal Business Opportunities (FedBizOpps) website (http://www.fedbizopps.gov/). It is the responsibility of potential offerors to monitor these sites for additional information pertaining to this requirement.
- Web Link
-
FBO.gov Permalink
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- Record
- SN03677828-W 20150326/150324235615-454c23825f2c6239d441b259cd8464f4 (fbodaily.com)
- Source
-
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