Federal Contract

A Study on Vessel Design Challenge

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Agency

MARITIME ADMINISTRATION

NAICS Code

541720

Department

TRANSPORTATION, DEPARTMENT OF

Solicitation Type

Solicitation

Solicitation #

693JF726R000016

PSC Code

R405

Division

693JF7 DOT MARITIME ADMINISTRATION

Performance State

DC

Posted

Thu, September 10, 2026

Response Deadline

Sun, January 10, 2027

Description

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 provid…

Notice history (7)

  1. Sep 10, 2026SolicitationDue Jan 10, 2027Viewing
Show 3 earlier notices
  1. Sep 11, 2026SolicitationDue Jan 10, 2027
  2. Sep 14, 2026SolicitationDue Jan 10, 2027

    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 preferenc

  3. Sep 25, 2026SolicitationDue Jan 10, 2027

    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

  1. Sep 25, 2026SolicitationDue Jan 10, 2027

    The purpose of amendment no. 3 is to respond to the following questions. Question-9. Is MARAD primarily looking for design-stage studies in which fuel efficiency and URN are predicted through fluid dynamic modeling? Response-9. Yes. The goal 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. There is no limitation on the type of modeling - approaches should be used as needed. Question-10. Is there any room for measurements within the Challenge? Response-10. This is a design stage challenge and does not include an expectation of direct measurement. ================================================== 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

  2. Oct 5, 2026SolicitationDue Jan 10, 2027

    The purpose of amendment no. 4 is to respond to the following question. Question-11. Would a U.S.-flagged, USCG-inspected passenger catamaran used for paid whale-watching trips fit the program? Response-11. Unfortunately, that type of vessel falls outside the purview of this project and generally outside the purview of the Maritime Administration. While there is no prohibition on submitting a proposal, it falls outside the preferred vessel types identified in the RFP. ====================================================================== The purpose of amendment no. 3 is to respond to the following questions. Question-9. Is MARAD primarily looking for design-stage studies in which fuel efficiency and URN are predicted through fluid dynamic modeling? Response-9. Yes. The goal 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. There is no limitation on the type of modeling - approaches should be used as needed. Question-10. Is there any room for measurements within the Challenge? Response-10. This is a design stage challenge and does not include an expectation of direct measurement. ================================================== 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 exam

  3. Oct 16, 2026SolicitationDue Jan 10, 2027

    The purpose of amendment no. 5 is to respond to the following question. Question-12. Could you please clarify whether the reference to fisheries vessels applies only to small fishing vessels or to all fishing vessels, including large commercial fishing vessels? Response-12. Fishing vessels, even large commercial vessels, fall outside the general purview of the Maritime Administration and thus are not the specific focus of this RFP. ===================================================================== The purpose of amendment no. 4 is to respond to the following question. Question-11. Would a U.S.-flagged, USCG-inspected passenger catamaran used for paid whale-watching trips fit the program? Response-11. Unfortunately, that type of vessel falls outside the purview of this project and generally outside the purview of the Maritime Administration. While there is no prohibition on submitting a proposal, it falls outside the preferred vessel types identified in the RFP. ====================================================================== The purpose of amendment no. 3 is to respond to the following questions. Question-9. Is MARAD primarily looking for design-stage studies in which fuel efficiency and URN are predicted through fluid dynamic modeling? Response-9. Yes. The goal 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 th