Attachment-8_SPC-HWX II_QuestionsandClarificationsForm_CombinedGovtResponses_A00003.xlsx
XLSX spreadsheet 113 KB Posted
- Solicitation number
- 70Z02325R93250001
About this file
This is a Questions and Answers document containing 34 technical and administrative questions related to the U.S. Coast Guard's Special Purpose Craft - Heavy Weather 2nd Generation (SPC-HWX II) solicitation. Key clarifications address design specifications for engine performance during rollover events, structural design pressures, propulsion requirements, and electrical systems. The document confirms a 30-second duration requirement for 360-degree rotation during rollover testing, clarifies that EPA Tier 4 engine compliance is required at acceptance, and specifies that propellers must achieve 20-knot full speed using 90% of maximum engine power.
Notable administrative clarifications include confirmation that this is a 100% small business set-aside with flexible contract financing options to be negotiated post-award, delivery requirements of 18 months after first boat order are mandatory, and an Economic Price Adjustment clause will be implemented for aluminum pricing. The Q&A period closed on January 31, 2025, with responses being provided in batches as developed. The document includes detailed technical specifications regarding engine operation during extreme angles, electrical load requirements, and structural design parameters for the vessel's construction.
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Q&Rs
| Question No. | Reference | Questions | Responses |
| 1 (A00002) | Spec 100-2.2.3: Pressures applied to the hull bottom for structural design calculations shall be as prescribed by the DNV-RU HSLC rules. | Is it intended that section 2.2.1 of DNV-RU-HSLC Pt.3 Ch.1 is to be applied in it's entierty, including the statement that "The design vertical acceleration acgi needs not be taken greater than 6.0g?" | Yes. |
| 2 (A00002) | Solicitation Provisions | Is "Design and Development Plan" required to be in the narrative or included as an appendix? | The narrative portion of the submission is limited to 40 pages. Two of these pages should be a summary of the Design and Development Plan. The full Design and Development Plan is CDRL 068-001 and is due 15 days after contract award. |
| 3 (A00002) | N/A | Will the USCG hold off on providing question responses until after the 31 JAN deadline or will the USCG answer questions as they are received? | The USCG will answer questions in batches as answers are developed. You can expect updated documents after the question period has as closed. Any updates to documents will be post on SAM.gov. |
| 4 (A00002) | Evaluation Factors | Is not meeting the 18-month delivery requirement cause for disqualificiation? If not, how will a schedule that is longer than 18-months be evaluated? | SOW 040-7.1 requires delivery no later than 18 months after issuance of the first boat delivery order. Not proposing to meet the 18-month delivery time would be considered non-compliant. |
| 5 (A00002) | Spec 100-2.2.4.2 | Background: The following technical paper Cohen, S.; D. Ghosh and D. Shepard., “Design and Construction of the U.S. Coast Guard's 47 ft. Self-Righting, Heavy Weather Rescue Craft,” SNAME Transactions, Vol. 98, 1990 (Table 6) gives design pressures for the 47 MLB as follows: Deck House Front 9.0 psi (20.75’ head) / Deck House Side 5.0 psi (11.5’ head) / Deck House Aft 3.0 psi (6.9’ head). While SPC-HWX II is to work in heavier waves/surf than 47’ MLBs, the 35’ required deckhouse head (100-2.2.4.2) for SPC-HWX II results in a much higher proportional increase in the design pressure than the increase in design wave height. |
| Question: Can the USCG provide the rationale on how this higher pressure requirement was developed? Would USCG consider using similar approach to the 47 MLB and reduce the deck and deckhouse design pressures, which may not be subject to direct 35’ waves nominally aft deck, deckhouse sides, side windows, and aft deckhouse faces? | The design pressures applied to the exterior decks and deckhouse are commensurate with the operating environment and factor in hydrodynamic loading during re-righting from a knockdown or roll-over event. Additionally, wave and sea loading are not limited to front impacts and may occur from any direction. While the cited paper describes the design of the 47 MLB, the actual as-built 47 MLB deckhouse structure exceeds the described design pressure by over 30%. Note that Spec 100-2.2.4.2 states "a design head of 35 feet from the still waterline minus the height of structure from the waterline" which establishes that the higher the structure is above the waterline, the lower the design head pressure. | |||
| 6 (A00002) | Spec 311-1.4 | Is the "underway condition" specified the same as Cruising as defined in NAVSEA T9070-A3-DPC-010/310-1, Electrical Power Load Analysis (EPLA) for Surface Ships? | In this context "underway condition" is intended to mean any condition when the boat is not attached to shore power. SOW 085-7.1.8.3.4 requires that NAVSEA T9070-A3-DPC-010/310-1, Electrical Power Load Analysis (EPLA) for Surface Ships be used as guidance in preparing the EPLA. Spec 311-1.4 requires the generator be sized for the "worst-case underway condition" (as established by the offeror) in terms of electrical load, with a 10% margin. | |
| 7 (A00002) | Factor 3 - Organization | Can the USCG define the intent of "critical components" within the Organization section so we can best address the requirement? | This is intentionally non-specific and will depend on the proposed boat. A "critical component" is any component the offeror feels presents elevated risk in meeting requirements or delivery schedule. | |
| 8 (A00002) | Spec 051-5.2.1.3 | What defines the beginning and end of the 30 second duration of a rollover event? | The 30 second duration in Spec 051-5.2.1.3 is through 360 degrees of rotation beginning and ending in a level, upright position. You can assume 12 degrees per second for this rotation. |
Additionally, Self-Righting Capabilities in Spec 079-5.1 will be updated to:
079-5.1 [A0000X] The SPC-HWX II shall be designed to be self-righting in the intact condition and right itself from fully inverted (180 degrees) to upright (0 degrees) in less than 15 seconds.
| 9 (A00002) | Spec 311-1.1 and 200-4.1.1 | The specification requires the generator to operate in the same manner as the main propulsion engine in a rollover event. However, gensets do not operate in the same manner as propulsion engines (e.g. idling). Is it acceptable for the genset to shed it's AC load in a rollover event and transfer power of critical AC circuits to a battery/inverter system? | Yes, it is acceptable for the genset to shed AC loads in a rollover event as long as vital power requirements of Table 313-1 are provided with uninterrupted power in accordance with Spec 300-1.5. Spec 320-1.3 requires that all Vital Power loads on 120 VAC power to be provided with a means to automatically receive power from the DC power distribution system when 120 VAC power is not available. |
| 10 (A00002) | Spec 200-4.1.3 | How was the 110-degree roll angle at which the engines ramp down to idle established? | The 110 degree roll angle is based on Coast Guard experience operating other boats with self-righting capabilities (i.e. the 47 MLB) in similar operating environments. |
| 11 (A00002) | Spec 233-3.2 | What is the expected frequency of rollover events, and knock-down events greater than 65 degrees of heel? | Full roll-over and knockdown events are historically very rare (approximately 1 per year for the 47 MLB fleet), however rolls greater that 65 degrees can be expected regularly, particularly during surf operations and training. |
| 12 (A00002) | Spec 200-4.1.1 | Do USCG proceedures require an inspection of propulsion engines following a rollover or knock-down event? | Roll-over and knockdown events are historically very rare and in the case of a roll-over typically result in some damage to the boat. In the event of a roll-over, the crew will attempt to move to a location where it is safe to have crew members move around the boat and conduct an initial inspection of the boat’s condition and continue to monitor the condition while underway. Once the boat is safely moored, the boat will be fully inspected stem-to-stern for damage, and all machinery would be inspected and tested for proper operation. If the boat has particular post-roll-over procedures or inspections required by the manufacturer/OEM, those too would be conducted. Note that SOW 086-3.1.3.1 requires that the Boat Information Book (BIB) describe "the emergency systems and action to be taken" in the event of a capsizing event. The intent is for the SPC-HWX II to be able to survive a knockdown or rollover event and remain operable either to transit to safety if the mission can be terminated, or to complete the mission if the SPC-HWX II is safe to operate and the mission can be responsibly completed. |
| 13 (A00002) | Spec 200-4.1.3 | A typical V-configuration diesel engine is subject to eventual loss of oil pressure during continuous operation at heel angles greater than 65 degrees. What is the expeccted maximum duration of operation at a heel angle between 65 and 110 degrees during a rollover or knock-down event? | Operations at extreme heel angles will typically be transient in nature and the duration driven largely by the geometry and righting moment of the boat as well as the operating environment / sea state. |
| 14 (A00002) | Spec 200-4.1.3 | Would the USCG consider accepting of lower power (60% load for example) during operation at heel angles between 65 and 110 degrees? | No. No changes to this requirement are being considered. the requirements are being made. The SPC-HWX II's extreme operating environment requires that adequate power be available to control the vessel at all times. This is particularly critical in cases where transient rolls are approaching 110 degrees. |
| 15 | SOW 097-5.2 |
Spec 051-5.2.1.3 Spec 200-4.1 Will the engine rollover test be the same as that required for the 47 MLB SLEP where a 360 degree roll is performed, start to finish in 30 seconds with a 10 second hold at 180 degrees per IMO MSC.81(70), and therefore, the duration that the engines are required to run at full speed between 65 and 110 degrees is 2.5 seconds?
For the inversion test in SOW 097-5.2, the roll rate from upright (0 degrees) would be 12 deg/sec, followed by a 10 second hold while inverted (180 degrees), followed by a 12 deg/sec roll to upright (0 degrees). The engine should drop to idle when passing 110 degrees of roll.
SOW 097-5.2 requires the inversion test be in accordance with IMO MSC.81(70).
SOW 097-5.7 specifies that the angular rate of rotation of a 360 degree roll is defined in the motions and acceleration limits.
Spec 051-5 provides the motion and accelleration limits identifying the roll rate as 360 degrees in 30 seconds (or 12 deg/sec).
SOW 097-5.11 allows for OEM-generated documentation that demonstrates equivalent inversion testing performance as an alternative to this test.
| 16 | Spec 071-1.1.3 | “071-1.1.3 [Orig] The working deck area used to traverse the boat forward and aft on both sides of the deckhouse shall have a width of at least 32 inches on each side.” | ||
| Q: Is this measured from outside deck edge to exterior side of deckhouse, and excludes any external hand rail stanchions at deck level, or lifeline track rails at higher heights that may intrude into this width? | 32" width is measured from outside deck edge to exterior side of deckhouse at the working deck level. This is to allow crew members to transit fore and aft in PPE with any necessary mission gear. Minor encroachments on the 32" width for obstructions such as stanchions, cleats, and other deck hardware are allowable, however they should not impede crew transit. | |||
| 17 | Spec 200-2.3 | Would a diesel engine exhaust after treatment system be considered a "propulsion system component" in the context of the two year service history requirement stated in Spec section 220-2.3? | Yes, components of the exhaust system (including after treatment systems if used) are consided propulsion system components in the context of the 2-year service history requirement. |
This has also been addressed in changes to the A00003 Narrative section of the SF-1449.
| 18 (A00001-1) | attachment 3 – Price Schedule, Item X002AC references SOW 41-7 | There is no section 41-7 in the statement of work. Please clarify the deliverables required for TDS-3 | Price schedule has been corrected in A00001. TDS-3 should represent the Product Configuration Baseline described in SOW 041-3.6 | |
| 19 (A00001-2) | (2) | Block 10 of Form 1449 | (2) | Block 10 of Form 1449 indicates that this RFP is a 100% Small Business Set Aside. Additionally, Section 9 of the RFP (Form 1449) outlines the Commercial Financing Interim Payment plan and the payment milestones for this project. Based on a review of the payment milestones, the following payments will not be made until the 1st vessel is essentially complete and in the water: |
20% of Design and Development – CLIN X001 100% of TDS-2 as it includes “as built drawings” in the deliverable – CLIN X002AB 50% of LLTM under CLIN 003AB 60% of the Boat price excluding LLTM (milestones 3&4) under CLIN X003AA These amounts could easily equal over 50% of the total value of the base year order under this contract. This is an onerous amount for a small business to carry as a cost. The borrowing costs for small businesses are quite high, and this payment plan will likely add over 10% to the cost of the overall project to the Government. Additionally, holding back milestone payments on CLIN X001 until the boat is complete does not match the costs and deliverables related to the design effort.
Will the Government consider revising the proposed milestones as shown below the question form. This will better align the payment milestones with the actual cash flows of the project There is flexibility in contract financing. Contract financing, if invoked by the offeror, will be negotiated post-award.
Part 3, Section 9 of SF-1449 A0001 has been updated to clarify this.
20 Spec 233-2 No viable propulsion engine OEMs can commit to offering an EPA Tier 4 engine that is fully complaint with the SPC HWX II specification.
Will the USCG consider an EPA Tier 4 exemption for this program? The SPC-HWX II shall comply with 40 CFR Part 1042 at acceptance.
This has also been addressed in changes to the A00003 Narrative section of the SF-1449.
21 SOW 097-5 No viable propulsion engine OEMs can commit to offering an engine that will meet the inversion test requirements without further definition by the USCG. This is due to the inherent design characteristics of the engine lubrication system where the engine will have a loss of lubrication at some point in high-angle scenarios such as those experienced during a knockdown. While it may be possible to run an engine at full power with limited lubrication for a defined period of time, this period of time must be dinfed to be properly assessed.
Can the USCG define the time duration the propulsion engines are required to deliver full power at high angles in a knockdown scenario? SOW 097-5 is the inversion test requirement. The rate of rotation for the test has been clarified in response to Question 15 as 12 degrees/second.
Your ability to meet or exceed the operational requirements in knockdown/roll-over scenarios should be described in your narrative.
22 Spec 100-2.2.3 Spec 100-2.2.3: "Pressures applied to the hull bottom for structural design calculations shall be as prescribed by the DNV-RU HSLC rules."
| Following the response to confirm that the structure design acceleration need not be taken greater than 6.0g, does the USCG therefore accept that the structure operational envelope may not allow for the 25’ wave and 20 knot speed combination listed in the Specification section 100-2.2.2 ? | DNV-RU HSLC should be applied as written in Spec 100-2.2.3. | |||
| 23 | Spec 582-5.2 | The larger towline listed in Specification section 582-5.2 is to be used for the structural load (a resulting minimum of 93,750 lbf) for the primary towing bitt and for the forward towing bitt. This is well in excess of the towing bollard pull capability (18,000 lbf) listed in Specification section 051-6.4 and of the towing stability capability (7,000 lbf) listed in Specification section 079-4. Has the USCG considered the implications of this significant load being applied to the structure design in these areas? | Yes, the Coast Guard's position is that the tow line should part before the tow bitt or boat structure is damaged. If the structure required to achieve this requirement exceeds good boat building practice, the Coast Guard requests you contact the Contracting Officer with information for consideration. | |
| 24 | Spec 259-1.6 | Specification section 259-1.6 lists exhaust system requirements that are to be provided “when an engine is secure”. Can the USCG explain the meaning of “secure” in this context? | "Secure" has been corrected to "secured" and in this context means that the engine is not turning and exhaust is not flowing from that engine. The requirement in Spec 259-1.6 is to prevent the possibility of the other engine's exhaust system pumping exhaust or water into the secured engine or the engine compartment through an exhaust cross-connect. |
Spec 259-1.6 has been updated in A00003 to "Each exhaust system shall be capable of relieving back pressure to another exhaust system when that other exhaust system’s outlet is immersed. Isolation valves or other devices shall be provided to prevent flow of exhaust or water into an engine when the engine is secured."
| 25 | Price Schedule X001 | This is referencing Design and Development (SPEC 068-3). There doesn't appear to be a SPEC 068-3. Can you please clarify and confirm all related CDRL’s / SOW items that make up this pricing CLIN? | X001 was in error and should reference SOW 068 Design and Development. This error has been corrected in Price Schedule A00003. |
| 26 | Price Schedule | The evaluation worksheet has locked prepopulated cells with dollar amounts. Please provide clarification. | Cells are prepopulated to remove variables for the purpose of price evaluation. All proposals will have identical values in these cells when establishing the total evaluated price. See SF-1449 Part V, Volume II, Section b: Evaluation Worksheet Tab. |
| 27 | Price Schedule | Please provide an explantion of "Base Year" vs "Year1" from a timing perspective. | Base Year starts at Award and is the first year of the contract. The second year of the contract is Year 1. The Base Year could also be considered "Year 0". |
| 28 | Price Schedule | Does the Base Year price column represent Boat 1? (which would include one time testing, mock-ups, or other items only associated with Boat 1). The columns year 1 - year 6 represent the follow-on boats? | For the purpose of price evaluation in the Evaluation Worksheet, Boat 1 is calculated as being ordered in the Base Year (Year 0). Follow on boats (X003AA) are calculated as being ordered in Year 3 (2 boats) and Year 4 (3 boats). As an Indefinite Delivery / Indefinite Quantity (IDIQ) contract the government will not be obligated to order a specific number of boats at a specific time. |
| 29 | SOW 098 Mockups | How and when do the mock-ups fit into the schedule? | Sequencing and timing of mockups is driven by your Design Development Plan. Mockups should be available to support scheduled Design or Mockup Reviews based on your plan. |
| 30 | Proposal | Can a clarification be made regarding the propsal content and the order of the content. For example, does the entire form 1449 need to be fiiled out and returned, then ammendments, then volume I & II? | The first two pages of the SF-1449 have fields that need to be completed by the offeror (17a, 30a, and 30b), but the entirety of the SF-1449 should be included within Volume II.b: Amendments along with signed SF-30s. The proposals should be submitted in accordance with the instructions detailed in Section V: Solicitation Provisions. SF1449 as one Proposal with two Volumes (I and II) |
| 31 | Questions and Clarifications | Will the USCG entertain keeping the question and answer period open for two additional weeks? | The question and answer period closed on 31 Jan 2025. Additional communication may be directed to the Contracting Officer. |
| 32 | Spec 245-1.1 |
Spec 051-1.1 Spec 051-1.1.1 "245-1.1 [Orig] Propellers shall provide full speed at the full load weight condition without exceeding 90% of maximum power rating of the engine at full engine RPM.”
Our interpretation on this is that the propeller must be designed in a way that it absorbs only 90% of maximum power at the maximum RPM.
Which means we have to attain the top speed at 90% of the installed engine power. So, the government is basically asking (indirectly) for a 10% (sea?) margin.
But we’re a bit confused on why it is mentioned under 245-1.1 and not under item 051, where the minimum speed and performance is described:
“051-1.1 [Orig] The SPC-HWX II shall be capable of operating and attaining the following speeds in the performance weight condition:
051-1.1.1 [Orig] Full Speed: 20 knots in calm condition.”
Question: Can you confirm our interpretation? Yes, this is the intended interpretation.
Spec 051 contains general system requirements where it is stated that Full Speed shall be 20 knots. There is no desire for speed in excess of 20 knots.
Spec 245 contains propeller requirements. The propeller geometry (pitch) should be such that full speed of 20 knots is attained at full engine rpm, but only 90% of engine power.
The intent of this is to provide power (not speed) margin for towing and maneuvering in seas.
| 33 | Contract Clauses | Will the USCG consider Economic Price Adjustment for aluminum? | Yes. Addendum to 52.212-4 has been updated to implement an Economic Price Adjustment clause for the weight of aluminum in the SPC-HWX II. |
| 34 | |||
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&16RFP NO. 70Z02325R93250001 &16QUESTIONS AND CLARIFICATIONS FORM &16ATTACHMENT 8
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File details come from the government source that posted it. Updated .