Attachment 5 - Government Responses to Solicitation Questions_A00008.pdf

Question No.

Offeror Question Government Response

Section L.1.g requires offerors to maintain proposal pricing valid for 250 calendar days after proposal submission.

Given the significant duration of the required price-hold period, and considering that many subcontractor, equipment supplier, and material quotations (particularly for steel, propulsion equipment, electrical systems, and other long-lead components) are typically valid for substantially shorter periods, can the Government clarify whether offerors may identify specific assumptions, exceptions, or economic price adjustment mechanisms applicable to supplier-provided pricing that cannot reasonably be held firm for 250 days? Alternatively, will the Government consider reducing the required price validity period or allow periodic pricing refreshes prior to award?

The government will change the proposal pricing requirement to 180 days.

If the indices result in a decrease, would the contractors pricing be adjusted down? Or does the EPA clause limit the adjustments only in case the composite results in greater than a 3% increase ?

The pricing may also be adjusted down per the H.5(c), "EPA will only be applied when the net change of the composite PPIs results in a greater than 3% adjustment of the then current total contract price, with a maximum net EPA adjustment of 10% of the original unit price."

Assume the five year warranty on material and structural workmanship does not include pipe systems and valves.

Please confirm.

The warranty will include five years on material and structural workmanship for hull, decks, other structures, and tanks, not including pipe systems and valves.

C.2.5 states the lead vessel shall be deliver within 900 calendar days from the date of contract award. In this statement, should the word "Deliver" be assumed to be completion of the Vessel Transport CLINS, or should it be assumed to be completion of all scope and Final Acceptance.

Delivery means contract delivery, in this case Final Acceptance and delivery to the yard per Section F.3.

166 Is the government willing to put a Cap on Liquidated Damages exposure.

The government does not intend to put a cap on liquidated damages.

167 In Item e of this section, Should SLIN line item be "0003AC" in lieu of "1003AC" 1003AC is correct because it refers to a SLIN to be ordered in the second ordering period.

How many engines are required for insurance spares procurement? Quantity says 1 engines. Should it say "1 engine" ? Description says "Engine Set" indicating 2 engines a port and stbd engine. Please clarify.

See response to Q128 in Amendment A00006.

Drawing 69-HSCL-130-001 shows deck and platform framing interrupted by large access, machinery, and trunk openings, including in way of Transverse Frames 10, 31, 35, 41, 45, and 47. (a) Were the scantlings around these openings sized to account for load redistribution into headers, adjacent frames/girders, brackets, and supporting structure? (b) Do the scantlings shown at these frames represent the final required structure? (c) If detailed analysis shows deeper, heavier, or additional members are required, will the resulting changes to structural depth, weight, clearances, and overhead routing space be treated as a change to the Functional Configuration Baseline (FCB)?

Yes, the scantlings shown represent the final required structure.

J-1 Sections 070.6.1, 070.6.2, and 071.1.5.3 require rated padeyes and lifting points for machinery removal, with each component removable independently. (a) What criteria (e.g., weight, size, maintenance frequency) determine which components require dedicated removal padeyes/lifting provisions? (b) Has the Government defined removal items and removal routes that the Contract Design was evaluated against? If so, please provide them. (c) If required lifting provisions or removal routes require relocating FCB equipment, structure, closures, or distributed systems, will this be treated as an FCB change?

ASTM F1166 section 16.3 provides criteria for Weight Carrying which can be used to determine which equipment require lifting provisions. Changes to the contract will be handled through the ECP process.

Removable floor plates are shown at approximately 3'-6" above baseline in portions of the vessel's accommodations.

For the Government-furnished Heating and Cooling Load Calculations (HCLC): (a) Are the volumes below these floor plates inside or outside the conditioned-space envelope? (b) If outside, what insulation construction and U-factor are required at the floor plates, and were those transmission loads included in the HCLC? (c) If inside, what design temperature applies, and which boundaries were used for HCLC transmission loads? (d) What thermal/anti-sweat insulation is required on structure within the below-floor volumes?

SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. For informational drawings the offeror shall mature the contract design to production-ready drawings in compliance with the specification.

Drawing 640-001 shows the vertical ladder to the crew berthing overhead escape hatch mounted closely against the bulkhead. The standard invoked by J-1 Section 623 requires a minimum clearance behind rungs above that shown. (a) Was the escape hatch location set using the required ladder stand-off, rung clearance, grab rods, and finished bulkhead insulation? (b) If applying the required ladder geometry misaligns the ladder with the hatch or interferes with structure, berths, or equipment, will relocating the hatch or ladder be treated as an FCB change?

SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. For informational drawings the offeror shall mature the contract design to production-ready drawings in compliance with the specification.

J-1 Section 573.2 requires Burchell Type 14 Inconel (or equal) tie-down fittings on the working deck, minimum SWL 6,250 lb. Several fittings appear to land on the 4-inch-deep transverse main-deck frames on Drawing 69-HSCL-130- 001, and the fitting geometry requires a cutout about 2.18 inches deep in the frame web. (a) Do the Contract Design scantlings and structural analysis (J-1 Section 100) account for this cutout and any required insert plate, collar, doubler, or bracket? (b) Is the 4-inch frame depth intended to be the final structural envelope at these locations? (c) If analysis shows deeper frames or added reinforcement are required, will resulting impacts to weight, headroom, and overhead routing be treated as an FCB change?

See response to Q169.

J-1 Section 071.1.3 requires 6'-6" minimum clear headroom along normal access routes. In the FCB, the space between the underside of insulated deck structure and the 6'-6" headroom line appears to be a significant design risk, appearing insufficient for the ductwork, piping, cableways, and lighting shown. (a) Did the Government verify that the Contract Design provides enough overhead space for these systems, including structure and insulation depth, while maintaining 6'-6"? (b) If not achievable, will required changes to equipment locations, routing, or structure be treated as an FCB change?

SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. For informational drawings the offeror shall mature the contract design to production-ready drawings in compliance with the specification.

Attachment 5 - Government Responses to Solicitation Questions Solicitation No. 70Z02326R93280004

Homeland Security Cutter - Light Icebreaker (HSC-L) Amendment A00008

Multiple FCB drawings show machinery ventilation ductwork crossing the aft starboard escape route from the main machinery space. Based on the duct size and elevation shown, clear headroom appears to be less than the 6'-6" required by J-1 Section 071.1.3. (a) Was this escape route verified for clear headroom and unobstructed egress (Sections 071.1.3 and 071.1.4) with finished structure, insulation, duct supports, and lighting? (b) If not compliant, will rerouting the duct or modifying the escape route be treated as an FCB change?

SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. For informational drawings the offeror shall mature the contract design to production-ready drawings in compliance with the specification.

Drawing 69-HSCL-201-001 shows the main propulsion diesel engines (MPDEs) and ship service diesel generators (SSDGs) closely spaced. J-1 Section 071 requires each component to be independently accessible and removable and engines to be serviceable without removing other equipment or structure. (a) Which engine/generator models and original equipment manufacturer (OEM) maintenance and removal envelopes were used to develop this arrangement?

(b) If vendor data shows Section 071 cannot be met, is relocating machinery, foundations, or exhaust considered normal design maturation or an FCB change?

a) Engine and generator models utilized for validation are listed in the MEL.

B) Changes to the contract can be handled through the ECP process.

J-1 Section 635 insulation (thermal, structural fire protection (SFP), acoustic, vapor barrier, and lagging, including over stiffeners and flanges) reduces usable space. Drawings 69-HSCL-201-001 (Machinery Arrangement, Rev C) and 69-HSCL-640-001 (Space Arrangement, Rev C) appear to show equipment positioned relative to bare structure. (a) Were equipment locations and system routing developed using finished insulated surfaces? (b) If insulation thickness causes interference with equipment, access, or required clearances, will the resulting relocation be treated as an FCB change?

Referenced drawings are informational per SPEC 042.3.1.2

J-1 Sections 568.2.2 and 568.2.3 require the bow thruster variable frequency drive (VFD) to be wall-mounted in the stowage space next to the workshop, with the proportional drive controller co-located. The Government-furnished HCLC assigns the VFD heat load to Compartment 3-4-0-V (Void - Bow Thruster), and the arrangement drawings do not show the VFD. (a) What is the intended FCB location (compartment and bulkhead) for the VFD and controller? (b) Which compartment should carry the VFD heat load, and will the HCLC be revised? (c) Separately, many panels on the arrangement drawings are unlabeled; please provide a panel/equipment identification list.

a/b) VFD location shall be per J-1 requirements.

C)Informational drawings will be updated at contract award.

The offeror is responsible for determining final details and installation as part of detailed design.

Where a Government-provided system diagram places valves, fittings, or instruments at a location where the arrangement drawings do not leave enough space for installation, operation, maintenance, and removal: (a) Which document governs, the system diagram or the arrangement? (b) If satisfying both requires relocating equipment or another FCB characteristic, what Government process applies?

a) SPEC 042.5 provides order of precedence of documents.

B) Changes to the contract can be handled through the ECP process.

The Government-furnished arrangement drawings depict numerous equipment items, electrical panels, enclosures, and other physical features whose locations appear to be reserved in the FCB; however, some depicted items do not have leaders, labels, equipment identifiers, or other information sufficient for the Offeror to positively identify the item or determine the Government's intended configuration and required location. Please clarify how Offerors are to treat unlabeled or ambiguously identified graphical content shown in the Contract Design. Specifically, please confirm whether such content represents a fixed FCB location/design constraint that must be preserved, or background/notional arrangement information subject to normal design maturation. Where an identified or unidentified FCB item, panel, equipment location, or associated maintenance/operating envelope conflicts with a door or hatch swing, access route, required clearance, or other arrangement requirement, please clarify whether the Contractor may change the equipment location, door hand/swing, or closure location as normal design maturation without an Engineering Change Proposal (ECP) or Request for Variance (RFV), provided all applicable structural, watertight, fire, access, HFE, maintenance, and safety requirements remain satisfied. If Government approval is required, please identify the applicable approval/configuration-control process.

SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. Changes to the contract can be handled through the ECP process.

Attachment J-2 requires Government concurrence at the Preliminary and Critical Design Reviews (PDR/CDR), and the Contractor's DCB is established at CDR. If a deficiency that originated in the Government-provided FCB is discovered after PDR or CDR and could not reasonably have been identified earlier, does Government concurrence at PDR/CDR, or establishment of the ACB or DCB, shift responsibility for that deficiency to the Contractor? If treatment differs before vs. after DCB establishment, please identify the applicable clauses.

Changes to the contract can be handled through the ECP process.

Attachment J-2 sets PDR/CDR maturity and closure criteria. If closure criteria cannot be met because a timely Contractor-identified FCB conflict is awaiting a Government decision: (a) Will PDR/CDR closure dates be adjusted, and will the Contractor be relieved of the associated schedule impact? (b) How should open Government-decision items be shown in the Integrated Master Schedule (IMS) and in the design-review exit criteria?

PDR/CDR dates can be adjusted. The offeror can assume that government decision will happen within the allotted time prior to milestones per J-4 submittal requirements.

HSC-L System Specification Section 073.2.2 requires airborne noise limits to be met with machinery and equipment operating simultaneously, and Table 073-2 assigns Crew Berthing to Category B. The anchor windlass is located directly above the forward crew berthing. (a) Must the Category B limits in Crew Berthing be met while the windlass is operating under load (e.g., during anchor retrieval)? (b) Is windlass operation required during the C.3.097.5 Noise Test?

Anchor windlass is not required to be operated during the Noise limits evaluation for Transit and ATON operating conditions per 073.2.3.

16a: Drawing 69-HSCL-167-001 provides the closure schedule but no arrangement drawing showing where each closure is located, and some functional drawings show conflicting door locations and swing directions. Please provide a closure arrangement drawing showing location, swing direction, and closure number for all doors, hatches, manholes, and tank/void access closures, and identify which drawing governs where conflicts exist. 16b: Was the closure arrangement coordinated with the required ladders, ladder stand-off, grab rods, and approach clearances so each opening can be used without interference from structure, equipment, or outfitting?

Drawing 69-HSCL-167-001 provides sufficient detail to locate each closure. ID column and to/from column provide deck, frame, and space location information. Door swings are provided on the General Arrangement (69-HSCL-601-001)

The port and starboard outboard deckhouse passageways appear narrow, and features that reduce clear width (keel-cooler vent terminations, sewage tank vents/overflows, vertical ladders to the deckhouse top, firefighting stations, exterior door swings, and deck fittings) are shown on separate drawings. (a) What minimum clear passage width does the Government intend, and was it checked against the ASTM F1166 walkway criteria invoked by J-1 Section 088? (b) If available, please provide a coordinated, dimensioned plan of these passageways. (c) If the required clear width cannot be maintained, will relocating these features be treated as an FCB change?

Passage clearance shall be as shown in contract drawings.

Changes to the contract can be handled through the ECP process.

For the machinery space arrangement on Drawing 69-HSCL-201-001: (a) What floor plate/grating elevation above baseline was assumed? (b) What bilge water level above baseline was assumed? (c) What minimum elevation above baseline was assumed for the boiler and space insulation? This is needed to confirm the boiler and insulation remain clear of bilge line and adequate equipment rating.

Referenced drawings are informational per SPEC 042.5.3.2 and SPEC 042.3.1.2. informational drawings will be updated at contract award. The offeror is responsible for determining final details and installation as part of detailed design.

J-1 Section 300.3.2 requires the shore power receptacle on the forward side of the deckhouse at or near centerline.

Drawing 69-HSCL-201-001 does not identify the receptacle or stowage for the required 100-ft shore power cable, and this area also contains the anchor-line reel. (a) Where is the receptacle intended to be located (a pair of bottles appear on starboard side of arrangement)? (b) Is the storage box on the starboard side of the forward deckhouse intended for shore power cable stowage? If not, where should the cable be stowed? (c) Was this area checked for receptacle, cable handling, and anchor-line reel operating and maintenance clearances?

The offeror is responsible for providing a final location that meets J-1 requirements.

The Contract Design depicts the AMR/EMR access hatch and Engine Room/EMR access hatch immediately adjacent to one another with the access openings oriented toward the same intervening deck area. The Offeror is concerned that, when both hatches are open simultaneously, personnel entering or exiting one opening may be exposed to the adjacent open hatch, creating a potential fall hazard and reducing the available safe approach/egress area. Please confirm that the FCB arrangement and hatch orientations have been evaluated for simultaneous-open conditions and for safe personnel ingress/egress in accordance with Sections 071 and 623 and the applicable HFE requirements.

Please consider whether the hatch orientations should be reversed or otherwise rearranged so that personnel accessing one opening are directed away from the adjacent open hatch. Please provide or identify the controlling FCB arrangement showing the hatch opening direction, associated ladders, handholds/grabrails, and required approach/egress envelopes, and confirm that these features have been physically coordinated as an integrated access arrangement.

Hatch locations shall be as shown in contract drawings.

Changes to the contract can be handled through the ECP process.

The Contract Design depicts the bow-thruster motor installed horizontally below the lower deck in a dimensionally constrained space. The Offeror is concerned that the FCB arrangement may not provide sufficient access and working clearance for inspection, electrical termination, maintenance, servicing, and removal of the bow-thruster motor and associated components. In particular, the motor terminal/junction box depicted on top of the motor appears to have limited clearance to the lower-deck supporting structure, which may restrict terminal-box cover removal, cable installation/termination, and required maintenance access. Please confirm that the FCB bow-thruster arrangement has been evaluated using the selected equipment's complete OEM installation and maintenance envelopes, including the motor terminal/junction box, electrical cable entry and bend requirements, access for terminal-box cover removal, coupling/service access, and motor/component removal. Where incorporation of the required OEM maintenance and removal clearances demonstrates interference with the FCB structure or adjacent equipment, please identify the process for Government disposition of the resulting equipment, structural, or arrangement change and how associated design and schedule impacts will be addressed.

OEM guidance was considered in the design. Bow thruster locations shall be as shown in contract drawings. Changes to the contract can be handled through the ECP process.

J-1 Section 528.3.1 requires each 7.5-gallon A/C condensate sump tank to be vented to atmosphere, while Section

528.5.1 uses air admittance valves (AAVs) for trap-seal protection. (a) Does an AAV satisfy the Section 528.3.1 venting requirement, or does each sump tank need an atmospheric vent? (b) If a vent is required, may vents be combined, and what size and termination location are intended? (c) Where are the condensate sump tanks and vents/AAVs intended to be located?

AC condensate vents shall be in accordance with SPEC

528.3.1 and can be combined with other AC condensate vents but not with any other tank. Locations of tanks shall be as shown in drawing 69-HSCL-528-001.

The Contract Design does not show insulation or a vapor barrier on the potable water tank, which is located in conditioned space. (a) Is insulation/vapor barrier required to prevent external condensation (J-1 Sections 533 and 635)? (b) If so, what treatment is required, and was the insulated tank envelope (with supports, piping, and access clearances) included in the allocated space? (c) If it cannot fit while meeting Section 071, will the resulting arrangement change be treated as an FCB change?

Insulation/vapor barrier is not required.

Some Contract Design drawings, when considered together, assign the same space to different equipment, systems, or access envelopes. J-1 Section 042.5 requires apparent conflicts to be reported to the Government. (a) Please confirm the Contractor should report such conflicts for Government disposition. (b) What criteria will the Government use to decide whether the resolution is normal design maturation or an FCB change?

a) Confirmed.

b) SPEC 042.3.1.2 provides guidance on modifying contract drawings and informational drawings. SPEC 042.5 provides order of precedence of documents. Changes to the contract can be handled through the ECP process.

Is the fixed-price Design and Engineering effort intended to cover (a) only the normal development, integration, detailing, and producibility work needed to mature the Government-provided FCB into a production design, or (b) also redesign required because an FCB characteristic cannot meet the HSC-L System Specification? If (b) is excluded, what change process applies and how will cost and schedule impacts be addressed?

(a) Yes, the offeror shall mature the design from contract design to production-ready.

(b) The FCB is intended to meet the HSC-L Specification.

The ECP process will apply for new requirements.

To establish a common pricing basis: may Offerors assume the FCB (principal dimensions, arrangements, major equipment locations, system architecture, interfaces, and structural boundaries) can achieve specification compliance through normal design maturation? If not, what design-risk assumption should all Offerors use when pricing?

The FCB is intended to meet the HSC-L Specification

If, after award, vendor data, the 3D Product Model, or systems integration reveals a deficiency inherent in the FCB that could not reasonably have been identified from the solicitation, and correcting it requires a material FCB change to meet the HSC-L System Specification, what change process applies and how will design, production, cost, and schedule impacts be addressed?

The ECP process applies. It is expected that the FCB will change since it needs to mature to an ACB at PDR.

Section J-1, SWBS 256 provides requirements for keel cooler construction and installation but does not identify a minimum vessel speed or external seawater velocity to be used for keel cooler thermal performance. The HSC-L operating profile also includes an anchored condition. 69-HSCL_083_1_1_-_0 identifies specific Fernstrum keel cooler models for the MPDE jacket-water, MPDE aftercooler/reduction-gear, and SSDG cooling circuits. Please confirm that the keel cooler units identified in the Government-provided MEL represent the FCB for keel cooler capacity and performance. Also, please identify the external seawater velocity/vessel speed and seawater temperature conditions used by the Government in selecting/rating these units (vendors historically assume minimum of 1/2" knot when installed on hull with deadrise). If no minimum external seawater velocity is specified, please confirm whether the Contractor may use the MEL keel cooler selections as the baseline thermal capacity without independently demonstrating full rated heat rejection at zero vessel speed.

Engine and gearbox coolers were sized for full power at 3 knot speed. Generators were sized for full power at 0 knot speed, which includes an assumption of ½ mph convective flow over the cooler. The keel coolers in the MEL provide adequate thermal capacity for the design.

Can an additional payment be added for vessel launch or main engine installation move some of the final payment earlier in the build cycle. Our cash flow analysis shows a very negative cash flow with 40% of the payments being made after completion of outfitting which is near the end of production. Would request 10% payment for launch or engine install with final 5% for final acceptance.

The government may consider alternate interim contractor payment milestones, which will be determined at the post-award kickoff meeting.

RFP section C.3.068.3.9.2 — The Contractor shall obtain and provide certification letters from the delivery for diesel engines, generators, gear box and crane, verifying the equipment is ABS Type Approved and installed according to OEM requirements. Since the specification doesn’t require ABS certification of the crane, is this an oversight?

The government requires that the equipment identified in SOW C.3.068.3.9.2 is ABS type approved.

We have reviewed the latest Pricing Sheet that was provided and found there to be existing pricing within Ins Spares section ranging from 20m to 50m through the sheet. Please clarify if there was intent behind those numbers being present on the blank sheet?

The corrected version will be provided in Amendment A00008.

The Offeror states that Coast Guard Drawing FL 2605-33 (Rev B) is missing from the Contract Design materials.

Please clarify whether this drawing will be provided.

See response to Q149 in Amendment A00006, Attachment 4.

Standard drawings will be provided at contract award.

Attachment J-07 pricing for insurance spares. Are we to assume that 1 shipset of spares is to be priced for each ordering period ? Example for order period 1, although 4 vessels are being awarded, we are only to input price for 1 shipset of spares in the "Offeror Pricing" worksheet.

Also, Section B spares does not seem to align with this worksheet for green cells to applicable CLINs and ordering periods.

Offerors shall enter unit pricing for insurance spares per period in the Offeror_Pricing tab. The government will elect to purchase or not purchase insurance spares, as required, for each period with a green highlighted cell.

This worksheet has formulas in the white cells. Can the prices in these cells be further explained. Would this be for additional vessel IDIQ orders ?

The offeror shall edit only cells highlighted in green. The white, black, and gray cell highlight definitions are included in the cell color legend.

203 Is the escalation rate in green cells used for evaluation in any area other than it's affect on TEP ?

The government will evaluate per M.3.3 Factor 5 – Price Proposal.

Is it required to price the Scale Model in each ordering period ? Is this to provide USCG adjustments if funding becomes problem in Ordering Period 2 ?

Yes, the offeror is required to input the unit price for the display model in each ordering period, as required for each cell highlighted in green.

Section C of puts limit of 10% to adjustments. We are not sure why any limits to the adjustment would be justified if the PPI indices indicate such an adjustment is warranted. For discussion.

The economic price adjustment approach complies with the requirements of FAR 16.203.

Ordering Period 1 in Section B does not list Vessel Transport. But the pricing worksheet has a green cell for vessel transport. Somewhat confusing. Assume that contractors are to price the vessel transport quantities into this worksheet as shown in Section B.

Ordering Period 1 - 0 vessels Ordering Period 2 - 2 vessels Ordering Period 3 - 2 vessels Ordering Period 4 - 2 vessels Ordering Period 5 - 1 vessel same question for crew fam training.

The offeror shall input unit pricing for all cells highlighted in green on the Offeror_Pricing tab. The Planned_Ordering tab reflects the governments planned orders by ordering period, which may be subject to change.

statement - The Contractor shall correct outstanding trial cards and provide warranty repairs following the USCG Post-Shakedown Availability at the USCG Yard, Baltimore.

Question - Question: Can the Government define expected PSA duration, staffing assumptions, and historical trial-card closure volumes?

For proposal purposes, the offeror shall assume 14 days to complete the Government's post-shakedown availability. The offeror shall develop staffing and other related assumptions.

RFP requires C.3.080.6.2.1 [Orig] A dedicated technician shall be immediately available on-site Monday through Friday, 0800 – 1600 (U.S. Eastern time) to assist OT vessel operators to perform any required minor maintenance, repair, and corrective actions in order to minimize operational breaks.

Please confirm on-site support requirement for the 6 month duration.

See the response to Q78 in Amendment A00006.

SOW C.3.068.3.7.3 states that limited release for production may be authorized by interim PRRs. Please clarify the intended scope and process for interim PRRs, including what design and production information must be Government-accepted, whether interim PRRs may authorize material processing, prefabrication, or fixture fabrication in advance of the full PRR, and whether interim PRRs may be requested on a rolling basis.

SOW C.3.068.3.7.3 modified to remove reference to interim PRRs in Amendment A00008.

Does "accepted without comments" in Attachment J-2 §C.2.1 literally include editorial and administrative comments, or is it intended to mean no unresolved compliance comments, consistent with §C.1.5?

J-2 §C.2.1 is consistent with §C.1.5.

Is there a drawing for the propulsion shafting system that can be provided that shows details of shaft length, propeller, stern tube, and other details ?

The government will not be providing a detailed shaft drawing. The offeror is responsible for determining final details and installation as part of detailed design. The offeror is responsible for providing a propeller that meets the requirements of specification section 245.

The cooling water drawing number 69-HSCL-256-001 MACHINERY COOLING SYSTEM C was not provided.

When opening the drawing it is the same as drawing 69-HSCL-259-001 EXHAUST SYSTEM DIAGRAM C.

See response to Q5 in Amendment A00006.

Certain Contract Drawings contain notes identifying elements as preliminary not for production, representational, or to be developed by the Contractor. Please confirm whether completing or revising an expressly designated developmental element constitutes a departure from the Contract Drawing under HSC-L System Specification §042.3.1.1, and identify the required approval or configuration-control mechanism.

Completing or revising an expressly designated development element, indicated such as "to be developed by the contractor" does not consitute a departure from the Contract Drawing. The development of these items is considered within the offeror's scope. General statements such as "not for production" are intended to indicate this is a design drawing, not a construction drawing, and the offeror is to develop construction drawings in accordance with the contract drawing.

If compliance with the System Specification requires revision of a Government-furnished Contract Drawing, analysis, model, equipment selection, or other Contract Design artifact, please identify whether the corrective design effort is included within CLIN 0001 Design and Engineering or will be administered as a contract change when the need for revision was not reasonably identifiable before award.

See response to Q192

Please confirm whether the 10-degree list and 5-degree trim test-stand orientation in PPD-589-001 is solely a First Article and Factory Test condition, or whether the crane must also be structurally and functionally rated for operation throughout that inclination envelope.

Crane requirements are listed in section 3 of PPD-589-001 and test requirements are listed in section 6.

Will USCG furnish the baseline crane pedestal reaction envelope used to develop the Contract Design crane foundation, including operating, survival, stowed, and test conditions, or shall the Contractor develop all final pedestal reactions from crane-manufacturer data?

The government has provided a crane foundation designed for the crane listed in the MEL. The offeror is responsible for making final crane selection and providing a crane foundation designed for the final crane selection.