Amendment 004.pdf

1. CONTRACT ID CODE PAGE OF PAGES

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT 1 2

2. AMENDMENT/MODIFICATION NO. 3. EFFECTIVE DATE 4. REQUISITION/PURCHASE REQ. NO. 5. PROJECT NO. (If applicable) Amendment 004 05 Nov 2025

6. ISSUED BY CODE 70Z085 7. ADMINISTERED BY (If other than Item 6) CODE 70Z085 USCG Surface Forces Logistics Center U.S. Coast Guard Island, Building 55 Alameda CA 94501

USCG Surface Forces Logistics Center U.S. Coast Guard Island, Building 55 Alameda CA 94501

8. NAME AND ADRESS OF CONTRACTOR (no., street, county, State and ZIP Code) √ 9.A AMENDMENT OF SOLICITATION NO.

70Z08526QLREP0001

X 9B. DATE (SEE ITEM 11)

10/27/2025

10A. MODIFICATION OF CONTRACT/ORDER

NO. N/A

10B. DATED (SEE ITEM 13)

CODE FACILITY CODE

11. THIS ITEM ONLY APPLIES TO AMENDMENTS OF SOLICITATIONS

The above numbered solicitation is amended as set forth in Item 14. The hour and date specified for receipt of Offers is extended, is not extended. Offers must acknowledge receipt of this amendment prior to the hour and date specified in the solicitation or as amended, by one of the following methods: (a) By completing Items 8 and 15, and returning 1 copies of the amendment; (b) By acknowledging receipt of this amendment on each copy of the Offer submitted: or (c) By separate letter or telegram which includes a reference to the solicitation and amendment numbers. FAILURE OF YOUR ACKNOWLEGEMENT TO BE RECEIVED AT THE PLACE DESIGNATED FOR THE RECEIPT OF OFFERS PRIOR TO THE HOUR AND DATE SPECIFIED MAY RESULT IN REJECTION OF YOUR OFFER. If by virtue of this amendment you desire to change an offer already submitted, such change may be made by telegram or letter, provided each telegram or letter makes reference to the solicitation and this amendment, and is received prior to the opening hour and date specified.

12. ACCOUNTING AND APPROPRIATION DATA (If required)

13. THIS ITEM APPLIES ONLY TO MODIFICATIONS OF CONTRACTS/ORDERS,

IT MODIFIES THE CONTRACT/ORDER NO. AS DESCRIBED IN ITEM 14.

A. THIS CHANGE ORDER IS ISSUED PURSUANT TO: (Specify authority) THE CHANGES SET FORTH IN ITEM 14 ARE MADE IN THE CONTRACT/.ORDER NO. IN ITEM 10A.

B. THE ABOVE NUMBERED CONTRACT/ORDER IS MODIFIED TO REFLECT THE ADMINISTRATIVE CHANGES (such as changes in paying office, appropriation data, etc) SET FORTH IN ITEM 14, PURSUANT TO AUTHORITY OF FAR 43.103(b).

C. THIS SUPPLEMENTAL AGREEMENT IS ENTERED INTO PURSUANT TO AUTHORITY OF:

D. OTHER (Specify type of modification and authority).

E. IMPORTANT: Contractor is not, is required to sign this document and return copy to the issuing office.

14. DESCRIPTION OF AMENDMENT/MODIFICATION (Organized by UCF section headings, including solicitation/contract subject matter where feasible.)

The purpose of this amendment is to change the closing due date from 10 November to 14 November to allow additional time to review all questions and responses being posted as of today.

Except as provided herein, all terms and conditions of the document referenced in Item 9A or 10A, as heretofore changed, remains unchanged and in full force and effect.

15A. NAME AND TITLE OF SIGNER (Type or print) 16A NAME AND TITLE OF CONTRACTING OFFICER (Type or print)

Robin B. Kloeppel, Contracting Officer 15B. CONTRACTOR/OFFEROR 15C. DATE SIGNED 16B. UNITED STATES OF AMERICA 16C. DATE SIGNED

BY

(Signature of person authorized to sign)

(Signature of Contracting Officer)

NSN 7540-01-152-8070 30-105 STANDARD FORM 30 (REV. 10-83) PREVIOUS

EDITION UNUSABLE Prescribed by GSA, FAR (48 CFR) 53.243

Standard Form 30 Continued

USCGC ALEX HALEY SSDG REPOWER (GENERATOR SET)

Questions from Vendors

These questions relate to the generator specs as well as the paralleling integration.

Engine Systems

Question 13:

3.5.29 If the engine has timing marks elsewhere and are what are called out in the engine service manual, is it necessary to add additional markings to the flywheel or other large diameter rotating items attached to the crankshaft? Doing so and using those for timing may increase the potential for damaging the engine or voiding warranty, as they are not part of the procedure prescribed by the engine manufacturer.

This would be an acceptable alternative to the requirement in the SOW

Question 14:

3.5.4.6 Is it preferable to have the resilient mounts above or below the skid? For double bearings, under is better, for single bearings, above makes installation of the skid to the vessel much simpler.

The SOW indicates that resilient mounts above or below the skid are acceptable. There is no preference to either arrangement. The bidder can pick the arrangement that works best for their application.

Question 14.a. Are there thrust requirements for the resilient mounts to handle heavy sea states?

No

Question 15:

3.5.9 The external jacket water expansion tank, is that part of the scope of supply, or will that be fitted in the vessel to the overhead and supplied by others?

The bidder must supply the jacket water expansion tank that meets the requirements of 3.5.9 (has a gage glass and provisions for the addition of chem treatment and make up water). If the bidders designed the jacket water tank to be mounted to the skid, that is acceptable. If the bidders intend for the tank to be mounted above the engine in the compartment, then the bidder is not responsible for mounting the tank. They just need to provide the tank.

Alternator Design:

Question 16:

3.6.1 If a single bearing generator substantially reduces the overall package length and better facilitates service and maintains crankshaft alignment, is that still a secondary preference to a two-bearing generator?

The preference for a two-bearing generator has been so far based on existing service and generic research showing improved vibration and transient performance. If the offeror justifies the choice of a single-bearing generator based on technical reasons, mitigations, or performance, then use of a single-bearing generator will not be considered detrimental in the technical consideration of the offeror’s design.

Generator Engine and System Controls:

Question 17:

3.7.1 Controls and paralleling integration. The Woodward 2301 is a very outmoded controller. Using that controller on these engines would be equivalent to purchasing a 2025 model year F350 truck and wanting to control it with the ECU from the 1984 Honda Civic you're trading in. It just doesn't make a lot of sense, especially considering the requirements around equipment monitoring. Will any consideration be given to updating the paralleling controls for the generators to modern equipment better suited to meet current engine operating and control standards and capabilities?

The Woodward 2301E is still supported by the manufacturer and is well-known and serviceable by USCG personnel throughout the fleet, notably without any purchase of software license or specialized training beyond what their trade already requires. While we appreciate the automotive analogy, the 2301E is understood by us to be primarily for load regulation, sharing, and interface with the existing switchboard, and there will still need to be a new ECU (or ECM) suitable for the new generator set.

We would consider a proposal to update load sharing controls as an option which should be offered separately and not required for purchase of the generator set according to the base SOW requirements (ie. with the 2301E as the controller). If such an option is offered, it must not be larger in footprint than the 2301E or require significant changes within the switchboard. However, no additional technical information will be provided about the existing switchboard as part of this procurement.

Question 18:

3.7.3 Are the manual speed controls part of the scope of supply?

Local manual speed controls at the generator set skid are within the scope of supply for this project.

Question 19:

3.7.4 Can the cylinder temperature monitoring be waived if no option is available?

A single exhaust temperature sensor is acceptable, according to details as discussed elsewhere in the questions/amendments.

Question 20:

3.7.6.3. There are some maintenance and configuration changes which are only allowed to be performed by factory trained service technicians, using diagnostic software not available to the public. There are customer-facing versions available, but they have limited functionality beyond engine monitoring and data collection. Will any deviation from the requirements listed be allowed? Is the government willing to pay the required annual subscription fees for the maintenance software that is available?

Deviations will be considered, but the capabilities, requirements, and costs must be clearly articulated in the offer.

The offer must be specific about what level of maintenance is required to be supported by a factory-trained technician, and the general availability of technicians in the operating region. Questions such as; how many are based in a certain distance, are they required to be an employee of the OEM, what is typical response time, and the typical hourly rate, should be answered in such a case. If required recurring maintenance for the offered generator set may only be accomplished by a factory-trained service technician, this is considered unfavorable from a lifecycle cost and maintainability perspective, but it is not expressly excluded from consideration. This contract will not obligate the Coast Guard to enter into any service agreement beyond the stated period of performance.

A limited software subscription may be purchased but must not be required for operation of the generator set. If paid maintenance software is offered as part of this contract, a one-time license fee is strongly preferred over a recurring subscription. If this is not an option, please include at least 3 years of license fee in the initial offer.

Question 21:

A single license is sufficient for all three generators. Are three licenses still required, or will one suffice?

If multiple licenses are not recommended, there must at least be the ability to use the software at multiple workstations/PC’s (not simultaneously). In practice, the software will be primarily made available to the ship’s crew but will need to be backed up in its native format and accessible by engineers or shore-based technicians.

Question 22:

3.7.12, emergency shutdown by interrupting fuel flow. Cutting off the fuel flow will not, under all conditions guarantee the engine will cease to fire in a runaway event. If the engine is running on its own lube oil because of fuel oil dilution due to an internal fuel leak, The only sure way to do that is with an intake air shut off valve.

Air shut off in addition to a fuel flow shutoff should be included in this case. We understand that shutting off fuel may not be a reliable way to stop a runaway engine, but we want to maintain the ability to isolate fuel remotely as part of a shutdown, in the event of a leak.

The requirements paragraph referenced was unclear in this regard. The requirement is to be able to shut down the engine expediently, but isolate fuel to the engine as part of the process. If air intake shutoff is the only viable way to accomplish shutdown within 60 seconds, it should also be included in the design.

Paragraph 3.7.12 is revised for clarity as follows:

The engine must be provided with an emergency shutdown device independent of the governor. The device must be operable by a pull handle or pushbutton. It must simultaneously interrupt fuel flow to the engine, regardless of whether airflow is interrupted, and must stop the engine without damage within 60 seconds. The device must require manual resetting before the engine can be restarted. The device may be combined with the over-speed trip device, and other emergency shutdowns. Means must also be provided to actuate the trip locally at the engine.

Question 23:

3.7.14 Can the voltage regulators be supplied prior to installation for test running at our facility?

Voltage regulators can be provided when the generator set is ready for Factory Acceptance Testing (FAT), with sufficient notice, as discussed elsewhere in the amendments.

Question 24:

3.7.17 If a modern controller is opted for over a Woodward 2301, can the consolidated remote-control display be integrated into the paralleling control display, or is a separate generator display still preferred?

A separate display for the generator set is required. As discussed in the address to the controller upgrade question, at this time, significant changes to the switchboard (and how it is operated by the crew) will not be considered.

Question 25:

3.7.21 Is the battery and battery charger part of the scope of supply?

Battery and battery charger as required by the engine (generator set) is required to be supplied.

General Questions:

Question 26:

Will the vessel switchgear be overhauled as part of this repower? We provide complete power generation, paralleling and control systems as a comprehensive unit, load tested at our facility. This allows for most of the integration and programming before delivery, reducing from days to hours the time spent onboard to configure the equipment. Having a single source supplier for these systems allows for a single point of contact for any service and support and troubleshooting which may be required during the life of the equipment.

The possibility of switchgear overhaul or replacement is actively being researched separately. We would welcome discussion of this nature outside the scope of this contract, but we are not currently committed or obligated to alter the switchgear, and the possibility of such work must not influence the offer of generator sets according to the requirements in this SOW.

Question 27:

What means will be used to control engine speed and will we be required to program the engines ECU to accept that input before delivery of the equipment?

The ECU (or genset controller) must accept actuator output from the speed controller at the switchboard of 0-20 mA, 4- 20 mA, 0-200 mA, or pulse-width modulation (PWM), which are what is available from the Woodward 2301E, with the specific choice of input up to discussion after contract award. The ECU (or genset controller) must be programmed to the agreed-upon input prior to delivery. Changes to this or other control configurations at installation with Tech Rep support may be possible but will be handled via the installation contract.