Attachment I- Statement of Work.pdf

NOAA Fleet Stability Software Requirements

1.0 Overview

1.1 NOAA operates a fleet of research ships to safely facilitate its Earth observations. These ships must be operated in accordance with their Trim and Stability (T&S) Booklets that define their maximum loads to meet Federal stability criteria. Software that reflects the calculations and limits defined in these T&S Booklets assists the ships’ officer’s control of solid and fluid loads to safely accomplish their missions. The stability software currently in use is called GSSP (Glosten Shipboard Stability Program), but its vendor Glosten is now terminating support for the software.

2.0 Objective

2.1 NOAA intends to acquire shipboard stability software of best value to the government in replacing GSSP with similar or increase capabilities for its fleet of 15 ships.

2.2 Provide engineering services to update the stability software as needed based on changes to the lightship weight, center of gravity and hull/superstructure configuration.

2.3 Provide stability software installations on newly built ships.

2.4 Provide naval architecture and design services to conduct ship intact and damage stability assessments, structural design, and support of configuration changes to the fleet of ships.

3.0 References

3.1 Trim and Stability Booklets (Fleet)

3.2 Ship structural drawings as requested.

4.0 Requirements

4.1 Provide stability software, installation and training services as described in the following paragraphs.

4.1.1 The contractor shall provide the following demonstrated experience with ship stability software.

4.1.1.1 Provide example references for shipboard installations of their stability software, where both the software and vessels have been classed by a member of the International Association of Classification Societies for at least the last 5 years. The stability software shall be approved by the American Bureau of Shipping (ABS) for individual NOAA ships or the entire fleet, but type approval is not required. Preference is given for software produced and supported by an offeror based in the United States that was developed under the guidance of on staff naval architects.

4.1.2 The software shall have the following compatibly.

4.1.2.1 Software shall be compatible with Microsoft Windows 10 in both 32-and 64-bit versions. The software may be additionally compatible with MacOS, iOS, Linux, and/or Android.

4.1.2.2 Software shall be able to export results to a Windows-compatible printer, Adobe Acrobat Portable Data Format (PDF), or Microsoft Office.

4.1.2.3 NOAA information technology (IT) engineering technicians shall be able to install new software updates at any time, including at sea.

4.1.2.4 Any networked installation shall not compromise the ability of multiple users to simultaneously and independently calculate different loading conditions on the same ship geometry.

4.1.3 The software must meet the NOAA IT Security requirements and be approved by NOAA IT department.

4.1.4 The software shall also meet the following requirements.

4.1.4.1 Licensing requirements as follows:

4.1.4.1.1 Licensing for shipboard use shall continue as long as the ship is owned by NOAA, while updates, corrections, support, and shoreside geometry modifications maybe by subscription.

4.1.4.1.2 Any individual hardware installation shall be licensed with a dongle or moveable by an IT technician.

4.1.4.1.3 All data shall be presentable to users in their choice of English (lb, LT, ft) or metric (kg, mT, m) units, with an initial default of English units for ships built before 2001 and metric units for ships built since 2000. The stability software shall reflect the version of each ship’s Trim and Stability Booklet most recently accepted by ABS, as closely as possible. The stability software may interface with ABS Nautical Systems fleet management software.

4.1.4.2 Geometry requirements as follows:

4.1.4.2.1 Stability software shall base its calculations on individual ship geometry models rather than precomputed hull and tank tables. Initial ship geometries are only available in ASCII text files in GHS (General HydroStatics) format (from Creative Systems, Inc., Port Townsend, WA), where displacer and container shapes and wind profiles are defined by transverse sections with transverse and vertical offsets and sequenced longitudinally in a hierarchy of components and parts. Contact Creative Systems at sales@ghsport.com for a full description of the GHS geometry file format.

4.1.4.2.2 Ship geometries shall include monohulls and multiple hulls of at least 600 long tons of displacement in salt water, with multiple fixed appendages such as rudders and sonar gondolas. The stability software shall be able to identify a moveable centerboard in the geometry file and accurately reflect its displacement, waterplane, and draft effects in any one of at least four different positions or heights.

4.1.4.2.3 Ship geometry models used by the stability software shall be maintained shoreside by specific NOAA personnel in GHS or SolidWorks formats, or else software provided by the offeror and included in its quotes.

4.1.4.2.4 Geometry maintenance shall include the ability to view, create, modify, and save files through a graphical user mailto:sales@ghsport.com interface (GUI). Shipboard users shall not be able to change ship geometry files except for the aforementioned IT technicians and/or specific NOAA personnel shoreside.

4.1.4.3 The environmental aspects shall be input as follows:

4.1.4.3.1 Specific gravity is defined herein relative to the density of fresh water at 4°C, i.e. 1 kilogram per liter or 1 metric ton per cubic meter. The stability software shall allow users to adjust the density of the water floating the vessel between specific gravity values of 0.99 and 1.03, with resolution no worse than 0.0005 and a default value of 1.025.

4.1.4.3.2 The stability software shall allow users to adjust individual tank load limits between 0 and 100%, with resolution no worse than 0.1%, and their fluid density between specific values of 0.7 and 1.03, with resolution no worse than

0.0005. Water density may be calculated with the UNESCO

international thermodynamic equation for seawater (2010, https://unesdoc.unesco.org/ark:/48223/pf0000188170) from salinity and temperature measurements, which may vary with depth.

4.1.4.3.3 The stability software may interface with tank gauging systems, vessel navigation or GIS system for environmental ballast water management, and cranes, davits, and other shipboard lifting appliances.

4.1.4.4 Graphical User Interface (GUI) requirements shall meet the following:

4.1.4.4.1 The stability software shall present a graphical user interface (GUI) for the user to place, verify, move, and remove solid and fluid loads in both global (ship) and local (compartment) coordinate systems. Fluid loads shall be definable as a percentage of tank capacity, by sounding or ullage measurements, or by volume or weight of fluid.

4.1.4.4.2 Ship coordinates shall show longitudinal positions in both frame numbers and distances positive aft of Forward Perpendicular; transverse positions positive to starboard;

and vertical positions positive above baseline.

4.1.4.4.3 Local coordinates shall show the same sign convention as ship coordinates, but with a convenient reference point for each space.

4.1.4.4.4 The stability software shall calculate both statutory (Code of Federal Regulations, United States Coast Guard) and actual free surface effects on transverse metacentric height (GM).

4.1.4.4.5 Stability limits shall be switchable by the user between minimum transverse GM required and maximum KG allowed.

4.1.4.4.6 Vessel conditions that do not comply with regulatory rules shall trigger warnings of different safety ratings based on the applicable Trim and Stability Booklet. The stability software may be able to calculate stability capabilities and margins with partially and fully flooded compartments.

https://unesdoc.unesco.org/ark:/48223/pf0000188170

4.1.4.5 The output of results shall include the following:

4.1.4.5.1 The stability software shall calculate hydrostatic properties, including drafts at appendages, waterplane area, center of flotation, transverse and longitudinal waterplane area moments of inertia, wetted surface, volume, displacement, and center of buoyancy, for at least the range of displacements and trims addressed by the relevant Trim and Stability Booklet, and heel up to 30 degrees either side of vertical. Hull form coefficients may be calculated to include block, prismatic, vertical prismatic, maximum section, and waterplane.

4.1.4.5.2 The stability software shall calculate properties derived from both hydrostatics and mass properties, including transverse and longitudinal metacentric heights, tons per inch immersion, moment to trim one foot, moment to heel one degree (and metric equivalents), for the same range of displacements, trims, and heels.

4.1.4.5.3 The stability software shall be able to calculate icing effects on stability from observed thickness on exposed surfaces.

4.1.4.5.4 The stability software shall permit users to calculate how to change ballast, burn fuel, or move fluids between tanks of the same fluid to achieve (or approach) desired draft, heel, trim, and/or transverse metacentric height.

4.1.4.5.5 The stability software shall be able to calculate the weight, longitudinal and transverse location of a line item that corrects the current load case calculation to one based on draft or freeboard observations and water density. An estimation of the ship’s vertical center of gravity may be derived from observed roll period (over at least three consecutive rolls) or heel and trim effects of lifting of measured weights by cranes or davits.

4.1.4.5.6 Estimation of the ship’s mass moments of inertia may also be derived for seakeeping, maneuvering, and station-keeping predictions.

4.1.4.5.7 The software may calculate hull deflection (hog or sag) from at least five freeboard measurements made along each side of the ship in still water and longitudinally well-spaced, recognizing both local bulwark height and deck thickness.

Any hog or sag must be a positive value at a well-defined midship location.

4.1.4.5.8 The stability software may produce curves of righting arms versus heel at multiple trim angles and user-defined points of interest vulnerable to immersion.

4.1.4.5.9 The stability software may address secondary and dynamic stability calculations.

4.1.4.5.10 The stability software may predict squat (sinkage) and trim of the ship produced by forward speed through still water or regular waves. The stability software may provide easy access to the Trim and Stability Booklet, ship hydrostatics and tank capacity tables, and stability letter reflected in the software.

4.2 The contractor shall also provide technical assistance as follows:

4.2.1 Provide 500 hours per year of technical services to update the stability software to the ship as required due to changes to the ships lightship weight, centers of gravity, changes to the trim and stability booklet, changes to tank configurations, changes to the ships hull form and superstructure arrangement.

4.2.2 The contractor shall provide at least 8 hours of training for the ship’s crew for each shipboard software installation. As part of the training, the contractor shall provide a user manual that describe all of the operations of the program as well and how to utilize each attribute that can be controlled by the user. The outputs of the program shall also be defined. The contractor shall demonstrate to the users how each of the critical components of the software work.

4.2.3 Provide 3 days of onsite training to the shoreside support personnel (approx. 4 people). This training shall include an in depth review of the stability software as well as training for the hull modeling software used by the stability software.

Provide copies of manuals for the stability software and hull modeling software.

4.3 Provide naval architecture and design services as follows:

4.3.1 Provide naval architecture and design services to support ship stability assessments and configuration changes to the fleet. Assume support for two incline experiments and one light ship survey are required per year.

4.3.1.1 Conduct testing stability testing as follows.

4.3.1.1.1 Conduct a light ship survey on a designated ship in accordance with ASTM F-1321, Standard Guide for Conducting a Stability Test (Light Ship Survey and Incline Experiment) to determine the Light Ship displacement and Centers of Gravity of a Vessel. The output of the displacement check shall be an accurate lightship displacement, transverse center and longitudinal center of gravity. The test shall include at a minimum the following data collection.

4.3.1.1.1.1 Measurement of all tanks levels using tank

soundings and where necessary tank level indicator readings.

4.3.1.1.1.2 Measurement of the at least 5 freeboard draft

measurements per side to determine the ship’s displacement as well as recording the ships drafts.

4.3.1.1.1.3 A survey of all of the ship’ spaces and open decks to determine weights to add, remove or relocate.

Standard Navy convention for lightships weights to include shall be used.

4.3.1.1.1.4 Generate a report that determined the ship’s

lightship weight and the transverse and longitudinal centers of gravity.

4.3.1.1.2 Conduct incline tests on designated ships in accordance with ASTM F-1321, Standard Guide for Conducting a Stability Test (Light Ship Survey and Incline Experiment) to Determine the Light Ship Displacement and Centers of Gravity of a Vessel. Those test shall include every item listed in the displacement check, but shall also include weight movements on the ship to determine the ships vertical center of gravity and period of roll.

4.3.1.1.2.1 Crane services and associated weights will be

provided by NOAA on a separate contract, but must be coordinated with to conduct the testing.

4.3.2 Provide up to 250 hours per year of emergent technical support assistance to assist NOAA in determining damage stability and salvage in the event of a ship causality where uncontrolled flooding has occurred.

4.3.3 Provide 500 hours per year of naval architecture and design services to assess configuration changes onboard the fleet of ships.

4.3.3.1 Provide stability assessment of proposed changes to the ship.

4.3.3.2 Provide updates to the Trim and Stability Booklet for each ship.

4.4 Provide stability software per paragraph 4.1 for newly constructed ships. Pricing shall be provided per hull and include training and installation services.

5.0 Deliverables:

5.1 The contractor shall provide the following deliverables.

5.1.1 Software and required licensing (2 installations per ship and 2 installations shoreside)

5.1.2 Hull and tank modeling software (2 licenses to be based shoreside)

5.1.3 Hull form and tank models in either GHS or contractor provided hydrostatic software formats for each ship.

5.1.4 Stability software user’s manual.

5.1.5 Hull and tank modeling software user’s manual.

6.0 Testing Requirements:

6.1 After installation of the software on the ship, work with the ship to run up to five different loading scenarios. Each scenario shall be verified in reality with actual drafts, tank readings, list and trim readings. The ship will provide assistance in moving ship fluids to setup each scenario.

7.0 Period of Performance

7.1 The period of performance shall be 5-years after date of award.

8.0 Place of Performance

8.1 The software installation, technical services and training shall take place on each ship. The ship’s will be located in the following regions:

Oscar Sette – Honolulu, Hawaii

Reuben Lasker – San Diego, CA

Fairweather - Newport, OR

Rainier – Newport, OR

Bell Shimada – Newport, OR

Oscar Dyson – Newport, OR

Ferdinand Hassler – New Castle, NH

Henry Bigelow – Newport, RI

Okeanos Explorer – Newport, RI

Thomas Jefferson – Norfolk, VA

Nancy Foster - Charleston, SC

Ronald Brown - San Diego, CA

Pisces - Pascagoula, MS

Gordon Gunter – Pascagoula, MS

Oregon II – Pascagoula, MS

Shoreside Personnel – Newport, OR

Suggested products

• CargoMax, from Herbert-ABS (California, Texas)

• GHS Load Monitor (GLM), from Creative Systems (Washington)