ADDENDA_05-_QUESTIONS.pdf

Government response to questions received, solicitation H92240-18-T-0035.

NOTE: Questions are listed as received without editing.

Q1: We just noticed that the solicitation states set aside N/A and unrestricted on the official SF1449. Per your email below and the pre-solicitation stating this would be a small-business set aside is this an error? Will the government update the effort to its pre-determined small-business set aside status?

R1: This action is unrestricted, meaning both large and small business are permitted to submit a response to the Government’s solicitation requirements. Although the pre-solicitation notice issued on 12 June 2018 and previous correspondence had indicated an intention of issuing the requirement as a small-business set-aside, the Government conducted additional market research via an issued Request for Information/Market Survey. Based upon responses, the Government has pursued an unrestricted competition for referenced solicitation.

Q2: What will you evaluate more technical weight on length or vessel tonnage? If we found a vessel within length but it was a ton or two heavier would this work? Or we have a vessel that falls within the tonnage but is a foot or two longer or shorter?

R2: Please fully review the provision of Federal Acquisition Regulation (FAR) 52.212-1, paragraph (n), basis for award. As stated in this paragraph, basis for award is lowest-priced technically acceptable (LPTA). The Government clearly states that a vessel must meet ALL requirements of the Performance Work Statement (PWS) as verified through the Technical Matrix and must submit a copy of a vessel survey from an accredited vessel surveyor professional completed in the last twelve (12) months. Failure to meet any of the requirements of the PWS or to submit a survey as described under the provision at FAR 52.212-1 may result in submitted quote being unawardable. Thus, regarding what is required for length and vessel tonnage, an offeror must meet both length and vessel requirements.

Q3: If the vessel doesn’t completely meet your specs would you consider a comparable vessel if we are able to explain the differences and how they will benefit you at a considerable discount?

R3: Vessel must meet ALL of the Government’s requirements. See response to Q2.

Q4: Would you take a vessel with less fuel capacity, but can far exceed the distance requirements?

R4: Vessel must meet ALL of the Government’s requirements. See response to Q2.

Q5: Are you aware that the data package requested of 20 gigabytes is $4,000 per month? Is this necessary? Does the government agree to data overages of 20 cents per message.

R5: Performance Work Statement paragraph 2.29 revised. Be advised that the offeror will not be reimbursed additional funds in excess of the firm-fixed pricing submitted; thus, the offeror shall include any required costs in its firm-fixed pricing. The burden is on the offeror to determine the level of risk it is willing to accept, as well as its competitive strategy, and price accordingly.

Q6: We have a 2015 vessel with a survey that is recent but not within 12 months. These surveys cost considerable money to complete on a vessel; $6k-$10k. Will the government reimburse vendors for this charge? If not, we request that this language be changed so that resulting contractor who is awarded the contract can then provide a survey to the government. This would allow contractors to recoup the cost of the survey by pricing the cost into our bid. A survey will be provided to the government before handing the vessel over to the government for acceptance.

R6: A vessel survey completed within the last 12 months from date of RFQ submission due date, as described under the provision at FAR 52.212-1, is a requirement of the solicitation. Offerors will not be reimbursed for the price of the vessel survey.

Q7: Where is the vessel to be delivered and accepted?

R7: As stated under PWS paragraph 7.1, acceptance will be at a CONUS location. Government will coordinate acceptance location post award, but vessel must be located CONUS. For purposes of evaluation, an offeror meets this requirement if the proposed vessel is available for acceptance at a specific CONUS location, e.g., San Diego, CA.

Q8: What does the government consider routine maintenance and upkeep? Hull scratches, deck gouges, prop dings, rub rail damage, ultra violet damage, etc. is not normal wear and tear as listed by the 43 CFR. This instruction defines normal wear and tear for bareboat charters. Any scratches or dock rash that penetrate the gel coat of the vessel is not wear and tear for example.

This must be better defined.

R8: Revised PWS paragraph 5.2 to add the following:

Ordinary Wear and Tear:

(i) Thinning of paint due to the action of time and elements;

(ii) Minor scuffing of paint

(iii) Rust or corrosion due to contact with sea water and air;

(iv) Fouling of hull by growth of marine organisms.

(v) Routine wearing of vessel's internal structures (i.e. wearing of carpet due to normal foot traffic)

Ordinary wear and tear shall not include damage to the vessel’s deck, internals and hull that results from the charterer’s usage of the vessel or otherwise (i.e. spilling of motor oil on white carpet)

Q9: Regarding PWS Section 5.2, there are references to maintenance and repair. However, it is unclear whether or not the contractor will be responsible for consumable expenses associated with the operation of the vessel by the Government. Because some consumables, including oil and filters, are tied to the operation of the vessel and intervals may occur when the vessel is not in port (due to the Government's intended operations and scheduled use), can the Government confirm that operating expenses, specifically oil, oil filters and oil changes, are excluded from the contractor's responsibility?

R9: The government is not responsible for the consumables associated with routine maintenance and repair. Section 5.2 is intended for the vendor; the impetus is on the owner of the vessel to conduct routine maintenance and repair (e.g. changing fluids/filters, replacing shaft/rudder packing, changing out impellers), in an effort to extend the vessels longevity and overall condition. Only in extremis will the government perform these types of routine maintenance and repairs. "In extremis" is defined as: a situation whereby the vendor is unable to conduct routine maintenance and/or repair due to geographic location, potential disruption of training/operations, or when vessel is underway or in an area where the routine maintenance/repair is not feasible (i.e. no mechanics, no marinas/ports to pull in).