Attachment_I_-_SOW.pdf

STATEMENT OF WORK FOR

VENDOR CONTRACT SUPPORT FOR

OVERHAUL OF 140’ WTGB

MAIN PROPULSION MOTOR FOR

SERVICE LIFE EXTENSION PROGRAM

ORIGINATED BY: Charles A. McFeaters (SFLC, ESD, NAME)

DATE: 19 September 2013

STATEMENT OF WORK FOR

VENDOR CONTRACT SUPPORT FOR

OVERHAUL OF 140’ WTGB

MAIN PROPULSION MOTOR FOR

SERVICE LIFE EXTENSION PROGRAM

CONTENTS

1. General

2. References

3. Statement of Work

4. Period of Performance

5. Deliverables

6. Schedule

7. Acceptance Criteria

8. Government Furnished Property

9. Security Clearance

10. Contracting Officer’s Technical Representative

Appendices

Figures

1.0 GENERAL

1.1. Scope – This Statement of Work (SOW) describes the requirements for vendor support of the 140’ WTGB Service Life Extension Program (SLEP), main propulsion motor overhaul. The vendor shall conduct overhauls and provide installation support services for the SLEP on a requirements contract basis with one (1) base year and four (4) 1-year options. The vendor will supply technical expertise, facilities, services, labor, materials and any other resources required to return the propulsion motors to “like new” conditions to meet the 15 year life extension requirements. The vendor may be asked to provide on-site motor installation and set-up at the

USCG Yard’s facility.

1.2. Background – The SLEP is responsible for extending the service life of the 140’ WTGB Bay class cutters by 15 years. Due to SLEP related structural modifications, the main motor will be removed from the cutter in its entirety. The US Coast Guard (USCG) will take advantage of this optimal window and overhaul the main propulsion motor, restoring it to “like new” condition or at least a 15 year extension. This motor overhaul will meet the 15 year life extension requirements.

1.3. Motor Data –

Equipment Nomenclature: MOTOR, ELECT 900VDC, 2500HP, 245/305RPM

NSN: OC 6105-01-309-3793

REF NBR/EFD: A100073G01

The main propulsion motor is a single armature Westinghouse motor connected to the propulsion shafting by a flanged coupling. The motor is a DC, shunt-wound, separately-excited, compensated machine, rated at 2,500 HP. It is designed for full load rating continuously at an ambient temperature of 122 degrees F.

2.0 REFERENCES

2.1. Government Documents – The following Specifications and standards form a part of this specification to the extent specified herein. Unless otherwise specified, the documents listed here by number and date shall be those in the current Department of Defense Index of Specifications and

Standards (DODISS) and supplements therein.

2.1.1. Specifications, Military

2.1.1.1 NSTM, S9086-KC-STM-010, Section 300, Electric Plant - General.

2.1.1.2 MIL-STD-130N, Identification Marking of US Military Property

2.1.2. USCG Surface Forces Logistics Center (SFLC) Documents

2.1.2.1 Technical Manual TP-1986, SWBS 235, Section A, Cleaning Procedures for Direct

Current Propulsion Motors and Generators

2.1.2.2 Technical Manual TP 3475, SWBS Number 235, Section I, Propulsion Electric

Equipment – Propulsion Motor

2.1.2.3 Technical Manual TP 3475, SWBS Number 235, Section J, Propulsion Electric

Equipment – Main Drive Motor Thrust and Journal Bearings

2.1.2.4 Technical Manual TP 3475, SWBS Number 235, Section K, Propulsion Electric

Equipment – Maintenance

2.1.2.5 Technical Manual TP 3475, SWBS Number 235, Section A, Propulsion Electric

Equipment – General Data

2.1.2.6 SFLC-D-084-0481, REVA, Preservation, Packaging, and Marking

2.1.2.7 SFLC-D-000-0100, REV G, Bar Coding for USCG SFLC Material

2.2. Commercial Documents – The following documents form a part of this specification to the extent specified herein. The documents shall be the version listed by number and date from the referenced industry organization. Commercial documents may be listed in the Department of

Defense Index of Specifications and Standards (DODISS).

2.2.1. American National Standards Institute (ANSI) / Electrical Apparatus Service

Association (EASA): ANSI: http://www.ansi.org/, EASA: http://www.easa.com/

2.2.1.1 AR-100-2010, Recommended Practice for the Repair of Rotating Electrical

Apparatus

2.2.1.2 ANSI/NCSL Z540-1-2006, Calibration Laboratories and Measuring and Test

Equipment - General Requirements

2.2.1.3 ANSI/ASQC Q9001-2008, Quality management Systems Requirements http://www.ansi.org/ http://www.easa.com/

2.2.2. Institute of Electrical and Electronic Engineers (IEEE): http://standards.ieee.org/

2.2.2.1 IEEE Std 43-2000, Recommended Practice for Testing Insulation Resistance of

Rotating Machinery

2.2.2.2 IEEE Std 113-1985, Guide: Test Procedures for Direct-Current Machines

2.2.2.3 IEEE Std 432-1992, Guide for Insulation Maintenance for Rotating Electric

Machinery (5 hp to less than 10 000 hp)

2.2.3. National Electrical Manufacturers Association (NEMA):

https://www.nema.org/Standards/

2.2.3.1 NEMA-MG-1-2006, Motors and Generators

2.2.3.2 NEMA-CB-1-2000, Brushes for Electrical Machines

2.2.4. Society of Naval Architects and Marine Engineers (SNAME):

http://www.sname.org/

2.2.4.1 SNAME 3-39-1985, Guide for Shop and Installation Tests

2.3. Original Equipment Manufacturer (OEM) Documentation - PROPRIETARY

2.3.1. TECO-Westinghouse Motor Company (TWMC)

2.3.1.1 I.B. 3500-50B-1962, Instructions for Direct Current Generators and Motor Technical

Manual

2.4. Order of Precedence - In the event of a conflict between the text of this SOW and the references cited herein, this SOW shall take precedence. The Vendor is required to notify the

Contracting Officer (KO) in writing for a resolution of any ambiguity or conflict found in these specifications.

2.5. Vendor Proprietary Specifications and Procedures - The vendor, if the OEM or otherwise authorized by the OEM, may utilize proprietary OEM specifications or procedures to accomplish work necessary for this task when these documents or procedures are superior to those in the references listed above or described in this document. The vendor must submit a brief summary highlighting the superiority of their specification or procedure to the specifications and procedures herein. The USCG will review and, if acceptable, provide written approval for this deviation.

2.6. Definitions and Acronyms

2.6.1. CLIN – Contract Line Item Number

2.6.2. NLT – No Later Than

2.6.3. WAEMA – Weeks After Equipment Made Available

3.0 STATEMENT OF WORK

3.1. Requirements -The vendor shall provide the USCG Bay class cutters with main propulsion motor overhaul support. The support shall be performed in accordance with the policies and http://standards.ieee.org/ https://www.nema.org/Standards/ http://www.sname.org/ procedures described in the references above and this document. This support shall include, but not be limited to, receiving, packaging and shipping the main motor, testing, reporting, repairing, modifying and cleaning the main motor. The vendor shall provide all labor, materials and engineering necessary to accomplish these tasks. At the Coast Guard’s discretion the vendor shall provide technical support during the installation of the main propulsion motors.

3.2. Contract Line Items - Support provided by the vendor shall include the following contract line item numbers (CLIN). Detailed descriptions of the contract line items can be found in Appendix

A. These CLINs are applicable (as noted) to all motors received by the Vendor. The following are summaries of contract line items:

CLIN 001: Field assembly rewind (applicable to mod “A” motors only)

This line item replaces the mod “A” stator components with the mod “B” designed components.

The work includes the following items:

Rebuild pole assemblies for 6 slot, mod “B” design

Rewind compensating and commutating windings to mod “B” design

Update compensating and commutating winding connection joint to 90º mod “B” design

Accomplish all rewinds to current OEM standards

Clean, test and condition field assembly

CLIN 002: Field assembly cleaning, inspection, testing and conditioning (applicable to mod “B” motors only)

This line item cleans, inspects and tests the field assembly, including all windings, mountings and brush riggings. Upon satisfactory testing, the field assembly is reconditioned.

Clean field assembly

Perform inspection/testing of all windings and rigging assemblies

Clean, test and condition field assembly

Re-shim pole assemblies

CLIN 003: Armature cleaning, inspection, testing and conditioning

This line item cleans, inspects and tests the armature. Upon satisfactory testing, the armature is reconditioned.

Clean armature

Perform inspection/testing

Lathe testing

Condition armature

CLIN 004: Armature rewind

This line item rewinds the armature assembly if test results determine a rewind is necessary.

The work includes the following items:

Rewind armature to 100% equalization

Clean, test and condition armature assembly

CLIN 005: Commutator repair

This line item shall repair the commutator if test results determine a repair is necessary. The work includes the following items:

Repair commutator to OEM standards

Clean, test and condition commutator

CLIN 006: Motor assembly testing

This line item performs final testing and adjustments to the assembled main propulsion motor.

Upon satisfactory testing, the motor is disassembled and testing is complete. This line item will be exercised at the Coast Guard’s discretion.

Assemble motor assembly

Measure and adjust air gaps

Perform neutral alignment of brushes

Perform operational testing

Disassemble motor assembly

CLIN 007: Package and ship

This line item packages and ships all portions of the motor assembly.

Package armature, stator halves and all motor components

Mark the armature and stator halves in accordance with SFLC-D-084-0481

Bar coding in accordance with SFLC-D-000-0100 shall be used

Ship to destination

CLIN 008: Installation technical support (On-Site)

This line item provides for vendor technical assistance in the installation of the motor aboard a

Coast Guard vessel. This line item will be exercised at the Coast Guard’s discretion.

Provide on-site technical assistance during motor reinstallation

CLIN 009: Growth Work

This line item covers any necessary repairs, testing, or work that will vary based on the condition of the motors and are not included in the above CLIN’s.

Work shall only be accomplished with an approved Corrective Action Report, at the awarded composite labor rate

The Corrective Action Report shall be in accordance with section 3.4.3

3.2.1. Motor Mods – The Bay class cutters have two different modifications of the main propulsion motor. Two salient features of a mod “A” motor is the 8 main pole face compensating winding slots and a 45° angle of the compensating winding joint. Two salient features of the mod “B” motors is the 6 main pole face compensating winding slots and a 90° angle of the compensating winding joint. Table 1 lists the cutters and their motor mod type.

Table 1

HULL NO. CUTTER NAME MOTOR PART NO. MOD

101 Katmai Bay 1026CA02 A

102 Bristol Bay 1026CA01 A

103 Mobil Bay 1026CA03 A

104 Biscayne Bay 1026CA04 A

105 Neah Bay 1135BA01 A

106 Morro Bay 1889BA02 B

107 Penobscot Bay 1733BA01 B

108 Thunder Bay 1733BA02 B

109 Sturgeon Bay 1889BA01 B

3.2.2. CLIN Applicability – Due to the nature of the work to be performed not all CLINs will be applicable to each motor. The work performed on each motor will follow a standard set of CLINs. The standard CLINs for mod “A” and mod “B” motors are found in Table

2.

Table 2

CLINS DESCRIPTION APPLICABLILITY CONDITIONAL

001 Field Assembly Rewind A REQUIRED

002 Field Assembly Clean & Test B REQUIRED

003 Armature Clean & Test A&B REQUIRED

004 Armature rewind A&B OPTIONAL

005 Commutator repair A&B OPTIONAL

006 Motor Assembly Test A&B OPTIONAL

007 Packaging & Shipping A&B REQUIRED

008 Installation Technical Support A&B OPTIONAL

009 Additional Work Items A&B OPTIONAL

3.3. Place of Performance - The primary place of performance shall be the Vendor’s motor repair facility. If requested, technical support shall be performed at the USCG’s Baltimore shipyard during reinstallation.

3.4. Reports

For each motor being overhauled the Vendor shall retain records of all tests and submit them to the contracting officer. The performance of tests and the preparation of reports shall follow the guidance of SNAME T&R Bulletin 3-39, Guide for Shop and Installation Tests. Reports shall be delivered electronically in both unlocked “.pdf” format and in the document’s native format

(“.xls”,”.doc”, etc).

3.4.1. Weekly Progress Reports – For each motor being overhauled, the Vendor shall submit weekly progress reports to the USCG summarizing work accomplished in the previous week, work scheduled for the upcoming week, milestones accomplished and internal problems (loss of equipment, employees, etc) affecting schedule. Weekly reports shall begin when the vendor takes control of the motor and cease when the vendor returns the motor to the USCG facility. See appendix F for weekly progress report requirements.

3.4.2. Condition Found Report - Submit a condition found report (CFR) upon completion of each inspection and test, along with a copy of all recorded test data. Include any corrective action reports in the CFR for any failed tests or inspections. A CFR shall be submitted electronically within the timeframe specified in section 6.4.

3.4.2.1 Test Data - Test data shall be generated and submitted for each test conducted.

This shall include a description of the test setup, a description of the procedure, photographs from two adjacent sides, test equipment calibration data, logs of times for start and finish and any measurements taken during the test. Test data shall be generated for both passed and failed tests. All testing shall meet the requirements as identified herein or by section 2.5. See appendix E for test data report requirements.

3.4.2.2 Corrective Action Report – If the specified item fails to pass any inspection/test, the Vendor shall provide a corrective action report (CAR) in the CFR. The CAR shall document the failure and the recommended corrective action for the

Contracting Officer’s review. The CAR shall include a brief summary of test data, the standards the test data fails, the cause for failure, the recommended method of correction, pictures and a reference to any relevant CFRs. If approved, the corrective measures shall be executed in accordance with this SOW.

3.4.2.2.1 The Contracting Officer reserves the right to disregard any failed item without considering any suggested corrective action.

3.4.2.2.2 The inspection/test shall be discontinued until all corrective action has been taken or disregarded.

3.4.2.2.3 After all corrective actions have been taken or disregarded the inspection/test shall be continued or repeated at the option of the Contracting Officer.

3.4.2.2.4 Acceptance shall be withheld until re-inspection has been shown that the corrective action was successful and the item satisfactorily passes all inspections and tests.

3.4.2.2.5 All corrective actions shall be documented as part of the Vendor’s Quality inspection system and submitted for approval to the Contracting Officer.

3.4.2.2.6 Each CAR shall include, but is not limited to the data listed in 3.4.2.2.

3.4.2.2.7 Each CAR shall include a description of any necessary materials in accordance with section 3.11.

3.4.2.2.8 Each CAR shall include a credit for the salvage of any scrapped materials in accordance with section 3.11.

3.4.2.2.9 If the CAR includes work which falls under CLIN 007 the CAR shall include a cost description and a schedule description. The cost description shall include labor rate, man hours, material costs and any other costs associated with the work. The schedule description shall include material lead times, repair lead times, effect on overall schedule and any other schedule related information.

3.4.3. Final Report – A final report shall be issued electronically upon completion of each motor overhaul. The final report shall include summaries of the motor in its received condition, of the tests run on the motor, of the test equipment used, of the QA procedures, of the personnel involved in testing, of the repairs and of the final motor condition. Operating parameters established during motor operational testing shall be included. Additionally, the final report shall include copies of all test data as required by the test descriptions (Appendix B). See section 6.5 for report timeframe.

3.5. Workmanship

3.5.1. Machine Technician – Machine inspection and testing shall be performed by a Vendor that is a member of the Electrical Apparatus Service Association (EASA) and shall adhere to the association’s standards, including ANSI/EASA AR100.

3.5.2. Test Equipment – All test equipment shall be rated for its application. Test equipment shall have the appropriate range and tolerances to accurately measure data as required by the test. Test results of “infinity” or out of tolerance are unacceptable. Test equipment shall be properly calibrated.

3.6. Notification of Inspections and Tests - The Coast Guard reserves the right to witness any or all of the tests performed. The Vendor shall notify the contracting officer at least fourteen (14) calendar days prior to the performance of any QA inspections, monitored inspections or testing required herein. The Contracting Officer’s representatives shall have the option to be present to witness the performance of all tests, inspections, and cleaning operations. The Vendor shall request written approval before conducting any potentially destructive tests.

3.6.1. Final Motor Testing – A USCG SFLC QA rep shall witness any final motor testing.

The Vendor shall not perform the final tests without a USCG QA rep present or without written authorization from the contracting officer. The Vendor shall notify the USCG of testing per section 3.6.

3.7. Responsibility for Compliance – All items shall meet the provisions of this SOW. The inspections set forth in this SOW shall become part of the Vendor’s overall inspection system or quality program. The absence of any inspection requirements in the SOW shall not relieve the

Vendor of the responsibility of assuring that all products or supplies submitted to the government for acceptance comply with the requirements of the contract and any internal

Vendor standards. Sampling for quality conformance does not authorize submission of known defective material (either indicated or actual) nor does it commit the government to acceptance of defective material.

3.8. Quality Assurance - The Vendor shall maintain a Quality Assurance Plan in accordance with

ANSI/ASQC Q9001-2008 which shall insure that each item offered to the Coast Guard for acceptance or approval conforms to the contract requirements. The inspection system shall be documented and available for review by the Contracting Officer/Quality Assurance

Representative. Additionally the quality assurance plan shall include a test equipment calibration program. All test equipment used under this contract shall have the calibration certificates available for review by the Contracting Officer/Quality Assurance Representative.

3.9. Delivery of Materials

3.9.1. Components shall be preserved, packaged and marked in accordance with SFLC-D-084-

0481. The components shall be packaged in a minimum number of shipping containers suitable for shipment to the Government as directed. Containers shall be able to withstand temporary storage uncovered in the weather and reshipment by the

Government (within CONUS) to the installing activity.

3.9.2. Components shall be shipped in crates meeting ASTM D-7478/D-7478M – 08 standards.

3.9.2.1 Crates shall be rated for the weight of the equipment being shipped.

3.9.2.2 The armature shall be shipped in a crate meeting the following ASTM classifications:

Type 2 – Bolted

Class 2 – Plywood sheathed

Style A – Skid Base

3.9.2.3 Each stator half shall be shipped in a crate meeting the following ASTM classifications:

Type 2 – Bolted

Class 2 – Plywood sheathed

Style A – Skid Base

3.9.3. If needed, parts supplied under this contract shall be preserved, packaged and marked for shipping as Parts in accordance with SFLC-D-084-0481.

3.9.4. If needed, the Vendor shall prepare a Preservation, Packaging and Marking Plan in accordance with SFLC-D-084-0481. The plan shall be provided to the Government

Quality Inspector prior to the preservation, packaging and marking.

3.9.5. Shipment – The shipment terms for the overhauled motors will be Free on Board (FOB)

Destination. As such, the contractor will be responsible for the return shipment of the

Government Furnished Property to the U.S. Coast Guard for final acceptance. Failure to properly preserve, package, or mark the equipment in accordance with this Statement of

Work and the referenced Specifications within will result in rejection and return of the equipment at the vendor’s expense.

3.10. Material –

3.10.1. New Material - All material purchased by the Vendor for use in this equipment shall be new, and if applicable their recommended shelf life must not have expired prior to job completion. The contractor shall provide the contracting officer with a list of all materials for approval which the Vendor recommends for use. The vendor shall cite the brand names, quantities, industry specifications, and/or specifications the material meets, and where these specifications are applicable in the government furnished equipment

(GFE). Additionally material costs shall be included. This list shall be delivered with the

CAR. Under no circumstance will silicone material be used in or around the equipment listed herein.

3.10.2. Scrap Material - All material removed from the equipment by the Vendor and not reinstalled shall be considered scrap. The price estimate for any CLIN or CAR which involves scrap material shall include a salvage value credit for any scrapped material.

The salvage rates shall be included in the contract negotiations.

3.11. Equipment Marking –

3.11.1. The Vendor shall provide serial numbers for the armature and stator halves. Individual serial numbers shall be supplied for each piece of equipment. The Vendor shall use the serial number scheme shown in figure 1.

Figure 1.

Part Designation- AR: Armature

LS: Lower Stator

US: Upper Stator

Motor Part Number – OEM Motor part numbers (shown in table 1) shall be used.

3.11.2. Markings shall be permanently applied in accordance with MIL-STD-130N.

3.11.3. Serial numbers shall be referenced on all reports.

3.12. Documentation For Provisioning (DFP)

The Vendor must provide DFP for all components to be supplied after contract award. DFP includes drawings, commercial technical manuals, catalog data and product specification sheets to allow the provisioning of a system or piece of equipment, certification data, name plate data, component characteristics data, commercial specification sheets, end item/component estimated retail prices, manufacturer’s identification (or Commercial and Government Entity Code

(CAGE)), Original Equipment Manufacturer (OEM) part number, shelf life, and special material/operating requirements, and National Stock Numbers for equipment already identified in the Federal Stock System.

As a minimum, the Vendor provided DFP must include:

A hierarchical listing that identifies all the piece parts which can be assembled, re-assembled, and/or replaced.

Maintenance procedures identifying all preventative and corrective maintenance operations and evolutions which involve personnel. Detailed step-by-step procedures, including disassembly and reassembly procedures, for maintaining the equipment/system and all components.

Diagrammatic drawings and detailed Technical Manuals / Publications that completely describe the end item, end item’s equipment and/or piece parts; material, mechanical, electrical, dimensional characteristics, location, and their function within the assembly.

Drawings and information sufficient to install and remove the equipment, including handling procedures, special tools, access clearances and supporting services (crane, welding, etc.)

required. The locations of lifting eyes and special rigging shall be discussed.

System descriptions identifying and describing the purpose, interconnection and functional operation of the equipment/system and all components.

Component descriptions including sufficient information to identify and describe all major system components.

Functional descriptions discussing the control philosophy used by the system design and providing a detailed description of the controls used.

Troubleshooting guide and procedures identifying and providing detailed step-by-step troubleshooting procedures for determining causes of equipment/system malfunction or failure.

System limitations, precautions and set points identifying all system operational limitations.

State all precautions to be taken during normal operation to preclude potentially unsafe conditions. List system operation and safety set points, which represent the normal operation of the system.

Operating procedures identifying all normal system operations and evolutions, which involve personnel. Detailed step-by-step operating procedures for these operations and evolutions shall be provided.

Emergency procedure identifying conditions requiring emergency operations and provide procedures to be followed in the event of their occurrence. Emergency operation is defined as operation under conditions of system malfunction or failure such as loss of power, component failure, physical damage or fire. Detailed step-by-step procedures for dealing with emergencies shall be provided.

All special tools and test equipment required to maintain the end item.

A list of all software/licenses needed to accomplish diagnostic testing.

Recommended spare parts list.

Illustrated parts list identifying parts associated with the equipment/system. An exploded illustration shall show the location of the parts. The parts list shall identify the piece part number of the illustration, quantity installed, nomenclature, designation, original manufacturer and part number.

Appendices for all technical data and literature repair and overhaul information on major subassemblies and supportable components.

DFP shall be delivered in electronic and paper format. The electronic version shall be delivered on a CD-ROM. Electronic version shall be in both an unlocked “.pdf” and the document’s native format (“.doc”, “.xls”, etc)

3.12.1. Vendor to Subcontractor DFP Obligations - The Vendor must put provisions in his lower-tier subcontractors and supply agreements requiring compliance with this specification. The DFP that the Coast Guard requires from the Vendor’s subcontractors must be provided by the Vendor.

3.12.2. Technical Publications - The technical publications must include theory of operation, equipment and component set points and related technical information, disassembly procedures, recommended maintenance, maintenance and lay-up procedures, component repair and maintenance instructions, trouble shooting guide, parts breakdown, parts schematic/line diagrams, and complete drawings and diagrams.

3.12.3. Provisioning Quality Control – The Vendor must be responsible for the completeness and accuracy of all DFP provided. The Government reserves the right to implement provisioning quality control which may include, but not be limited to:

Selective review of Vendor purchase orders and quotations to assure compliance with provisioning procedures.

Physical validation of installed components and equipments nameplate characteristics data against Vendor purchase orders, DFP, APLs, construction or equipment drawings, labels and markings of equipments or components validated.

4.0 PERIOD OF PERFORMANCE

4.1. This is a requirements contract with a 1 year base and (4) 1 year options.

5.0 DELIVERABLES

5.1. The general requirements for all deliverables for each motor overhauled stated herein apply.

For each overhauled motor the vendor shall provide the following:

5.1.1. Packaged main propulsion motor, restored to “like new” condition to provide an additional 15 years of service.

5.1.2. Copies of all test data and measurements.

5.1.3. Copies of all CFRs/CARs.

5.1.4. The final report.

5.1.5. Warranty documentation.

5.1.6. Documentation for provisioning

6.0 SCHEDULE

6.1. For each motor being overhauled the following schedule of events shall be followed by both the

U.S. Coast Guard and the Vendor in carrying out the provisions of this SOW. The schedule listed in table 3 shall be followed for Mod “A” motors and the schedule in table 4 shall be followed for Mod “B” motors. These tables are based on CLINs listed in table 2. Table 5 lists the time requirements for each CLIN.

Table 3 – A Mod Motors

ITEM DESCRIPTION DUE DATE

1 Receipt Acknowledgement for Motor 24 hours from receipt

2 Weekly Reports Each Week after Item 1 until Item 3

3 USCG Receipt of Overhauled Motor NLT 35 Weeks after Item 1

Table 4 – B Mod Motors

ITEM DESCRIPTION DUE DATE

1 Receipt Acknowledgement for Motor 24 hours from receipt

2 Weekly Reports Each Week after Item 1 until Item 3

3 USCG Receipt of Overhauled Motor NLT 25 Weeks after Item 1

Table 5

ITEM DESCRIPTION TIME TO COMPLETE

1 CLIN 001 20 Weeks

2 CLIN 002 4 Weeks

3 CLIN 003 4 Weeks

4 CLIN 004 24 Weeks

5 CLIN 005 8 Weeks

6 CLIN 006 4 Weeks

7 CLIN 007 2 Weeks

8 CLIN 008 N/A

9 CLIN 009 See 6.3

NLT: No Later Than

Items 1, 2, 3, and 7 are standard work items and are included in the schedules in Tables 3 and 4.

Items 4, 5, 6 and 9 are not standard and will impact schedules in Tables 3 and 4. A deviation from schedule must be issued if items 4, 5, 6 or 9 are authorized by section 3.4.2.2.

6.2. Deviation From Schedule – The USCG shall be alerted for any deviation from the schedules in tables 3, 4, 5 or 6 in writing. If deviation is due to corrective action, the schedule deviation notification may be included in the CAR. Monetary consideration may be taken unilaterally for inexcusable delays (definition available at FAR 52.212-4(f))

6.3. CLIN 009 Schedule – Any item falling under CLIN 009 shall be governed by the CAR authorizing work to be done.

6.4. Condition Found Reports – CFR’s shall be submitted no later than 1 week after the completion of each test/inspection.

6.5. Final Report – The final report shall be submitted no later than 1 week after the completion of

CLIN 007.

6.6. Documentation For Provisioning – The DFP shall be submitted with the final report.

7.0 ACCEPTANCE CRITERIA

7.1. The work will be deemed acceptable by the following standards:

7.1.1. Communication – The vendor shall provide the USCG with CFRs and weekly reports throughout the course of the contract and a final report at the completion of work according to sections 3.4 and 6.0.

7.1.2. Data– All test data must be present in the final deliverables and shall match data in the CFRs which were periodically delivered to the USCG.

7.1.3. Schedule – All work shall be accomplished within the timelines specified in section

6. Deviation from these timelines must be provided in writing according to section 6.

7.1.4. Quality- The vendor shall provide a documented quality assurance plan in accordance with section 3.9. A USCG SFLC QA rep shall witness final motor testing in accordance with section 3.6.

7.1.5. Delivery – The main propulsion motor shall be received by the USCG in accordance with section 3.10 and the schedule in section 6.0.

7.1.6. Operation – The main propulsion motor shall be installed by the USCG and shall operate within its originally specified or newly established operational parameters.

8.0 GOVERNMENT FURNISHED EQUIPMENT (GFE) or PROPERTY

8.1. The Government will provide the motors to be repaired.

8.2. The vendor shall provide all personnel, equipment, labor, expertise, materials and other resources required to complete the SOW.

9.0 SECURITY CLEARANCE

9.1. The work will not be classified. No security clearance is required.

10.0 CONTRACTING OFFICER’S TECHNICAL REPRESENTATIVE

10.1. The Contracting Officer’s Technical Representative (COTR) at the U.S. Coast Guard Surface

Forces Logistics Center will be Mr. Andrew P. Dize, SFLC-ESD-NAME-Aux, (410) 762-

6262.

10.2. The Alternate Contracting Officer’s Technical Representative (COTR) at the U.S. Coast Guard

Surface Forces Logistics Center will be Mr. Thomas J. Garland, SFLC-ESD-NAME-

Electrical, (410) 762-6848.

Appendix A

Contract Line Item Descriptions

A.1. CLIN 001 - Field assembly rewind

The purpose of this section is to rewind the mod “A” motor field assemblies into the mod “B” configuration.

The mod “A” spacing of the 8 compensating slots results in a nearly one-to-one line up with the armature slots. This produces magnetic forces which create high frequency stator frame resonance. This results in vibration and noise throughout the stator frame, which contributes additional wear and tear on the machine. The 6 slot design of the mod “B” motors eliminates this issue. This design shall be utilized for the mod “A” motors.

The joints connecting and the commutating windings to the compensating windings on the mod “A” motors is a TIG welded joint made at a 45º angle. These joints experience the high frequency compensating slot forces described above and place the joint, insulation and pole at a higher risk of failure and rate of wear. The mod “B” motor design incorporates an improved 90º angle joint configuration. This design shall be utilized for the mod “A” motors.

The winding method used in the field assembly windings is prone to accumulation of carbon dust in pocket areas. Cleaning these areas with solvents and cleaning solution only pushes the carbon dust/cleaning solution mixture further into the pockets, reducing insulation resistance and nullifying the effectiveness of the cleaning process in increasing IR. A new method is available which eliminates these pocket areas. This method shall be employed when rewinding the field assembly windings for mod “A” motors.

Upon completion of rewind, the field assembly shall be cleaned, inspected, tested and conditioned. Inspection, testing, cleaning and conditioning shall follow this general order:

Visual inspection (Appendix B, Section B.1)

IR Test (Appendix B, Section B.2)

Cleaning (Appendix C, Section(s) C.2, C.3)

IR Test

Electrical testing, including:

o Polarization Index (PI) Test (Appendix B, Section B.3) o Winding Resistance Test (Appendix B, Section B.4) o Surge Comparison Test (Appendix B, Section B.6) o High Potential Test (Appendix B, Section B.5) o Any additional testing (Section 2.5)

Reset Pole Shimming to OEM specifications

Conditioning (Appendix D, Section D.1)

Disassemble brush rigging, replace worn parts, reassemble and condition to

OEM specifications (Appendix D, Section D.1)

A.2. CLIN 002 – Field Assembly Inspection, Cleaning and Conditioning

The purpose of this section is to visually inspect, electrically test, clean and condition the stator field assembly. Any failure of a test or inspection shall generate a CAR. If the CAR is authorized, work shall be completed and the testing which lead to the generation of the CAR shall be repeated. Testing shall continue from this point. If the

CAR is rejected, testing shall continue as planned.

Inspection, testing, cleaning and conditioning shall follow this general order:

Visual inspection (Appendix B, section B.1)

IR Test (Appendix B, Section B.2)

Cleaning (Appendix C, Section(s) C.1, C.2)

IR Test

Electrical testing shall include as a minimum:

o Polarization Index (PI) Test (Appendix B, Section B.3) o Winding Resistance Test (Appendix B, Section B.4) o Surge Comparison Test (Appendix B, Section B.6) o Any additional testing (Section 2.5)

Reset Pole Shimming to OEM specifications

Conditioning (Appendix D, Section D.1)

Disassemble brush rigging, replace worn parts, reassemble and condition to

OEM specifications (Appendix D, Section D.1)

A.3. CLIN 003 – Armature Inspection and Cleaning

The purpose of this section is to visually inspect, electrically test, clean and condition the armature assembly. Any failure of a test or inspection shall require a CAR and shall be governed by section 3.4.2.2.

Inspection, testing, cleaning and conditioning shall follow this general order:

Visual inspection (Appendix B, Sections B.1,B.9 – B.12)

Lathe inspection (Appendix B, Section B.13)

IR Test (Appendix B, Section B.2)

Cleaning (Appendix C, Section C.1)

IR Test

Electrical testing shall include as a minimum:

o Polarization Index (PI) Test (Appendix B, Section B.3) o Winding Resistance Test (Appendix B, Section B.4) o Surge Comparison Test (Appendix B, Section B.6) o Bar to Bar Test (Appendix B, Section B.7) o Any additional testing (Section 2.5)

Conditioning (Appendix D, Section D.1)

Commutator Conditioning (Appendix D, Section D.2)

A.4. CLIN 004 – Armature Rewind

The purpose of this section is to strip, rewind, test and recondition the armature assembly. The work in this CLIN will only be accomplished by authorization of an approved CAR.

The banding, wedges and coils shall be removed from the armature core. The core slots shall be thoroughly cleaned. The core shall not be burned out. The core shall be loop tested in accordance with Appendix B, section B.16.

Upon successful testing and inspection, the core shall be rewound to 100% equalization and conditioned in accordance with Appendix D, section D.1. Upon successful completion of this CLIN, testing and conditioning shall resume as dictated by section

3.4.2.2.

Upon completion of rewind, the armature assembly shall be inspected and tested.

Inspection and testing shall follow this general order:

Visual inspection (Appendix B, Section B.1)

IR Test (Appendix B, Section B.2)

Polarization Index (PI) Test (Appendix B, Section B.3)

Winding Resistance Test (Appendix B, Section B.4)

Surge Comparison Test (Appendix B, Section B.6)

High Potential Test (Appendix B, Section B.5)

Bar to Bar Test (Appendix B, Section B.7)

Flange Inspection (Appendix B, Section B.9)

Shaft Bearing Journal & Thrust Collar Inspection (Appendix B, Section B.10)

Shaft Seal Lip Inspection (Appendix B, Section B.11)

Shaft Run-Out Tests (Appendix B, Section B.12)

Any additional testing (Section 2.5)

A.5. CLIN 005 – Commutator overhaul

The purpose of this section is to overhaul the commutator. The work in this CLIN will only be accomplished by authorization of an approved CAR and shall only be considered if CLIN 004 has been authorized per section 3.4.2.2.

Work covered by the CLIN shall include replacement of commutating bars, risers, V-rings and any other components of the commutating assembly that fail inspection and testing. The CAR submitted by the vendor shall list all areas the existing commutator does not meet OEM specifications. This CAR shall cite specific values which the existing commutator fails to meet. Depending on the condition of the commutator, the recommended corrective action shall include a cost comparison breakdown between refilling the existing commutator and replacing the existing commutator.

If replacement of the commutator is approved in a CAR, the commutator shall be rebuilt to current OEM manufacturing standards. This includes, but is not limited to, V-ring design.

Upon completion of repairs, testing and conditioning shall resume as dictated by section 3.4.2.2.

A.6. CLIN 006 – Motor Assembly and Testing

The purpose of this section is to assemble and test the main propulsion motor. The motor assembly and testing shall follow the procedure below.

Assemble into a dynamically testable motor assembly. This shall include all enclosures, lubricants, coolers, heaters and other accessory equipment as needed to meet the testing requirements put forth by the vendor and approved by the USCG.

Measure and adjust air gaps to OEM specifications in accordance with

Appendix B, B.13.

Adjust brush rigging to neutral positions in accordance with OEM specifications and Appendix B, B.14.

Perform final motor testing (Appendix B, B.15).

Perform final IR test (Appendix B, B.2) and final check of motor. Verify all testing is complete.

The vendor shall supply the COTR with an itemized list of dynamic motor testing options. Each item on the list shall include a price, a description of the test setup and any additional materials necessary to complete the test. This list of materials shall include the option to have the Vendor supply the equipment. This list of materials shall not include standard test equipment such as lubricants, metering equipment or any other standard test apparatuses. Tests will be exercised at the Coast Guard’s discretion.

A.7. CLIN 007 – Motor Packaging and Shipping

The purpose of this section is to package and ship the motor to and from the USCG.

Package and ship the motor in accordance with sections 3.7 and 3.10.

A.8. CLIN 008 – Installation Technical Support

The purpose of this section is to provide vendor technical support for the installation of the overhauled main motor assembly aboard a USCG cutter. This CLIN will be exercised at the USCG’s discretion. In the event the Coast Guard exercises this option, 2 weeks before the start of installation the vendor will be provided with a start date and an estimated length of installation. The Vendor will be given notice of the dates and times the technical representative’s services are required.

The vendor will provide a technical expert on the dates provided for the length of time required. In the initial quote, the Vendor shall provide an hourly rate and an overtime rate for (1) installation technical expert.

A.9. CLIN 009 – Growth Work

The purpose of this section is to provide guidelines for repairs not covered in CLIN’s

001 through 006 that are contingent on the varying conditions of the motors. Work items will be approved through CFRs and are governed by all standards within this

SOW.

Appendix B

Test Method Descriptions

Note: The test methods and descriptions in this appendix are US Coast Guard

Standards. Vendor test methods may be used in accordance with section 2.5.

B.1. Visual Inspections - Perform a visual inspection of the machine components, for the presence of contamination by dust, dirt, moisture, oil, and foreign matter (carbon, copper, and mica). Attempt to determine the origin, such as leaking seals, or any unusual conditions prior to the start of cleaning. Inspect the commutator for signs of surface roughness, loose bars, uneven bar height, mica degradation, and cracked or broken risers. Inspect insulation surfaces and welded bars, including interpole and commutating field windings. Note all abnormal conditions on the armature, field windings, risers, commutator, brush holders, brushes, and brush holder springs. Carefully examine the interior of the machine for loose objects such as, nuts, tools, cleaning rags; remove all such items. Remove any Foreign Object Debris (FOD) that may cause damage to the machine. Inspect all electrical connections for tightness. Check all wedges, bands, and soldered connections and correct any minor deficiencies. Check for evidence of overheating, both general and localized. Record all findings, including the types of contaminants (oil, water, carbon, dirt, etc.) found.

B.2. Insulation Resistance (IR) Test - Perform an insulation resistance test and record all measurements with results in a test report. Measure and record the insulation resistances after applying a test voltage of

1000VDC for armature circuits and 500VDC for field circuits for one minute using negative polarity. See

IEEE Std 43 for reasons to use negative polarity. Separately test the complete armature circuit, the armature alone, the armature circuit less armature and the complete field circuit. See NSTM section 300 for guidance. The temperature shall be above the dew point of the ambient air before conducting the test.

Apply armature voltage between the copper conductors and the rotor structure to eliminate the insulating effect of the bearing lubricant film. Perform the insulation test before cleaning, after cleaning & drying and after reconditioning or rewinding.

Correct all insulation resistance readings to 25° C using the formula below or the nomograph of Figure #1 in the appendix.

R25 = RT •10

0.0305(T-25)

Where

R25 is the corrected insulation resistance

RT is the uncorrected insulation resistance

T is the winging temperature (°C)

Measure the insulation resistance of each circuit listed. If the insulation resistance on any circuit, adjusted to 25° C is below the value shown in Table B.1, submit a test report and a CAR.

Test reports shall be issued for:

Complete armature circuit

Armature alone

Armature circuit less armature

Complete field circuit

Test reports shall include the following data:

Test Title

Ambient air temperature

Uncorrected insulation resistance

Winding temperature

Temperature corrected insulation resistance

The following chart establishes a minimum resistance value based upon the condition or life cycle phase of the generator.

Table B.1 – Insulation Resistance for 900VDC Main Propulsion Generator (@ 25°C)

Winding Minimum for

Operation

Minimum

After Cleaning in Ship

Minimum

After

Reconditioning in Ship

Minimum

After

Rewinding in Shop

Complete armature circuit .4 M 1.8 M 22 M 90 M

Armature alone .4 M 4.0 M 36 M 891 M

Armature circuit less armature .4 M 4.0 M 36 M 891 M

Complete field circuit 1.8 M 5.4 M 80 M 1780 M

Note: Resistances are corrected to 25°C as per NSTM 300. EASA AR-100 corrects resistances to 40°C.

B.3. Polarization Index (PI) Test - This test shall perform in accordance with ANSI/EASA Standard AR100-

2010, Section 4.2.2. The minimum value of polarization index acceptance is 2.0. The PI index is defined as the ratio of the 10 minute and 1 minute measurement of resistance values. Record PI values for each IR test.

B.4. Winding Resistance Test - A resistance test shall be performed with a low resistance instrument. Measure and record coil resistances in a test report. Compare resistances to Original Equipment Manufacturer

(OEM) (TWMC) data and document any discrepancies.

B.5. DC High Potential Test – Hi-potential (Hi-pot) tests may be destructive to older windings or equipment.

Any newly rewound equipment referencing this test shall be subject to a hi-pot test at the risk of the

Vendor. Hi-pot tests do not need to be performed on equipment that is only being reconditioned and is not replaced by the Vendor.

A Hi-Pot test can uncover insulation weaknesses that might not be detected in an IR or PI procedure. This test shall be done in accordance with ANSI/EASA Standard AR100-2010, Section 4.4. The motor must be clean and dry before the test can be performed. The test voltage for windings older than 1 year shall be tested at 2800 VDC. Newly rewound coils equal to or less than 1 year shall be tested at 4760 VDC. The leakage current shall be monitored and recorded in a test report. Repeat the insulation resistance test in B.1 after performing the Hi-Potential test.

See NEMA MG 1-2006 for determining High-Potential Test limits.

The high potential test should be made with a high potential tester which will maintain the specified voltage at the terminals during the test. To avoid excessive stressing of the insulation, repeated application of the high-potential test voltage is not recommended.

B.6. Surge Comparison Test – This test detects turn-to-turn and coil-to-coil insulation defects that cannot be discovered by other methods. The test voltage for windings older than 1 year shall be tested at 2800 VDC.

Newly rewound coils equal to or less than 1 year shall be tested at 4760 VDC. This test shall be performed on each of the main and commutator field coils. See ANSI/EASA Standard AR100-2010, Section 4.2.6.

Oscilloscope waveform traces of the tests shall be included with test reports.

The oscilloscope trace should look similar to this:

WARNING: WARNING: Because of the high voltages used, high potential tests should be conducted only by trained personnel, and adequate safety precautions should be taken to avoid injury to personnel and damage to property. Read precautions of NEMA MG 1-

2006.

The surge comparison test instruments operate by sending out a high voltage, fast rise-time impulse. When the impulse is introduced to a coil, the peak of the impulse resonates based upon the impedance of the coil and a ‘ringing’ effect will appear at the peak of the impulse. If impulses are applied to two or more identical coils and the peaks are viewed on an oscilloscope, the ringing should be exactly the same. If any of them deviate, it represents a difference between coils.

B.7. Bar to Bar (Ductor™) Test – The test is performed to identify open or shorted coils as well as loose or corroded connections. The test can also reveal equalized coils in the armature and condition of windings and brazed riser to commutator segments. These tests are performed with spring loaded hand probes. A high accuracy instrument, such as a Kelvin bridge shall be used. Data and results shall be included in the test report. Bar-to-bar test data shall be captured, stored digitally on a computer, graphed for analysis and included in the test report. The test shall be exported from the test equipment, saved in a spreadsheet format for precise data analysis and delivered to the contracting officer via email.

B.8. Commutator Inspection - The total commutator shall be visually checked for smoothness, eccentricity, present diameter, loose bars, high bars, movement of mica, cracked or broken risers, discoloring and adequacy of the molded mica insulating rings and steel V rings. Provide a test report on the condition of the commutator. Include all measurements and visual inspections

B.8.1. Inspect the commutator for rough, threaded, grooved or out-of-round commutator by more than 4 mils. Document in the test report if the commutator is out-of-round and if the commutator can be undercut in-place to remove all grooves and flaws or if the commutator needs to be replaced. If the commutator cannot be undercut provide recommendations for replacement in a CAR.

B.8.2. Measure that the mica insulation in the commutator is under-cut between all bars to a depth of 1/16 inch up from the risers. The undercutting shall leave the mica square and for V shaped between the bars. Ensure that only the mica and not copper was removed on the last undercutting. Measure the depth of the undercut and document in a test report.

B.8.3. Validate that each bar is beveled on each side to an angle of between 30° and 45° in order to remove all burrs and rough edges.

B.8.4. After all commutator work is complete…