Amendment0011(11RP30FG6).pdf

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT

1. CONTRACT ID CODE PAGE OF PAGES

1 17

2. AMENDMENT/MODIFICATION NO. 3. EFFECTIVE DATE 4. REQUISITION/PURCHASE REQ. NO. 5. PROJECT NO. (If applicable)

0011 12 MAY 11 21-11-851P30FG6

6. ISSUED BY CODE HSCG85 7. ADMINISTERED BY (If other than Item 6) CODE

COMMANDER

SURFACE FORCES LOGISTICS CENTER C&P2

1301 CLAY ST. STE 807N

OAKLAND, CA 94612-5217

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

HSCG85-11-R-P30FG6

9B. DATE (SEE ITEM 11)

18 APR 11

10A. MODIFICATION OF CONTRACT/ORDER

NO.

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 copy 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 copies to the issuing office.

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

CGC SYCAMORE (WLB 209) FY11 DRYDOCK & REPAIRS

Except as provided herein, all terms and conditions of the document referenced in Item 9A or 10A, as heretofore changed, remain 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)

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) 53.2

HSCG85-11-R-P30FG6 Amendment 0011

1. Response(s) to Request(s) for Clarification 0015, 0018, 0019 and 0020 is/are provided as Attachment A.

2. The following pertains to Work Item 35 as a result of Question 0015.

a. Work Item 35 has been revised significantly. Offerors shall substitute the attached Work Item 35: Rev 1 Propulsion Shafting Remove, Inspect, and Reinstall for the existing Work Item 35.

b. To avoid unnecessary administrative work for offerors and SFLC, no substitution pages are provided for the following solicitation documents (or any other pertinent documents not listed below):

Solicitation Section B (page 2) Attachment J.1, Table of Contents page ii, Title for WI 35 Attachment J.2. Electronic Section B

4. There is no change to the proposal closing date, which remains as follows:

5/13/11 4 p.m. Pacific Time Submission of Pre-Award Drydock Certification & Calculations (Sec L.9.2).

5/23/11 11 a.m. Pacific Time Price Proposal & Attachment J.2.

ATTACHMENT A

Date: 5/9/11

Question No. 0015

REQUEST FOR CLARIFICATION

SHIP & HULL No.: CGC SYCAMORE (WLB 209) FY11 DRYDOCK REPAIRS

RFP No.: HSCG85-11-R-P30FG6

SOLICITATION SECTION: PARA NO.

WORK ITEM NO. Various PARA NO.

TITLE: Shafting Work items

QUESTION:

The work associated with the CPP system is scattered throughout multiple work items, some definite and some optional. At times the specification work items refer to tasks or items that do not exist.

Please clarify:

Item Paragraph Comment 35 3.4.1 This work is performed on item 12 “CPP Hub Maintenance” 35 3.4.2 No work item entitled “R&R CPP Hub” 35 3.4.3 No work item entitled “CPP System Repair” 35 3.4.4 Rudder access covers not removed in non existent item

“CPP System Repair” 35 3.5.3.1 4th Bullet – Bearings not removed in any work item 35 3.7.1 Bearing is not removed; measuring the OD of the bearing and the bearing lands is impossible 37 3.3.1 Referenced work items don’t exist

RESPONSE:

Item 35: Specification Rev1 Propulsion Shafting Remove, Inspect, and Reinstall shall be substituted for the original Specification Propulsion Shafting Remove, Inspect, and Reinstall.

Item 37:

The work Item referenced is definite Item 67 “Propulsion Shaft Bearings (External), Check Clearances”.

The work item referenced as “Skim Cut Propulsion Tailshaft Sleeve” is not in the package currently. If sleeve skim cuts are determined to be necessary during performance, such work will be added as a contract change.

Additional information regarding Work Item 35 can be found in this amendment.

Question No. 0018

RFP No.: HSCG85-11-R-P30FG6

SOLICITATION SECTION: PARA NO.

WORK ITEM NO. 17 PARA NO. 3.3

TITLE: Vent Ducts (Galley & Pantry) Commercial Cleaning

Item Par. 3.3 includes cleaning of galley supply & exhaust systems, including 1-57-1-Q as an exhaust type system. HVAC diagram 225B-WLB-512-001, Rev K, appears to show 1-57-1-Q as the galley itself and does not appear as part of the ducting system. However, in addition to galley exhaust system E02-75-1 (Gaylord Hood), the galley appears to be served by exhaust system E02- 75-4, which also serves as exhaust for numerous compartments on various levels of vessel (02 & 03). Contractor notes this (and other galley systems) with correct exhaust system numbering is included in item 19. Contractor requests clarification on exhaust system cleaning for item 17.

Substitute the following table for the table at paragraph 3.3. in Work Item 17:

LOCATION (VENT SYSTEM NUMBER) TYPE

Gaylord Hood (E02-75-1) Exhaust

Galley (S1-61-1) Supply Galley (R02-74-2) Supply

Galley Annex (R02-74-2) Supply

Add the following paragraph 3.3.1:

Intent is to clean ducting (supply and return from Galley). Cleaning shall follow SFLC STD Spec 5100 and always clean from one end to other (stated compartment to external terminus). Some vent systems (e.g. supply) have branches and service more than one compartment, in those case cleaning of each branch (other than named compartment) is not required. However if branch being cleaned combines with another branch and becomes one duct (for example exhaust) then the combined branch shall then be cleaned.

Question No. 0019

SOLICITATION SECTION: PARA NO.

WORK ITEM NO. 18 PARA NO. 3.3

TITLE:

Vent Ducts (Laundry Exhaust) Commercial Cleaning

Item Par. 3.3 requires cleaning of 1-57-4-Q (laundry) type exhaust vents. HVAC diagram 225B- WLB-512-001, Rev. K shows 1-57-4-Q as a compartment with two (2) different exhaust systems.

Par. 3.3 also requires cleaning 1-106-2-Q (laundry) type exhaust system. HVAC diagram 225B- WLB-512-001, Rev. K. does not appear to show this exhaust system. Request clarification if item intent is to clean both compartment exhaust ducting & dryer vent ducting in compartments 1-57-4-Q and 1-105-2-Q.

Substitute the following table for the table at paragraph 3.3. in Work Item 18:

CHANGE ROOM 1-57-4-Q (DRIER EXHAUST) SINGLE DRIER EXHAUST

CHANGE ROOM 1-57-4-Q (E1-57-2) COMPARTMENT EXHAUST

LAUNDRY 1-105-2-Q (DRIER EXHAUST) TWO DRIERS EXHAUST

LAUNDRY 1-105-2-Q (E1-103-2) COMPARTMENT EXHAUST

Add the following paragraph 3.3.1:

The intent is to clean both drier exhaust ducting as well as the listed compartments’ exhaust ducting.

Sheet 7 of CG DWG 225B WLB 512-1 shows these two locations.

Cleaning shall follow SFLC STD Spec 5100 and always clean from one end to other (stated compartment to external terminus). The drawings indicate that the laundry has dedicated vent ducts and therefore there are no supply or exhaust branches shared with other spaces, making unnecessary the cleaning of any such external branches as might be the case in WI 17 & 19.

Question No. 0020

SOLICITATION SECTION: PARA NO.

WORK ITEM NO. 19 PARA NO. 3.3

TITLE: Vent Ducts (All Other) Commercial Cleaning

Item Par. 3.3 requires cleaning of various vent ducting, but is not specific to the systems involved and nomenclature is not consistent with item references. For instance: On HVAC Diagram 225B- WLB-512-001, Rev K, system 02-74-2 appears to start on the 03 level at Fr. 75 Port as an intake and runs down to the 02 level, distributes and also continues down to the 01 level, distributes and also continues down to the main deck where it appears to terminate. However, Par. 3.3 has Mess Deck (02-74-2), Mess Deck (02-74-2), 01 Level (02-74-2) to describe the scope of work. Contractor requests clarification it CG intent is to clean the indicated ducting systems (ie: the entire 02-74-2 system?) from point of origin to terminus, including all branches, distribution boxes, etc or request specific information relative level, compartment, and frame locators for duct cleaning estimating purposes.

Substitute the following table for the table at paragraph 3.3. in Work Item 19:

Log Office (R1-82-2) Supply Log Office (02-75-4) Exhaust Mess Deck (02-74-2) Supply Mess Deck (02-74-2) Return CPO Mess (R1-81-2) Supply CPO Mess (R1-81-2) Exhaust

Berthing Areas (1-99-2) Supply Berthing Areas (02-86-2) Exhaust

Galley (S1-61-1) Supply Galley (02-74-2) Supply Galley (02-75-1) Exhaust

01 Level (02-74-2) Supply 01 Level (02-86-2) Exhaust Medical (02-74-1) Recirculation

Medical (R01-73-1) Recirculation 02 & 03 Levels (02-74-1) Recirculation

Paint Locker (1-14-2) Supply Paint Locker (1-7-2) Exhaust

Add the following paragraph 3.3.1:

Cleaning shall follow SFLC STD Spec 5100 and always clean from one end to other (stated compartment to external terminus). Some vent systems (e.g. supply) have branches and service more than one compartment, in those case cleaning of each branch (other than named compartment) is not required. However if branch being cleaned combines with another branch and becomes one duct (for example exhaust) then the combined branch shall then be cleaned.

Note: Galley Ducting has been removed since it was duplicative of work in WI 17

USCGC SYCAMORE (WLB-225B) DRYDOCK AVAILABILITY 2011

Amendment 0011

24300_JPH_0511_225B

WORK ITEM 35: Rev 1 Propulsion Shafting Remove, Inspect, and Reinstall

1. SCOPE

1.1 Intent. The intent of this item is for the Contractor to remove the tailshaft (propeller shaft) from the Cutter.

After the waterborne shafting has been removed, inspect the line shaft bearings, bulkhead and stern tube seals, stern tubes, shaft bearings, shafting, shaft sleeves, couplings, and oil tubes. While the shafting is removed, the stern tube shall be inspected and preserved, as necessary. Inspect the bearing staves and hub assembly. The Contractor shall perform alignment checks on the propulsion shafting system visually and using strain gage instrumentation after re-assembly. This work item is an Optional item and will be activated as necessary.

1.2 Government-furnished property.

MTI ITEM DESCRIPTION NSN/PN QTY ESTIMATED

COST

($/UNIT)

Y **Propeller shaft NSN: 2010-01-399-5912 1 ea. 165,000

**New or refurbished equipment that the Government may provide for installation in place of existing equipment.

2. REFERENCES

COAST GUARD DRAWINGS

Coast Guard Drawing 225B-WLB 233-1, Rev C, Propulsion Train Installation Drawing Coast Guard Drawing 225B-WLB 243-1, Rev C, Propulsion Shafting Arrangement Coast Guard Drawing 225B-WLB 243-2, Rev E, Stern Tube and Bearing a & D Coast Guard Drawing 225B-WLB 556-8, Rev C, CPP Hydraulic System Diagram Coast Guard Drawing 225B-WLB 562-2, Rev C, Rudder Structural a & D Coast Guard Drawing 225B-WLB 611-1, Rev D, Lifting Pads - Main and Aux Machinery Room

COAST GUARD PUBLICATIONS

Coast Guard Technical Publication (TP) 3523, APR 2002, SWBS 241-A, Reduction Gear -

Model 96DHCMG-Cp Coast Guard Technical Publication (TP) 3524, 07-JAN-97, Manufacturer's Instruction Book-

SWBS Group(s) 243-262 Coast Guard Commandant Instruction (COMDTINST) M10360.3, Jun 2006, Coatings and

Colors Manual Surface Forces Logistics Center Standard Specification (SFLC Std Spec) 0000, Jan 2009; General

Requirements

OTHER REFERENCES

ASTM International (ASTM) D5363, 2008, Standard Specification for Anaerobic Single

Component Adhesives (An)

MIL-PRF-16173, Sep 2006, Corrosion Prevention Compound, Solvent Cut-Back, Cold- Application

Naval Sea Systems Command (NAVSEA) S9243-AW-TRS-011, Surface Ships Main Propulsion Shafting Refurbishment Procedures, Volume I, Part 1

Naval Sea Systems Command (NAVSEA) S9243-AW-TRS-012, Surface Ships Main Propulsion Shafting Examination, Test and Repair Action Record, Volume 1, Part 2

NAVSEA Dwg 803-2145807, Propulsion Shafting & Components The Society for Protective Coatings (SSPC)/NACE Joint Surface Preparation Standard SSPC-SP

10/NACE No.2, 2004, Near-White Blast Cleaning The Society for Protective Coatings (SSPC)/NACE International (NACE) Joint Surface

Preparation Standard SSPC-SP 12/NACE No.5, 2004, Surface Preparation and Cleaning of Steel & Other Hard Materials by High and Ultrahigh Pressure Water Jetting

Naval Sea Systems Command (NAVSEA) T9074-AS-GIB-010/271, Apr 1997, Requirements for Nondestructive Testing Methods

3. REQUIREMENTS

3.1 General.

3.1.1 CIR.

None.

3.1.2 Technical Representative. The Contractor shall provide the services of qualified Tech Rep, who is familiar with the Bird-Johnson Company (now Rolls Royce herein referred to as OEM) CPP system, to accomplish the following tasks – on site:

• Provide manufacturer's proprietary information, software, and tools pertinent to the equipment/system.

• Assist with proper repair methods, and ensure compliance with manufacturer's procedures and standards during disassembly, inspection, repair, modification, calibration, and reassembly of the equipment/system.

• Technical Representative shall be present for all disassembly, inspection, and reassembly of the Propeller and CPP system.

3.1.2.1 The Contractor shall ensure that the Tech Rep is a certified representative of Bird-Johnson Company (now Rolls Royce herein referred to as OEM).

3.1.2.2 The Contractor shall submit the name of the Tech Rep to the COTR at the Arrival Conference.

3.1.3 Protective measures. When not actually working on the hub and upon its removal from the Propeller shaft, it shall be wrapped with plastic sheeting, then taped closed to exclude dirt and moisture.

3.1.4 Interferences.

Not applicable.

3.1.5 Other General Information.

3.1.5.1 The arrangements and details are shown in the above CG Dwgs and references, which are provided for guidance. A verification ship check by Contractor prior to bidding is recommended to determine the major interferences, work in tight spaces and other complications.

NOTE

The reduction gear is Philadelphia Gear 96DHCMG-CP.

3.1.5.2 The Ship’s Force will position the rudder, as necessary, to help facilitate this work.

3.1.5.2 Any o-ring (or custom o-ring made out of stock) that is cut and then requires rejoining shall not be glued back together, but rather joined together by a vulcanizing process. This vulcanizing requirement has come about due to a rash of failed glued joints that required emergency dry-docking of numerous Cutters. On a case by case basis, and only on non-underwater sealing joints, and if supported by OEM, the Contractor may appeal this vulcanizing requirement. Coast Guard reserves the sole right to approve or disapprove such appeals.

3.2 Strain Gage Alignment Check

3.2.1 The Contractor shall provide the services of a Consulting Engineer who is an expert in propulsion shafting alignment using strain gage alignment method to perform the propulsion shafting alignment check. The intent of the strain gage alignment check is to document the state of the existing alignment of the propulsion shafting, to ensure existing alignment is correct, and to collect baseline data. Strain gage readings shall be taken at four key events as discussed in below paragraphs: afloat (pre-work), drydocked (pre-work), drydocked (post-work), afloat (post-work).

NOTE 1.

The initial Afloat (Pre-Drydock strain Gauge) will have already been performed in Work Item “Strain Gage Alignment Check”.

NOTE 2.

This alignment section of the specification is a performance specification. The performance specification describes the end result of work that the Contractor must accomplish, and the criteria by which this work will be measured. The Contractor is left on his own to achieve the specified end result, as long as he complies with the “measures of performance” that are specified.

3.2.2 The Contractor shall ensure that the Consulting Engineer has performed similar propulsion shaft alignments of like (or greater) horsepower, length and configuration. Contractor shall provide proof of this experience to the Contracting Officer at the arrival conference.

3.2.3 The Consulting Engineer shall develop a 225’ WLB propulsion mathematical model that is based on transfer matrix theory using the referenced documents.

3.2.4 The Contractor shall be responsible for developing and recommending an acceptable shaft alignment in accordance with the requirements in this specification. An acceptable alignment is defined as the vertical and athwartships positioning of all shafting system bearings, such that satisfactory bearing loads and wear patterns on all bearings are achieved, including reduction gear bearings.

3.2.5 The Consulting Engineer shall develop a mathematical model. As a minimum, the model shall take into account the following characteristics of the shafting system:

• The characteristics of stern tube, strut and other bearings. Use manufacturer’s recommended clearance and compression(crush) data.

• Dimensions of the propeller, propulsion shaft, couplings, thrust bearing, and reduction gear.

• Limitation on the reduction gear bearing loading.

• Bearing wear down.

• Difference between docked and afloat conditions.

• Bearing crush and radial clearance.

• Permissible loads on all bearings.

NOTE

For the purposes of this specification, any reports generated, and/or any negotiated growth work, "optimal alignment" shall be defined as “A state of shaft alignment (though all phases of bearing wear down) where the bearing loads are within a satisfactory range, bending stresses are minimal, and the shaft slope through long bearings matches the bearing slope within a reasonable range. It is understood that altering alignment, other than adjusting line shaft bearing (e.g. realigning the reduction gears or re-boring the stern tube) is outside the scope of this specification.

3.2.6 For consistency with past alignments, the aft stern tube bearing (72” Thordon) shall be modeled as two bearings. Half the bearing hall be modeled at a point 9” aft of the stern bearings forward end. The other half shall be modeled at a point 9” forward of the stern bearings aft end.

3.2.7 The Consulting Engineer shall undertake the appropriate numerical investigations, using the referenced documents. The shafting alignment analysis shall provide, as a minimum, the following information:

• Straightline bearing reactions.

• Optimum bearing reactions with associated slopes and deflections.

• Influence Number Table.

• Shaft slope, stress, and deflection at each bearing, flange, and concentrated load.

• Location of maximum shaft stresses and deflections.

• Whirling critical RPM.

• Bearing weardown analysis.

3.2.8 Afloat Pre-Drydock – For alignment purposes, the Contractor shall instrument and measure, using the strain gauge method, the static alignment of shaft with the cutter afloat under the guidance of the Consulting Engineer.

This shall be accomplished prior to the cutter arrival at the Contractor’s facility. The cutter shall not be drydocked until the completion of this work in accordance with Definite Item “Drydocking Accomplish”. The plant shall be in the cold condition. The Contractor and the CG Inspector shall ensure that the aft tanks are 80% full. The CG personnel will rotate the shaft. The CG Inspector will witness the readings.

3.2.9 The Consulting Engineer shall carry out conversion of strain gauge readings to bearing reactions and offsets.

The Contractor shall submit a CIR within 24 hours.

3.2.10 Drydocked (pre-work) Strain Gauge Measurements – The Contractor shall instrument and measure, using the strain gauge method, the static alignment of the shaft with the cutter in drydock under the guidance of the Consulting Engineer. The CG personnel will rotate shaft. The CG Inspector will witness the readings.

3.2.11 The Consulting Engineer shall carry out conversion of strain gauge readings to bearing reactions and offsets.

The Contractor shall submit a CIR within 24 hours.

3.2.12 Drydocked (post-work) Strain Gauge Measurements – After installation of the bearings and shafting system, take strain gage measurements and carry out conversion of strain gauge readings to the bearing reactions and offsets.

The Cutter’s tanks will be empty or reduced to a minimum. CG personnel will rotate the shaft. The CG Inspector will witness the readings. Submit a CFR.

3.2.13 The data obtained from all of these strain gage alignments shall be used to document the before and after states of the alignment, as well as to serve as a baseline for future strain gage alignment checks.

3.3 Load Cell Measurements

3.3.1 Prior to drydock (afloat), then again in the drydock prior to removal of the shafting, the Contractor shall measure the line shaft bearing loads using the load cell method. Submit a CFR with showing the measured bearing loads.

3.4 Initial Conditions

3.4.1 The Propeller blades have been removed (and will be installed later) and system has been drained in related Work Item “Controllable Pitch Propeller, Hub General Maintenance”. Do not include the cost of that work in the bid of this item.

3.5 Shafting Removal (With Hub Attached)

3.5.1 General Instructions – The following instructions are intended to summarize and supplement the detailed procedures of the references and technical manuals. See the above CG Dwgs for information on the arrangements and details. These instructions do not relieve the Contractor from complying with the full procedures stated in the references.

3.5.1.1 Cleanliness is of prime importance. If cleanliness is not maintained at all times, the Contracting Officer may suspend work.

3.5.1.2 Only workers with clean clothes and tools shall be assigned to work around the propeller’s open hub or Servo Box mechanism.

3.5.1.3 The Contractor shall provide all equipment for the removal and reinstallation of shafting. Removal equipment, lifting devices, and securing devices shall be in a safe operating condition and adequate for the work to be accomplished.

3.5.1.4 At the end of each working day and during periods when the work on the hub has ceased, all shaft opening and open piping shall be wrapped with plastic sheeting and taped closed to exclude dirt and moisture.

3.5.1.5 Coordinate the progress of this item with other hull work to avoid sand blasting while the propeller and/or shafting is open. The Contractor shall not break connections in or open the CPP system (i.e., disconnect the hydraulic oil tubes) while any blasting or other debris generating activity is occurring in the vicinity of the drydock.

3.5.1.6 All work involving disassembly, inspection, repair, re-assembly, and testing of the CPP components and servo system shall be accomplished in the presence of the Coast Guard Inspector.

3.5.2 Rudder Access Cover Removal and Installation and Rudder Mechanism Disconnect

3.5.2.1 To allow the shaft to pass through the rudder the port and starboard access covers (designed for this evolution) must be removed. Grind or air arc the seam weld on the covers for removal. See Figure at end of this specification that shows shaft being removed through rudder.

3.5.2.2 Contractor shall disconnect the rudder linkage, as necessary, to allow rudder to be swung the necessary 90o for the shaft removal evolution. Included in the linkages requiring disconnection are the rudder angle indicator and rudder stops.

3.5.2.3 Upon completion of work the covers will be seal welded back in place in accordance with CG Dwg 225- WLB 562-002. After welding covers back on air test the cover void to 6 psig for 10 minutes. Repair all leaks.

Refill and drain void using a corrosion preventive compound conforming to MIL PRF-16173, Class II, Grade 3, in accordance with manufacturer’s instructions. Install new monel drain/vent plugs. Coat the new plugs with sealing compound conforming to ASTM D5363, or a pipe joint compound such as Permatex #2 before installation.

3.5.2.4 Upon completion of work, at the appropriate time, Contractor shall re-connect any disturbed rudder linkages, including the rudder angle indicator and rudder stops.

PHOTOGRAPH OF SHAFTING BEING REMOVED THROUGH RUDDER

3.5.3 Lifting Points.

3.5.3.1 Lifting points or padeyes are needed beyond those existing. The Contractor shall install and test all new lifting points and padeyes prior to use.

3.5.3.2 Padeyes are sized in accordance with the diameter of the stock directly above the hole or eye of the padeye.

3.5.3.3 The following proof loads shall be used in testing all padeyes installed by the Contractor:

TABLE, PADEYE LOADS

PADEYE SIZE WORKING

LOAD

PROOF

TEST LOAD

1/2” 2,400 lbs. 4,800 lbs.

3/4” 5,800 lbs. 11,600 lbs.

1” 9,800 lbs. 19,600 lbs.

3.5.3.4 All padeyes installed by the Contractor shall be tested with the test force applied in the same direction as the working load is normally applied as determined by the Coast Guard Inspector.

3.5.3.5 No other portion of the ship’s structure shall be used as tie-downs for any part of the test equipment during the performance of the test without the approval of the Coast Guard Inspector.

3.5.3.6 A dynamometer shall be installed in the test lead immediately adjacent to the padeye to record the actual test load being applied. Supply a copy of the Dynamometer calibration certificate to the Coast Guard Inspector.

3.5.3.7 The test proof loads listed in above Table herein are static loads. Dynamic loading will not be used in this test procedure.

3.5.3.8 Conduct dye-penetrant weld inspection on all new welds. Dye penetrant weld inspection shall be in accordance with NAVSEA T9074-AS-GIB-010/271.

3.5.3.9 After inspection and testing, all padeyes shall be primed and coated in accordance with COMDTINST M10360.3 to match the surrounding area. The Contractor shall prepare and coat all new and disturbed exterior and interior surfaces to match existing adjacent surfaces, in accordance with COMDTINST M10360.3, Appendix A

(Cutter and Boat Exterior Painting Systems) and Appendix B (Cutter and Boat Interior Painting Systems), respectively, and as applicable. Abide by all touch-up requirements outlined in SFLC Std Spec 0000, Appendix A (Requirements for Preservation of Ship Structures).

3.5.3.10 A label plate, inscribed with the test load and date tested, shall be fixed adjacent to each padeye. All padeyes installed by the Contractor shall remain in place.

3.5.4 Overall Description of Process

3.5.4.1 A procedure for removal of the Bird Johnson (now Rolls Royce) propeller and shafting is shown in Tab 245- B, Section II (Repair), Chapter 6 (Corrective Maintenance) and Chapter 8 (Installation), of CG Tech Pub 3524.

Briefly, the following major actions will occur for the shaft removal (follow the advice of the Technical Representative, the CG Tech Pub, CG Dwg 225-WLB 233-001, and the additional requirements of this specification for the detailed procedures, instructions, and cautions):

• Linkage in servo box is disconnected

• Oil tubes disconnected

• After stern tube bearing and bearing shell removed

• Entire stern tube sealing assembly is removed from the shaft & stern tube

• Sealing assemblies are removed from bulkheads at Bulkhead 82 and Bulkhead 92

• Line shaft is supported

• Line shaft bearing is removed

• Inboard Coupling is disconnected

• Propeller shaft is removed

3.5.4.2 John Crane Stern Tube Seal and Bulkhead Seals

3.5.4.2.1 Disassemble the shaft sealing assembly and remove it in accordance with CG Tech Pub 3524 and Definite Item “Propulsion Shaft Seal Mechanical Overhaul and Inflatable Renewal”. Mark each component for use in re-assembly.

3.5.4.2.2 Disassemble and remove the John Crane Type ND bulkhead seals to facilitate the removal and reinstallation of the tailshaft using CG Tech Pub 3524, Tab 243-B, and the Technical Representatives recommendations.

3.5.4.3 Line Shaft Bearing

3.5.4.3.1 Disassemble the Cooper bearing to facilitate the removal of the tailshaft using CG Tech Pubs 3524, Tab 244A, and CG Dwgs 225-WLB 243-001 and 225-WLB 243-001. Remove line shaft bearing and bearing housing.

Remove each bearing shell and components from the housing to prevent any damage to the roller bearing, oil rings, and seals. Reinstall the bearing caps and bolt down. Wrap each bearing housing ends to prevent entry of material into the bearing housing. Obtain verification from the Coast Guard Inspector for the protective measures taken for storing the bearing and components.

3.5.4.3.2 Prior to removal of the line shaft bearing, support the shafting to prevent any damage to the shafting system.

NOTE

The propulsion shaft surfaces in way of the Cooper double split roller bearing are critical shaft bearing support surfaces and shall not suffer damage. These shaft surfaces (on other Classes of CG Cutters) have been inadvertently damaged in drydock evolutions and extra caution is warranted. Contractor shall immediately, upon disassembly, when the surfaces first become observable, and in Coast Guard Inspector’s presence, document in a Condition Found Report, the initial condition of the shaft surfaces in the Cooper bearing areas. Protect the shaft surface at all times with adequate protective covers.

3.5.4.3.3 When accessible, clean and inspect the tailshaft surface where the Cooper bearing inner race was mounted, for fretting, scoring, or evidence that the inner race has been creeping on the shaft. Measure and record the shaft diameters at this location under the direction of the Cooper Service Engineer. Measure three diameters, 120 degrees apart, at each of three locations, fore and aft.

3.5.4.3.4 When all inspections are completed, and when the Cooper Bearing is not assembled, protect the exposed critical shaft bearing support areas/surfaces at all times with adequate protective covers.

3.5.4.3.5 Clean and inspect the rollers, raceways, and inner race bore surfaces from heating, wear, scoring, pitting, fretting or corrosion. Protective wrap and store the removed bearing parts.

3.5.4.3.6 Perform maintenance and inspections on each line shaft bearing in accordance with CG Tech Pub 3524.

Submit a CFR with the results.

3.5.4.4 Shaft Coupling/Shaft Removal

NOTE

Definite Item, “Hubs General Maintenance” shall have drained the CPP system and removed the propeller blades prior to this work (paragraph 3.4.6) commencing.

3.5.4.4.1 Under the supervision of the Technical Representative, unbolt the couplings (propeller shaft and reduction gear output shaft).

3.5.4.4.2 Match mark coupling bolts to their respective holes.

NOTE

Do not lift the coupling with steel cables fed through the coupling flange bolt holes as this will damage the surface finish and result in a poor fit of the flange bolts for reassembly.

3.5.4.4 The Contractor shall protect the shaft and all associated components from weather and damage during removal, storage, and reinstallation. Ensure the shaft is properly supported at all bearing journals during transportation and storage. A cradle was fabricated to facilitate/support shaft removal in previous shaft removal evolutions; this is the preferred method. If Contractor does not desire to use a cradle, he shall submit a competing proposal/plan to the Coast Guard Inspector for approval.

3.5.4.4.1 Remove the shaft and couplings from the cutter and transport to a suitable repair facility.

3.5.4.5 Exercise extreme care to ensure the shaft is not damaged in any way. Before shaft removal, the Contractor shall protect the shaft tapers, journals, and sleeves with canvas or leather. Protect the shaft ends with a steel cap.

Obtain verification from the Coast Guard Inspector for the protection of the shaft.

3.6 Shaft Inspection

3.6.1 Clean the shaft free of all marine growth and perform the following inspections. Submit a CIR with results of inspections.

3.6.1.1 Perform a thorough visual examination of each shaft and shaft sleeve for cracking, pitting, and other discrepancies in the finish in the presence of the Coast Guard Inspector. After visual inspection, perform inspections using either the magnetic particle and/or dye penetrant method in accordance with NAVSEA S9243-AW-TRS-011 and NAVSEA T9074-AS-GIB-010/271.

3.6.1.2 Clean, inspect, measure, and record the condition of each shaft and components. Check for cracks and pitting in keys, key-ways, flanges, tapers, shaft ends, couplings, bolts, journals, and sleeves in accordance with NAVSEA S9243-AW-TRS-011. Magnetic particle (MT) test all keys, key-ways, and bolts in accordance with NAVSEA T9074-AS-GIB-010/271. Submit a CFR.

3.6.1.3 Measure the dimensions of each shaft section in accordance with NAVSEA Dwg 803-2145807 and NAVSEA S9243-AW-TRS-011, using the forms from NAVSEA S9243-AW-TRS-012 to record the data. Check the run-out at every 12 inches along the shafting using dial indicators.

3.6.1.4 Measure the outer diameter of each shaft sleeve in accordance with NAVSEA Dwg 803-2145807 and NAVSEA S9243-AW-TRS-011 in the presence of the Coast Guard Inspector. Take measurements at three locations (forward, middle, and aft) along the length of each liner at the “12, 3, 6, 9, and 12 o’clock” positions. The same individual shall take all readings in order to maintain uniformity.

3.7 Propulsion Shaft Seals

3.7.1 The disassembly and reassembly of the propulsion shaft mechanical and inflatable seal assembly shall be performed in accordance with Definite Item, “ Propulsion Shaft Seal Mechanical Overhaul and Inflatable Renewal”.

3.7 Bearing Inspections

3.7.1 With the bearing shell removed, measure the tailshaft bearing housing inside diameter (vertical, horizontal, and at intermediate diagonal positions) at each bearing land center in the presence of the Coast Guard Inspector.

Likewise, take the corresponding outer diameter measurements on each bearing shell land. Submit a CFR.

NOTE

The intent of these measurements is to document the condition of the lands and any deformation of the bearing shells.

3.7.2 Renew all cotter pins and zincs encountered. Inspect all other parts and submit a CFR.

3.7.3 Measure the bearing inside diameter (vertical and horizontal) at the forward, middle, and after end of each bearing in the presence of the Coast Guard Inspector. The same individual shall take all readings in order to maintain uniformity. Submit a CFR.

3.7.4 Bearing stave renewals, when necessary, are performed in related Item “Propulsion Shaft Bearing Stave Renewal”.

3.8 Inspect And Preserve Stern Tube

3.8.1 Prior to reinstalling stern tube bearing shells and propulsion shafting, blast clean stern tube in accordance with SSPC-SP 10 (or to WC-2 visual and SC-2 nonvisual levels in accordance with SSPC-SP 12) for inspection.

3.8.1.1 All openings from stern tubes to Engine Room shall be sealed to prevent contamination of CPP system and other Engine Room equipment from abrasive blasting. The Contractor shall not commence blasting until the Coast Guard Inspector has inspected the temporary seal and verified its effectiveness to prevent egress of blast material into Engine Room.

3.8.2 Once the stern tube has been blasted clean, inspect stern tube for defects. Submit CFR with results.

3.8.3 Conduct a second surface preparation in accordance with SSPC-SP 10 of the stern tubes after completion of all inspections (and any resultant repairs required) taking the same precautions as stated in 3.6.1.1. After removing the abrasive residue, coat the prepared stern tubes in accordance with COMDTINST M10360.3.

3.8.3.1 The use of high- or ultrahigh-pressure water jetting, in accordance with SSPC-SP 12, is authorized in lieu of abrasive blasting or power tool cleaning. Unless otherwise specified, surface preparation shall be in accordance with SSPC-SP 10 (or to WC-2 Visual and SC-2 Nonvisual levels in accordance with SSPC-SP 12).

3.8.3.1.1 If using high- or ultrahigh-pressure water jetting, the Contractor shall determine the level of non-visible contaminants using one of the methods described in Appendix B of SSPC-SP 12, in the presence of the Coast Guard Inspector.

3.9 Reinstall Shafting And Components

3.9.1 Reinstall propulsion shafting and components in accordance with CG Tech Pubs 3523 and 3524, CG Dwgs 225B-WLB 233-001, 225B-WLB 243-001, and 225B-WLB 243-002, and NAVSEA Dwg 803-2145807.

3.9.1.1 Renew in kind all seals, o-rings, lock wire, and other consumables. Renew any damaged fasteners.

Fasteners subject to saltwater submersion shall be monel.

3.9.1.2 Any o-ring (or custom o-ring made out of stock) that is cut and then requires rejoining shall not be glued back together, but rather joined together by a vulcanizing process. This vulcanizing requirement has come about due to a rash of failed glued joints that required emergency dry-docking of numerous Cutters. On a case by case basis, and only on non-underwater sealing joints, and if supported by OEM, the Contractor may appeal this vulcanizing requirement. Coast Guard reserves the sole right to approve or disapprove such appeals.

3.9.1.3 Under the supervision of the Technical Representative, reassemble and reconnect the CPP oil tubes and OD box assembly back to their original configuration with new O-rings and seals (including, but not limited to, Items 38 and 39) per CG Tech Pub 3524, Tab 245-B.

3.9.1.4 Install the shaft coupling on the propeller shaft using the reference marks made prior to removal using new locking nuts (Item 29). Tighten to the required 700 ft-lbs torque. Follow applicable procedures of CG Tech Pub 3253, NAVSEA Dwg 803-2145807.

3.9.1.5 Install new O-rings (Item 41) and bring the shaft coupling together (propeller and reduction gear). Insert the tapered bolts (Item 45) and hex nuts (Item 46) in the same holes they were removed from and uniformly and incrementally tighten in a star pattern to the required 2360 ft-lbs torque. Install new cotter pins (Item 46).

3.9.2 Upon completion of other propeller shaft installation work, the Contractor shall reinstall the line shaft bearings and components, and adjust bearing assemblies in accordance with the CG Tech Pubs referenced above.

3.9.2.1 Reassemble the Cooper bearing with the propeller shaft installed in accordance with CG Tech Pub 3524, Tab 244-A. Renew the triple labyrinth seals during reassembly. Lubricate the bearing with the manufacturer’s recommended lubricant. Renew the bearing lubricant.

3.9.2.2 Reassemble the existing races and roller assemblies removed during disassembly using new Contractor- Furnished consumables (including grease, zerk fittings, lockwire, etc.), in accordance with CG Tech Pub 3524, Tab 244-A.

3.9.2.3 Ensure the load is transferred gradually from the shaft support to the line shaft bearing.

3.9.3 After the shaft reinstallation and under the supervision of the Technical Representative, reinstall the hub assembly and restore CPP system as in instructed in other related Work Items.

3.9.4 Reinstall and reassemble the stern tube seal to its original configuration per paragraph 3.6 above.

3.9.5 Reinstall the rope guard in accordance with Definite Item, “Propulsion Shaft Rope Guard Inspect and Repair”.

Do not include these costs in the bid for this item.

3.10 Bulkhead Seal Inspection And Reassembly

3.10.1 Fully disassemble the bulkhead shafts seals in accordance with paragraph 4-3.5.1 of CG Tech Pub 5031.

Prior to performing the disassembly read, understand and obey all warnings and cautions outlined in the CG Tech Pub 5031.

3.10.2 Tag and protect from damage all removed components.

3.10.3 Perform cleaning and measurement of housing wear in accordance with 4-3.5.2 of CG Tech Pub 5031 once the seals have been completely disassembled.

NOTE

Machining of housing may be subject of change order. Machining of housing, if authorized to remove grooves, shall not exceed 0.020” from original dimension.

3.10.4 Perform cleaning of diaphragm and measurement of Housing–To-Diaphragm Wear in accordance with 4-

3.5.3 of CG Tech Pub 5031 once the seals have been completely disassembled.

3.10.5 Submit a combined CFR for each bulkhead seals, reporting all required: measurements, surface finish inspections, and damage assessments. Figure 4-1 and 4-2 shall be used for identification and consistency of critical surface naming convention.

3.10.6 Upon completion of all inspections, measurements, cleaning and necessary repairs commence bulkhead shafts seal reassembly. Bulkhead shaft seal reassembly is detailed in 8-8, titled, “Bulkhead shaft seal Installation” of CG Tech Pub 5031. Contractor shall provide and utilize the authorized installation consumable materials listed in Table 8-1 of CG Tech Pub 5031, including sealing compound, loctitie, silicone grease, light oil, wiping towel, emery cloth, Toluene, acetone.

3.10.7 Renew housing to bulkhead gasket with Contractor furnished materials. Follow procedure 4-3.5.4 of CG Tech Pub 5031 in renewing gasket.

3.10.8 Renew o-ring (item 1, figure 8-1) with Contractor furnished materials. Follow procedure 8-8.1 to bond o-ring. Perform sizing, preparing and bonding of o-ring in the presence of CG Inspector.

3.10.9 With the shaft reinstalled, take and record deflection readings between the shaft and bulkhead to check for any misalignment.

3.11 Final Alignment

3.11.1 Before proceeding with the final alignment of the propulsion system the Contractor and Consulting Engineer shall ensure that the following conditions have been met:

Cutter must have been waterborne for at least 24 hours.

All aft tanks shall be filled to normal operating levels. Coast Guard will arrange for fuel oil delivery by a barge.

3.11.2 Final Afloat Strain Gauge Measurements – With the cutter undocked and with the plant in the cold condition, take a final set of strain gage measurements to verify that the intended alignment did not change from the drydock to the afloat condition. Submit a CFR.

3.11.3 The Contractor shall measure (by load cell) and adjust the line shaft bearing per Consulting Engineer’s instructions to achieve an optimized bearing load distribution considering the following loads (with optimal being the goal):

TABLE, BEARING LOADS

BEARING MINIMUM BEARING

LOADS COLD (LBS)

OPTIMAL BEARING

LOADS COLD (LBS)

MAXIMUM BEARING

LOADS COLD (LBS)

Stern Tube 25,000 uniform bearing loading across entire 72” length

32,000

Line Shaft 2,000 6,000-12,000 15,750

Aft Red Gear 8,300 10,675 13,050

Fwd Red Gear 1,950 2,525 3,100

3.11.4 The Cold Red Gear Loads, in above Table assumes a new stern tube bearing (.057” clearance) and would result in, during stern tube weardown until end of life (0.259”), reduction gear bearings never being outside the Philadelphia Gear HOT bearing parameters. As the stern tube bearing wears over time, the forward Red Gear bearing load will increase and the Aft Red Gear bearing load will decrease. Consideration of the existing stern tube bearing wear state (clearance) shall be considered when analyzing as–measured alignment state.

3.12 Final Alignment Report

3.12.1 In addition to reports (CFRs) being submitted as required above in real time (that are necessary to quickly assess the alignment state and any required immediate action during DD) a final report shall be submitted. The

Consulting Engineer shall provide a final written report within 30 days after completion of the work covered by this Specification. The report shall contain at a minimum the following:

a) Introduction

b) Project description

c) Alignment calculations (for as found AFLOAT, as found DD, post work DD, and post work AFLOAT)

d) Alignment tests with strain gages

e) Actions taken during the availability

f) Conclusions

g) Recommendation for future action

h) Data sheets on shaft model used to obtain reported results e.g. stations, strain gauge locations, diameters, lengths, load points, etc.

i) Data sheets from Computer runs that computed reported results e.g. stations, deflections, stresses, bearing reactions, slopes, etc.

j) References

3.13 Dock Trials

3.13.1 Perform dock trials in accordance with Definite Item “Sea Trials”. The Contractor shall have a Technical Representative on board for dock trials. In addition to the Contractor, the CPP Technical Representative shall be on board to ensure the CPP system is operating correctly. During dock trials, the Contractor shall check for leakage, noise, undue heating, and vibration related to the work under this specification. The Contractor shall adjust the stern tube seal in accordance with the manufacturer’s instructions. The Contractor shall correct any deficiencies and retest. During dock trials, the Coast Guard will operate the Cutter and all equipment. Submit a CFR.

3.13.2 Thrust Bearing Clearance – Thrust clearances shall be checked and recorded upon completion of re-assembly and prior to dock trials. Utilize a technique to move each shaft forward and aft without binding to check the thrust clearances. Run the reduction gear lube oil pumps during these measurements. Check and record thrust bearing readings in accordance with CG Tech Pubs 3523, and submit a CFR.

3.14 Sea Trials

3.14.1 Perform sea trial in accordance with Definite Item “Sea Trials”. The Contractor shall have a Technical Representative on board for sea trials. During trials, the Cutter will be run at various speeds and conditions, both ahead and astern. The Contractor shall be responsible for correcting any leakage, vibration, noise, and/or excessive temperatures that arise as a consequence of the work under this specification. During trials, the Coast Guard will operate the Cutter and all equipment at low, mid, and high shaft speeds, and at full load. Temperatures of the line shaft bearing, thrust bearing, and the stern tube seal shall be measured and recorded every five minutes. The Contractor shall submit a CFR and document the acceptability of the data, as necessary.

4. NOTES

4.1 Equipment operation. Coast Guard personnel will operate all shipboard machinery and equipment during all operational tests.