JOFOC Cryogenic Trailers_FINAL_REDACTED.pdf

Rev.:01/2021 design cycle and little to no change in the standard manufacturing process for the potential manufacturers, and therefore minimizing costs for the complex equipment.

The following examples show the potential differences amongst designs that technically that the cryogenic cargo tanker trailers are designed and manufactured according to the DOT MC 338 specification. The Code of Federal Regulation (CFR), 49 CFR section 178.338-11, requires an emergency shutoff valve when the tanker is in oxygen service. This is accomplished on a current Government-owned tanker through a pneumatically actuated, manually controlled system. The current manufact with this requirement is more tightly integrated with the normal operation of the tanker. Both systems satisfy e accomplished in vastly different ways.

Section 2.e.ii. of the Statement of Work for 80KSC020C0030 states that the cryogenic cargo tanker trailer shall have a 3-inch CGA valve for bottom fill and a 3-inch CGA valve for top fill. In the Gove tanker trailers, this is accomplished by two separate connections. Each connection is then attached to piping which either flows into the bottom of the vessel in the case of the bottom fill connection, or into the top of the vessel in the case of the top fill connection. The two sections of piping do not directly connect at any point. The current manufacturer accomplishes this by having a single 3-inch CGA connection, which, through a series of piping and valves, is able to accomplish the necessary bottom and top fill methods of loading and unloading. Both methods are vastly different in design and principal of operation, and both requirement.

The description of the cryogenic cargo tanker trailers and the examples above illustrate the numerous places where the possibility of an incorrect procedure being utilized on a certain piece of equipment can be introduced. Whether the incorrect procedure performed is operational or maintenance, the result could be catastrophic, as the cryogenic commodities are hazardous. Overpressurization or unexpected release are two dangerous situations which could result in extensive property damage, serious personal injury, or even death. Maintaining a single designed fleet, and therefore a single set of operational and maintenance procedures, would eliminate this risk.

Initial Cost of Activating Equipment:

Prior to activating the cryogenic cargo tanker trailers, many activities must be completed.

The new equipment requires the development, review, implementation, and submission into the appropriate repository of a spare parts analysis, configuration drawings, and operations and maintenance instructions. The spare parts inventory will also need to be stocked for each family of equipment. Training will need to be developed for the new equipment. With each unique piece of equipment, this level of work will need to be completed, roughly doubling the initial cost required to activate the equipment, assuming the Government ends up with two different manufacturers for the fleet of cryogenic cargo

10. FAR 6.303-2(b)(10) – A listing of the sources, if any, that expressed an interest in writing in the acquisition:

A notice of NASA’s intent to award this sole-source action was synopsized on the GPE website (beta.sam.gov) per FAR Subpart 5.2 (See Section 6 above) on 21 April 2021 with a response due date of 28 April 2021. No responses from potential sources were received.

Contracting Officer