DRAFT PM Crew SOW.docx

Section C- Descriptions and Specifications

Program Background

In 2017, the United States Navy (USN) and the Kingdom of Saudi Arabia (KSA) Ministry of Defense (MoD) executed a Letter of Offer and Acceptance (LOA), initiating a Foreign Military Sales (FMS) case for the purchase of four (4) Multi-Mission Surface Combatants (MMSC). Lockheed Martin (LM) is the prime contractor responsible for constructing the ships with Fincantieri Marinette Marine (FMM) as the shipbuilder. The FMM shipyard is located in Marinette, WI. The scope of the case also includes Royal Saudi Naval Force (RSNF) Crew and Shore Support training and integration.

The MMSC is a variant of the U.S. Navy’s Freedom variant Littoral Combat Ships (LCS). The ship is waterjet-propelled by combined gas turbine/diesel power. It is equipped with a 57mm Gun, Harpoon Missiles, CEROS 200, SeaRAM, ALEX SKWS, and COMBATSS-21. Berthing is available for a ship complement of 101 for an RSNF Crew of 84 with 17 additional sailors embarked for the air detachment. For the duration of ship operations during the post-delivery period, the air detachment will not be onboard. Berthing for an additional 29 personnel is available via surge berthing with a total of 130 racks being available onboard. The ship specification sheet: Attachment J-3 (Figure 1) provides additional details but may not reflect all potential ship changes.

Post Delivery Schedule

Post-delivery is a critical period in all USN ship acquisition programs. During a typical post-delivery period, the USN will verify operational readiness through extensive, integrated at-sea testing, and identify any potential deficiencies through sustained equipment operation and inspections. Through incremental Planned Maintenance Availabilities (PMAV) and Continuous Maintenance Availabilities (CMAV), a successful post-delivery period will maximize the ship’s material readiness in an at-sea environment. During the Post Shakedown Availability (PSA), in-line engineering updates are completed, and deficiencies found during ship operations and testing are corrected.

In addition to the typical events conducted during a USN post-delivery period, the MMSC post-delivery period will also include RSNF Crew integration and training, as well as RSNF shore support team integration.

The contracted Professional Mariner (PM) Crew is expected to operate the MMSC during all phases of post-delivery, to include a Post Delivery Availability (PDA), ship transit, Industrial Post Delivery Availability (IPDA), Post Delivery Test and Trials (PDT&T) and RSNF Crew Integration. During PSA, MMSC will be nonoperational and non-habitable while in a shipyard undergoing ship modernization and repairs. During PSA, the PM Crew will receive alternate tasking. In addition, the PM Crew will have a role in RSNF Crew Integration. Attachment J-3, Figure 2 provides a notional timeline for these periods.

Throughout the post-delivery period there will be numerous stakeholders with competing interests. The schedule will be managed by a Schedule Integration Team (SIT) which will be composed of representatives from the PM Crew, the PDT&T team, the RSNF Training and Integration teams as well as the PMS 525 Operations and Maintenance team. The SIT will be responsible for meeting daily to discuss the plan of the day, discuss events that could not be completed and need to be rescheduled, and to deconflict and plan the next day’s operations. The senior PMS 525 rider will be the sole authority for determining and distributing underway and testing schedules/requirements. The PM Crew’s Master or representative shall attend PD SIT daily meetings. The Master is responsible for the safe operation of MMSC and for the performance and safety of the PM Crew. The PM Crew Master will be aware of the daily schedule of events, as well as speed and distance, maneuvering or navigation restrictions.

Post Delivery Availability (PDA) A number of critical events are accomplished during this period including completion of ship outfitting, crew move aboard (both PM Crew and select RSNF Crew), and crew familiarization to include short underways (both PM Crew and RSNF Crew). Industrial production work is minimized and conducted on a non-interference basis.

The PDA period provides the PM Crew an opportunity to familiarize themselves with the ship to ensure they are qualified to safely operate MMSC.

In order to provide an orderly transition of MMSC from the shipyard to PMS 525, key members of the PM Crew will have access to the construction shipyard (FMM) for MMSC orientation training approximately 45-60 days prior to delivery of each ship.

Transit MMSC will spend approximately 28 days travelling from the Shipbuilder in Marinette, WI to Mayport, FL and will make port visits throughout. During this period, the ship will be operating independently and some shipboard testing will be conducted. It will also afford the PM Crew an opportunity to become familiar with ship operations.

Post Shakedown Availability (PSA) The PSA is a Depot-Level (D-level) repair availability to be performed at a yet-to-be-determined shipyard. The goal of PSA is to correct shipboard deficiencies; incorporate approved engineering changes, and present RSNF a ship in optimal material condition. The PSA also includes drydocking to accomplish underwater hull maintenance/repair.

During PSA, the ship is in reduced operating status (ROS). MMSC will be in-port and the ship will be nonoperational and non-habitable. The PM Crew may be expected to perform alternate tasks as-needed which may include security, O-Level maintenance, shipyard performance monitoring, fire marshal responsibility, equipment tag-out approvals, and quality assurance oversight.

Test & Trials (HM&E and PDT&T) The PDT&T period will verify and validate the MMSC’s operational capabilities in its respective warfare mission areas. These warfare mission areas—including, but not limited to, air defense (anti-air warfare), surface warfare, and electronic warfare—will be exercised during tracking and live fire test events conducted by Naval Surface Warfare Centers (NSWCs).

The PM Crew will be expected to operate the ship while in-port and at-sea to include ensuring the ship is on station in time for all test and trials events and for maintaining the ship at anchorage. However, they will not be expected to operate combat system/weapon systems during these tracking and live fire test and trial events. NSWC Port Hueneme Division (PHD) is responsible for staffing all combat system and weapon systems operator positions during these test and trial events.

Planned Maintenance Availability (PMAV) PMAVs are notionally 5-day long maintenance availabilities that will be scheduled and performed monthly. During the PMAV, shore support teams will come onboard to perform O-Level planned maintenance on systems and equipment throughout the ship. The PM Crew will be responsible for ensuring safe access to the equipment. PMAVs are performed in-port and the ship will not be expected to get underway.

Industrial Post Delivery Availability (IPDA) After transit, an IPDA will occur in order to accomplish upgrades and modernization of systems impacting Test & Trials. This period will occur at a yet-to-be-determined shipyard. The PM Crew may be expected to perform alternate tasks as-needed which may include security, Organization-Level (O-Level) maintenance, shipyard performance monitoring, fire marshal responsibility, equipment tag-out approvals, and quality assurance oversight.

RSNF Crew Integration Period A dedicated RSNF Crew Integration period will incorporate daily drills and scenarios that will be evaluated and graded by an onboard training team. The objective is to transition operational control of the ship from the PM Crew to the RSNF Crew in a controlled manner. As RSNF Crew competency increases, the PM Crew will gradually assume an observational role during ship operations. However, the PM Crew will always remain responsible for safe operation of the ship.

Continuous Maintenance Availability (CMAV) The CMAV is a repair availability that will be conducted pier-side in Mayport, FL to accomplish deferred equipment repairs and facilities maintenance. A concurrent PMAV will also be performed during this window.

Anticipated ship delivery dates for the class are in Table 1 below. These delivery dates are subject to change.

Table 1: Anticipated Ship Delivery Dates

Key PMS 525 Personnel This section provides a general overview of the responsibilities of key personnel and organizations involved in MMSC PD Support. Attachment J-3, Figure 3 illustrates the PMS 525D organization under the PD Principal Assistant Program Manager (PAPM).

Post Delivery PAPM The PD PAPM has overall responsibility for the successful accomplishment of MMSC PD. They report directly to the PMS 525 Program Manager.

Post Delivery Test & Trials (PDT&T) Assistant Program Manager (APM) The PDT&T APM is responsible to the PD PAPM for providing management and execution of all test events during the PDT&T period while working closely with stakeholders from various government activities and supporting contractors.

Post Delivery RSNF Crew Integration APM The PD RSNF Crew Integration APM is responsible to the PD PAPM for the planning, management, and execution of all RSNF Crew training events during the PD period.

Post Delivery Maintenance, Operations, and Sustainment APM The PD Maintenance, Operations, and Sustainment APM is responsible to the PD PAPM for providing overarching management and execution of all PD availabilities and maintenance events, ship sustainment and operations, and RSNF Shore Support Training and Integration support during the PD period.

Hull Manager (HM) The HM is the onsite PD team lead and serves as the primary representative for all ship maintenance and modernization.

Hull Support Manager (HSM) The HSM is the primary support contractor for the PD HM and is the focal point for all PSA planning and execution efforts.

Maintenance Coordinator/RSNF Shore Support Integrator The Maintenance Coordinator/RSNF Shore Support Integrator is a unique MMSC PD position which provides support typically performed by Navy ship crews and fleet organizations.

3M Coordinator The 3M Coordinator is responsible for the implementation and management of the Planned Maintenance System (PMS) Program for the ship.

Planned Maintenance Availability (PMAV) Coordinator The PMAV Coordinator is primarily responsible for developing the PMS Work Package (WP) and managing the resources required to accomplish the PMAVs.

Detailed descriptions for all PMS 525 PD positions can be found in the PMS 525 PD manual which will be provided upon request.

CLINs 0001-0004: Operations The following tasks apply to CLIN 0001 (MMSC-1), CLIN 0002 (MMSC-2), CLIN 0003 (MMSC-3), and CLIN 0004 (MMSC-4):

Operational Tempo

MMSC will be in Full Operating Status (FOS) at all times during post-delivery, with the exception of the PSA. The contractor must maintain each ship’s capability to get underway within 72 hours of receipt of sailing orders and shall maintain a full crew while in FOS. The contractor must have all main, auxiliary, and emergency systems ready for sustained operation at sea at the outset of each voyage.

During PSA, the ship will be in ROS at an industrial shipyard undergoing extensive modernization and ship repairs. The ship will be non-operational and non-habitable until the latter stages of the availability when conducting integrated testing, dock trials and an underway post-repair trial (PRT). The contractor will have a limited role during PSA and not be required to provide a complete crew until 14 days prior to the end of PSA. The contractor will re-man the ship in preparation for extensive shipboard testing, dock trials, and sea trials.

Normal Operational Tempo (OPTEMPO) for each MMSC during its post-delivery period is provided in the table below. In-port periods consist of all time a ship is either pier-side or at anchor which includes but is not limited to the following events: repairs and maintenance availabilities, stores and materials onloads/offloads, personnel transfer.

Underway periods are defined as all times a ship is operating outside of a port, which includes but is not limited to independent steaming, test & trials, training operations, and transits to and from selected ports for ship maintenance or for the loading or discharging of materials.

UNDERWAY

Table 2: Post Delivery OPTEMPO

Other Ship Riders In addition to the PM Crew, there are riders that will be embarked throughout the post-delivery period including: Crew Training Team (CTT), PMS 525, Original Equipment Manufacturer (OEM), Lockheed Martin (LM), the shipyard (SY), Government Test Team, and the RSNF Crew notionally as shown in Table 3.

Table 3: Projected MMSC Ridership During PD Note 1: These numbers are estimates and subject to change.

Note 2: All remaining available berthing will be allocated to RSNF Crew.

The CTT is a PMS 525 team dedicated to training the RSNF Crew and will consist of approximately 10-15 members familiar with U.S. Navy training methods and standards. PMS 525 personnel will have overall responsibility of managing post-delivery activities, developing, and executing a daily ship schedule, and RSNF Crew Integration. The OEM or OEM-authorized representative performs equipment maintenance, diagnostics, and repairs as required. Industry riders from Lockheed Martin (LM) will assist with PDT&T and perform maintenance and repairs as needed. A dedicated rider from LM will coordinate all guaranty work. Riders from the shipyard, Fincantieri Marinette Marine (FMM), will be available to troubleshoot systems and assist with ship problems. The Government will staff a Test Team and Combat Systems Equipment Operators. The test team will manage and oversee the PDT&T period while the equipment operators will perform the weapon firing. Additionally, up to 84 members of the RSNF Crew will ride the ship during all phases of post-delivery with the exception of PSA.

Task 1- General Operations

1. The Contractor shall be responsible for safely operating and sailing MMSC to each location necessary for PDT&T events, maintenance, and replenishment activities for the duration of the post-delivery period. The crew will operate all main, auxiliary, and emergency shipboard equipment and systems while in-port and at-sea.

2. The Contractor shall operate the MMSC ships in a professional manner and maintain the ships in operable condition to meet the ship’s schedule. MMSC is required to be mission-ready at all times (excluding repair and overhaul periods). The Contractor shall operate the ships and related ship systems and equipment in accordance with all relevant law and terms of this contract.

3. The Contractor shall operate the MMSC in accordance with the United States Coast Guard (USCG) Navigation Rules and Regulations Handbook.

a. This includes maintaining the MMSC and related ship systems and equipment in accordance with the Attachment J-4, PMS 525D Maintenance and Material Management (3M) Manual

4. The Contractor shall plan to operate the ships in the following areas: the Great Lakes, the St. Lawrence Seaway, the Atlantic Seaboard to include VACAPES, Mayport Naval Station, the Bahamas, and the Gulf of Mexico. The Contractor shall maintain electronic charts for each ship’s region of operation.

5. For the entire period of performance (PoP) of this contract, the Contractor shall provide mariners who meet all current standards of training, certification and watchkeeping (STCW) requirements for their rating and drill requirements while on board ship.

6. The Contractor shall ensure the ship(s) and all assigned ship(s) equipment, systems, and appurtenances are continuously maintained in good working order and repair regardless of the frequency or importance of use.

7. During FOS, the Contractor shall provide an onboard crew 24 hours a day, seven days a week, to support ship movement and underway time.

a. In port operations will be conducted at Mayport Naval Station; however, customer needs will dictate alternative locations for conducting operations. In port operations will include testing of individual systems that are permanently or temporarily installed, and generally require basic hotel services and equipment availability.

b. While underway, the Contractor shall provide personnel to simultaneously support watch standing, firefighting, and a rescue boat party for man overboard recovery while underway.

c. The Contractor shall provide a complement of trained and qualified, shipboard personnel to support watch standing consistent with the vessel mission and projected area of operation in accordance with 46 CFR 15.705.

d. The Contractor shall provide a complement of trained and qualified, shipboard personnel to support a firefighting party consistent with the attachment J-9, MMSC Casualty Response Plan.

e. The Contractor shall provide a complement of trained and qualified, shipboard personnel to support a rescue boat party in accordance with 46 CFR 199.180.

f. The Contractor shall perform duties associated with operating and maintaining a vessel at anchor, to include standing up an appropriate anchor watch in accordance with 46 CFR 15.705.

i. Anchored operations are conducted when customers require an at-sea environment and/or require close proximity for land-mass background, sometimes at specific areas.

ii. Anchorage can last more than one (1) day.

8. The Contractor shall provide a notional organization for each watchstanding and station bill for underway and pierside operations.

9. While in ROS, the Contractor shall remain responsible for primary oversight of the vessel and shall adequately man to ensure a safe working environment for personnel and ship’s equipment. During ROS, the normal workday shall be 0700 – 1630 Monday through Friday and the Contractor shall provide a minimum of two (2) personnel on the ship 24 hours a day, seven (7) days a week to include all holidays to support watch standing.

a. The watch shall rove the ship hourly and monitor for safety hazards and security violations in accordance with the Attachment J-7, MMSC Vessel Security Plan.

b. The watch shall immediately report major safety hazards or safety violations to designated Government and Contractor personnel both verbally and in writing. The watch will first contact the designated Government and Contractor personnel via voice (phone, or in person) followed by a detailed narrative of the hazard or violation in the assigned duty logbook.

c. The Contractor shall conduct damage control operations aboard the ship.

d. When in port, the Contractor shall contain fires, and coordinate firefighting efforts with other professional entities such as the local fire department. The Contractor shall remain on station in order to provide direction to and access to the affected areas.

10. Upon conclusion of PSA, the Contractor shall transition to FOS after receiving an activation notice from PMS 525. During the ROS to FOS transition period, the Contractor shall indoctrinate all newly assigned PM Crew members concerning the ship’s operation and mission.

11. The Contractor shall develop, maintain, and implement severe weather procedures for all ships.

a. The Contractor’s severe weather procedures shall be in compliance with SOPAMYPTINST 5440.3H 9 May 2017, MANUAL OF THE SENIOR OFFICER PRESENT AFLOAT (SOPA) MAYPORT, FLORIDA which details the destructive weather response requirements for ships moored in the Mayport vicinity.

b. The Contractor shall deliver their severe weather procedures to PMS 525 per attachment J-1, Contract Data Requirements List.

12. For ships in ROS, the Government may authorize additional manning to support underway sorties. When a hurricane condition is set in the area of operations (AOR), and any ship is in-port or underway within the storm-related area, the Contractor shall submit an initial hurricane status report for all ships within one hour of notification of the condition being sent to PMS 525 Hull Manager. Ships unable to sortie shall take all available extra precautions to prepare for severe weather. PMS 525 will assist with contracts for support (such as standby tugs or cranes) as appropriate.

13. Prior to each underway period from sail around through delivery to the RSNF, the Contractor shall ensure that all requisite (redlines and/or mission required) equipment is safe to operate (STO). The Contractor shall develop and provide a process and/or procedures that will ensure MMSC is materially safe and ready to get underway. Equipment and systems shall be aligned and operated in accordance with Engineering Operational Sequencing System (EOSS) and, if applicable, planned maintenance procedures. Equipment defects or conditions that prevent the ship or a piece of equipment from being declared as STO shall be reported to PMS 525 immediately.

a. The Contractor shall submit a Ready for Sea/Safe to Operate plan v per attachment J-1, Contract Data Requirements List.

14. The PM Crew shall submit a daily SITREP to the PMS 525 Hull Manager per attachment J-1, Contract Data Requirements List.

a. This report shall include the fuel state, equipment conditions, significant issues, temporary standing orders, upcoming training or maintenance events, sanitation services and housekeeping efforts.

b. A template for this SITREP will be provided by the government.

15. In case of emergency, nothing in this contract shall be construed as preventing the Master from taking the most effective action to safeguard life, property, and the ship. The Master shall have authority to abort operations temporarily on the basis of clear and present danger to life at sea.

16. The Contractor shall designate a member of the crew as a SIT representative. This representative shall attend daily SIT meetings where PMS 525 will review the schedule for the day/week and make changes as appropriate.

17. Contractor shall provide a monthly funds and manhour expenditure report documenting the cost associated with each CLIN per attachment J-1, Contract Data Requirements List.

18. Prior to departure from the build yard, the Contractor will be afforded a PDA period of approximately 30 days to acquaint personnel with the layout and operation of the ship. In support of this effort, the Contractor shall perform the following tasks:

a. The Contractor shall submit a familiarization plan defining key events, training, and shipbuilder/OEM support required during the PDA period per attachment J-1, Contract Data Requirements List.

b. The Contractor shall make key personnel available for the familiarization period.

c. The Contractor may be allotted billets for riders to observe builder’s sea trials. If billets are provided, the Contractor shall assign personnel to ride the ship.

d. The Contractor shall provide the Government with a request for OEM support 90 days in advance of the familiarization period.

e. The PM Crew Master shall report to PMS 525 when the Contractor is prepared to sail the ship from Marinette.

Task 3- Sail Around

1. Upon ship delivery to PMS 525, the Contractor shall sail the ships from the FMM Shipyard in Marinette, WI through the Great Lakes and St. Lawrence Seaway and down the Eastern seaboard to Naval Station Mayport, the MMSC homeport during the PD period.

2. The Government will provide the Contractor with a notional transit plan. The Contractor shall arrange for all required port visits and associated support including but not limited to line handlers and tugs, food procurement, trash and oily waste offload, and fuel onload during the sail around.

a) The Contractor shall provide PMS 525 with a transit plan prior to getting underway via per attachment J-1, Contract Data Requirements List.

b) The transit plan shall include underway durations, planned port calls and durations, and planned support for each port call

3. Prior to entry of the Welland Canal, the ship will be outfitted with protective fendering to assist with the transit of the canal and seaway locks. This evolution may be completed at the build yard or at a stop prior to the Welland Canal. Prior to departure from the St Lawrence Seaway, the Contractor will be required to stop and have the protective fendering removed.

4. The Contractor shall procure, service, and dispose of portable toilets to accommodate ship crew and riders during the sail around due to regulations on the Great Lakes and in the St. Lawrence Seaway. The toilets will be disposed of at the final port stop prior to the Atlantic Ocean.

5. The Contractor shall navigate the ship during transit in accordance with all local rules and regulations.

6. The Contractor shall hire a licensed pilot to assist the ship with maneuvering through restricted zones throughout the Great Lakes and St Lawrence Seaway.

Task 4 – Industrial Post Delivery Availability During the IPDA, the Contractor will require a presence to coordinate with the performing entity and to operate machinery as required. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall maintain the WAF/Tagout Program in accordance with Attachment J-6, Tuwaiq Project Tag-Out User’s Manual.

2. The Contractor shall maintain systems integrity and assist the executing yard with access to equipment and spaces.

3. The Contractor shall operate equipment as required to support shipyard testing.

4. The Contractor shall assist PMS 525 with verification of work item completion to include attending check points identified in the item work specification, verification of completed work against work specification, and attendance of any required testing.

5. The Contractor shall assist PMS 525 with regular inventory audits during the availability.

6. The Contractor shall assist PMS 525 with compartment closeout activities as necessary.

7. The Contractor shall perform additional planned maintenance as required.

Task 5- Post Delivery Test and Trials

Upon arrival at NAVSTA Mayport, the ship will commence the Post Delivery Test and Trials (PDT&T) Period. During this time, the ship’s Combat and Mission Systems capabilities will be exercised and documented. Examples of Combat and Mission Systems testing include radar tracking and missile firings. Manned testing at sea may include both non-firing and firing scenarios utilizing air and/or surface targets. Aircraft, boats, or radio-controlled aerial targets may be maneuvered to meet user requirements provided the targets' Closest Point of Approach (CPA) pose no threat to the ship or crew as determined by the Range Safety Officer (RSO). Logistical transits are conducted to support primary operations. These include underway periods for refueling, transits to anchorage, weapons on load, and/or equipment calibration. A Government provided detachment will be responsible for operation, maintenance and logistics support of all combat and mission systems equipment. Government representatives will be responsible for preparation, weapons release, and subsequent actions surrounding all firing and test events. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall operate the vessel in a manner compliant with the Marine Mammal Protection Act at all times during post-delivery.

2. The Contractor shall designate a representative to attend PDT&T planning and execution meetings virtually or in person including Mission Control Panels (MCPs) and Mission Readiness Reviews (MMRs).

Task 6- Post Shakedown Availability

During post-delivery, the ship will enter a ROS and undergo a PSA at a yet-to-be-determined shipyard. During this availability, ship alterations and corrective repairs will be conducted as necessary. Attachment J-3, Figure 4 provides a notional schedule and milestones for the MMSC PSAs.

During PSA, the Contractor will require a presence to coordinate with the executing entity and to operate machinery as required. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall conduct a turnover of the WAF/Tagout program to the executing shipyard who will manage Work Authorization Form (WAF)/Tagouts for the duration of the PSA.

2. The Contractor shall ensure that the executing yard is complying with the executing yard’s WAF/Tagout process during the PSA as directed by PMS 525.

3. The Contractor shall assist the executing yard with access to equipment and spaces.

4. The Contractor shall operate equipment as necessary to support shipyard testing.

5. While the ship is in PSA, the Contractor shall assist PMS 525 with work item progressing and ship checks, attend work spec-identified check points and testing, complete planned maintenance checks, validate maintenance performed by an outside vendor, and attend regular PSA production meetings.

6. The Contractor shall attend government provided Quality Assurance training in support of the PSA as directed by PMS 525.

7. The Contractor shall assist PMS 525 with regular inventory audits during the availability.

8. The Contractor shall assist PMS 525 with compartment closeout activities as necessary during PSA.

9. The Contractor shall perform additional planned maintenance as required.

Task 7- Post Repair Trials

Upon successful completion of the PSA and restoration of the ship to FOS, the ship will get underway to complete a Post Repair Trial (PRT) to demonstrate key events and to prove operation of PSA-impacted systems. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall verify that all impacted systems have been restored to operational status and that the ship is in the correct alignment for operating equipment.

a. The government shall provide a list of systems requiring verification.

2. The Contractor shall declare the ship STO, as defined by the Government and the Contractor’s Ready for Sea/Safe to Operate Plan and conduct a fast cruise prior to getting underway.

3. The Contractor shall report any found materiel defects to PMS 525 immediately for documentation and repair via Condition Found Reports. Condition Found Reports shall be submitted via CDRL per attachment J-1, Contract Data Requirements List.

4. Contractor shall support trials by executing test events IAW a test plan and schedule provided by PMS 525.

Task 8- RSNF Crew Integration

RSNF Crew Integration onboard MMSC will be divided into two phases. Each phase and the associated goals, support, and equipment requirements are defined in the PMS 525 RSNF Crew Integration Plan.

During the first phase of RSNF Crew Integration, the crew will conduct events on MMSC under the guidance of the PMS 525 Training Team (525M). The RSNF Crew will participate in training including tracing of systems, starting/stopping equipment, drawing lube oil/fuel oil samples for testing and conducting emergency evolutions like fire and flooding drills. Pending adequate progression, the RSNF Crew may stand under instruction watches under the supervision of the PMS 525 Training Team. These events will be briefed to the Contractor daily as part of the plan of the day. While the primary responsibility for training lies with the PMS 525 Training Team, the Contractor may be asked to provide limited training to the RSNF Crew including details regarding standing of watches, equipment alignment for operation as part of normal ship operations, or emergency actions in case of an equipment casualty or malfunction.

The training events in phase two are similar to those in phase one. However, the objective of this phase is to transition operational control of the ship from the PM Crew to the RSNF Crew in a controlled manner. Regardless of the phase or timing, the PM Crew will always remain responsible for the safe operation of the ship.

The PMS 525 Training Team will also remain onboard and will supervise the RSNF Crew as they start to plan the schedule of events and supervise the execution of drills and evolutions. The PMS 525 Training Team will ensure all safety measures are strictly enforced. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall conduct as-needed PMS training, monitor PMS accomplishment, and assist RSNF Crew as needed for PMS assigned to the PM Crew in accordance with CLIN 0003 of this SOW.

2. RSNF Crew performance and progression will be evaluated daily by the MMSC SIT. The SIT will review the training schedule daily and make changes as appropriate. The Contractor shall designate a member of the crew as a SIT representative. This representative shall attend daily SIT meetings.

3. The Contractor shall support RSNF Crew training by allowing the PMS 525 Training Team access to spaces and equipment required to safely conduct training.

4. The Contractor shall provide RSNF watch standing oversight or operational training as required.

5. During an emergent situation, the Contractor and Government shall cease training immediately and respond accordingly with qualified personnel.

Task 9- Corrective Maintenance Availability (CMAV)

Prior to final vessel delivery to the RSNF, PMS 525 will accomplish a CMAV to complete any outstanding corrective repair work. This work will be accomplished by a yet-to-be-determined contractor pier-side in Mayport. The ship will remain fully operational and capable of getting underway. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall ensure that tag outs are accomplished in accordance with the PMS 525 WAF/Tag process during the CMAV.

2. The Contractor shall maintain systems integrity and assist the executing yard with access to equipment and spaces.

3. The Contractor shall assist PMS 525 with verification of work item completion to include attending check points identified in the item work specification, verification of completed work against work specification, and attendance of any required testing.

4. The Contractor shall perform additional planned maintenance as required.

Task 10 - Communications

1. The Contractor shall operate communications equipment (HF/VF/UHF) in support of safe operation of the vessel.

2. The Contractor shall be capable of communicating logistical requirements back to their shore detachment and/or PMS 525 pier-side personnel while underway. These communications may include:

b. Parts requirements

b. Pier services required to pull in (emergency tugs, line handlers, etc.)

c. Fuel, food and other consumables to support quick turnarounds

3. The Contractor shall file message traffic in Navy communications systems as required (i.e. Destructive Weather bill, LOGREQs, etc.).

Task 11- Shipboard Security

1. The Contractor shall secure and manage access to the ship in accordance with the Attachment J-7, PMS 525 Vessel Security Plan (VSP). This includes underway and in-port security as well as access control procedures.

2. The Contractor shall provide shipboard security while underway and pier-side at non-U.S. Naval Facilities. While in a U.S. Navy port, pier security will be provided by the base.

3. The Contractor shall only permit approved visitors to board ships. The Contractor shall vet and approve all personnel provided under their contract scope. PMS 525 will provide an approved access list for all Government and Government contractor personnel and activities. In the event that a Government visitor is not on the provided access list, the PMS 525 senior rider will have the discretion to allow access to the ship. Contractor provided gangway watches shall log all visitors on and off the ship.

4. During FOS and for each MMSC in-port, the Contractor shall provide a gangway security watch and roving patrol. The gangway security watch shall keep a log of all arrivals and departures of non-assigned personnel. PMS 525 may require additional security measures to meet a force protection condition (FPCON). The ship shall maintain 24- hour communication capability with the pier security guard when in port.

5. During ROS conditions, the watch officer shall ensure that all visitors not pre-authorized access to the ship are logged in and out of the ship’s access log. Pre-authorization means will be communicated by PMS 525 in advance.

6. The Contractor shall implement shipboard security measures against terrorism, hostage situations, demonstrations, sabotage, piracy or hostile acts at all times and with increased situational awareness while sailing in high threat areas in accordance with the VSP. The Contractor shall display appropriate international signals indicating special operations or dangers to navigation IAW international regulations for approaching ships.

Task 12 – Foreign Port Visits

During the transit from the construction yard in Marinette, WI, the Contractor may be required to pull into foreign ports for resupply and waste offload. In support of this effort, the Contractor shall perform the following tasks:

1. The Contractor shall comply with applicable U.S. and host nation agreements that specify procedures for port visits in that country.

2. While performing ship operations, the Contractor shall advise foreign authorities and husbanding agents that their vessel is a sovereign immune vessel of the United States.

3. The Contractor shall inform foreign authorities that their ship’s sovereign immunity protections includes immunity from arrest, immunity from ship searches (whether in foreign internal or territorial waters, or in international waters), immunity from foreign taxation, exemption from any foreign state regulation requiring flying the flag of such foreign state either in its ports or while passing through its territorial sea, and entitlement to exercise exclusive control over persons on board such vessels with respect to acts performed on board.

4. The Contractor shall refuse requests from foreign authorities for documents, physical evidence, interviews of personnel, statements, any request to board, examine, inspect, or search a ship, and any request for the physical delivery of persons on a ship to foreign authorities.

5. The Contractor shall provide a Shore Party List of individuals who will go ashore to the host nation if such a list is requested by a foreign Government authority. The Shore Party List may contain only the names and passport numbers of those personnel. The Contractor or its employed Master shall not provide any other information.

6. The Contractor shall comply with all guidelines found in NAVADMIN 158/16, Sovereign Immunity Policy.

a. If the Contractor encounters a request contrary to this guidance, the Contractor shall immediately contact PMS 525 for further guidance.

Task 13 – Manning

1. The Contractor shall man each ship with a complement of trained, medically and dentally qualified, and psychologically fit personnel for each ship’s mission and projected areas of operation.

2. The Contractor’s entire crew shall be U.S. citizens, be literate in English, meet requirements of the United States Coast Guard (USCG) and standards of training, certification, and watch standing (STCW), possess a USCG Medical Certificate and a valid Transportation Worker Identification Credential (TWIC), and possess current, valid USCG documents that are required by applicable law and regulations for the billet, tonnage, and classification of the ship.

3. Licensed personnel shall possess the necessary endorsements on their USCG Merchant Mariner's Document for each job to which they are assigned, (e.g. GMDSS or Ozone Depleting Substances (ODS)).

Key Personnel

4. With the exception of the Medical Person in Charge, all key positions shall possess and maintain a SECRET level security clearance.

Key Personnel Resumes: Offerors shall only propose Key Personnel resumes for individuals that, at the time of proposal submission, the Offeror has a good faith expectation of providing at award. Additionally, the Government requires the submission of signed Letters of Intent for proposed contingent Key Personnel. The Letter of Intent is considered to be material to the proposal since these Letters of Intent demonstrate the Offeror’s ability to hire personnel with the qualifications. The Government required Key Personnel are as follows:

0. Program Manager: The Program Manager (PM) shall possess a Bachelor's Degree in Engineering or Business from an accredited college or university. The PM shall have ten (10) years of experience in operation, maintenance, and test & evaluation (T&E) of U.S. ships. This individual shall have five (5) years of PM experience in contract and subcontract management, budgeting scheduling, planning, and estimating. Desired: Program Management experience in Navy Programs encompassing T&E, Remote Control Operations, Hull, Mechanical, and Electrical (HM&E) Systems and components.

0. Ship’s Master: Master shall possess a license as a Master Mariner, unlimited oceans, unlimited tonnage, have a minimum 5 years’ operational experience with USN or MSC vessels and have experience operating gas turbine, diesel engine and waterjet propelled vessels. The Ship’s Master is in overall command of the vessel and has full responsibility for all matters pertaining to management of the vessel, operations, supervision of the crew, safe navigation, physical security and safety. The Master must possess the ability to make analytical decisions in a rapidly changing work environment. Through the utilization of senior managerial personnel aboard, (i.e. Department Heads), the Master monitors all daily operations as well as plans for future mission requirements. The Master ensures that all orders, instructions, government regulations and Command directives are properly executed and maintained. The Master is responsible to the Program Manager for sound fiscal management and strict adherence to budget guidelines. The Master must be knowledgeable and familiar with a wide range of regulatory requirements, inspections and regulations, including CFR's, USCG, ABS, MSC, OPNAV, and NAVSEA Instructions. Responsible for the safety and security of the crew, cargo and ship, the Master shall ensure that the crew is trained in firefighting and damage control procedures as well as force protection. The Master ensures that all equipment associated with lifesaving, firefighting and shipboard security is available and in proper working condition. The Master is responsible for the proper planning, loading, stowage, and delivery of cargo and provides oversight and planning for a wide range of mission requirements including UNREP, VERTREP, Cargo (Fuel, Dry Stores, and Ammunition) loading, transfer and discharge as well as towing. The Master ensures the ship's stability is properly maintained at all times IAW the vessel's trim and stability book. The Master is responsible for the safe navigation of the vessel, must be skilled in all facets of navigation and be able to manage and train bridge navigation teams. Through training and supervision of deck watch standing personnel, as well as the development of a “bridge team management plan”, the Master is to ensure that the vessel is operated safely within the guidelines of the Rules of the Road, safe navigation, prudent seamanship, and implement Operation Risk Management. The Master shall be familiar with the specific handling characteristics of the vessel, in all load conditions and operational situations. This includes heavy weather, docking/undocking, maneuvering in restricted water, underway replenishment and towing and salvage. The Master must be proficient in all aspects of underway replenishment and towing, and be knowledgeable and skilled in ship handling. The Master must possess exceptional communication skills, both oral and written, to communicate effectively throughout the chain of command. The Master must be knowledgeable and intimately familiar with Safety ORM, and SMS/QMS systems. As a steward of the marine environment, the Master will ensure that environmental protection programs are implemented, and that all anti-pollution regulations and laws are adhered to, and crew training is conducted as required. The Master shall ensure full compliance with all provisions for his/her vessel and ensure equality in determining qualifications, selections, assignments and training.

0. Chief Mate/1st Mate/1st Officer (Chief Mate): shall possess a license as Chief Mate, unlimited oceans, unlimited tonnage. The Chief Mate shall exercise overall responsibility for the execution of the 3M program and tagout/lockout system. As the Deck Department Head, the Chief Mate is responsible for the safe, effective, and efficient management and supervision of deck department employees. The Chief Mate ensures sound fiscal management and adherence to budget guidelines by deck department employees. The Chief Mate also serves as the ship’s safety officer, training officer, damage control officer, vessel security officer, oil spill coordinator and gas free engineer. On ships without a Master, the Chief Mate is the Officer in Charge (OIC) of the entire Civilian Mariner (CIVMAR) contingent onboard regardless the disparity between formal pay rate designators. As Anti-Terrorism/Force Protection (AT/FP) Officer, the Chief Mate issues orders to and ensures training of crewmembers to provide force protection, physical security of government property, and security awareness for classified documents and materials. In addition, the Chief Mate ensures maintenance of a continuous gangway watch to control personnel and material coming aboard or leaving the ship.

As second in command of the ship, the Chief Mate is directly accountable to the Master for all matters pertaining to management, operation, care, safety, and physical condition of deck department operations and keeps the Master informed in those areas. The Chief Mate also keeps abreast of all ship’s business matters and acts on behalf of the Master when he/she is not available. The Chief Mate maintains a functional understanding of the ship’s mission, operations, command relationships, and operational reports and acts as a Command Duty officer (CDO) in charge of the Shipboard Reaction Force (SRF) and fire parties on ships so organized. The Chief Mate also performs emergency duties as assigned by the Master and reflected on the Station Bill.

The Chief Mate is responsible for the proper planning, loading, stowage and discharge of cargo and maintenance of the ship in a safe and stable condition. Prior to sailing, the Chief Mate inspects the ship to ascertain there are no structural defects and that hatches, side ports, cargo gear, cargo and equipment are secured properly.

0. Chief Engineer: shall possess a license as Chief Engineer, unlimited oceans, of any horsepower with a USCG gas turbine endorsement and five (5) years’ documented experience in that position. The Chief Engineer shall have supervisory experience in the operation, maintenance and repair of gas turbine and diesel engines that has occurred within the last five (5) years. The Chief Engineer shall also have experience with waterjets as the primary means of propulsion.

0. 1st Assistant Engineer shall: possess a license as 1st Assistant Engineer, of any horsepower with a USCG gas turbine endorsement. The 1st Assistant Engineer shall also have experience with marine diesel engines and vessels with waterjets as the primary means of propulsion. The 1st Assistant Engineer is responsible for the economical use of consumable supplies, stores, and spare parts; the cleanliness and proper condition of all spaces under the jurisdiction of the engine department; and the conduct and efficient performance of engine department personnel. Must be competent and skilled in the use of condition monitoring equipment, including basic interpretation and analysis of the raw test results. Must have a thorough understanding, be well versed, and be a proponent in the proper use of shipboard preventative maintenance and special programs (e.g. lube oil analysis, implementation and administration of lockout/tag out program, water treatment, electrical safety, heat stress, sewage handling, refrigerant handling, and gas free engineering). The 1st Assistant Engineer is required to be proficient in the performance of shipboard engineering, fire, and collision drills, carries out instructions safely and efficiently, and takes the initiative to perform emergency duties without specific orders or instructions.

0. Medical Person-In-Charge (M-PIC) shall be trained as a professional paramedic. The M-PIC shall be responsible to the Ship’s Master for the health of crew members, embarked Sponsor personnel, and guests during all underway events. The M-PIC shall be responsible for providing healthcare support to all shipboard personnel. The M-PIC shall hold a valid license as a registered paramedic issued by a state, territory, or commonwealth of the United States or the District of Columbia; hold a current USCG Certificate of Registry as a professional paramedic; have training and experience in emergency medicine; and have completed within the past year, a USCG-approved formal course to meet Standards of Training, Certifications and Watchkeeping for Seafarers (STCW) competency standards for seafarers designated to take charge of medical care onboard ship. This course, or its equivalent, shall be repeated every five (5) years.

5. All Contractor crew shall hold valid U.S. passports for a minimum of six months beyond the full length of their assignment. If other contract clauses require a crewmember to hold a valid U.S.