J_A_N32205-17-R-4006_Combined_USNS_John_Lenthall__FY17_ROH_Redacted.pdf

MILITARY SEALIFT COMMAND NORFOLK

SP64 471 EAST C STREET

NORFOLK, VA 23511-2419

J&A No. N32205-17-R-4006

JUSTIFICATION AND APPROVAL FOR USE OF OTHER THAN FULL AND OPEN COMPETITION

1. Contracting Activity: Department of the Navy, Military Sealift Command (MSC).

2. Description of the Action Being Approved: This is a brand name justification for work to be provided for the Regular Overhaul (ROH) with a Dry Docking of the USNS John Lenthall (T-AO 189) under RFP N32205-17-R-4006. This Justification is covering only the portion of the acquisition which an OEM authorized facility/Manufacturer/Representative is required and the approval level requirements will then only apply to that portion.

3. Description of Supplies/Services: MSC requires Original Equipment Manufacturer (OEM) authorized technical field service representatives and OEM parts to accomplish the requirements of Work Items WI 201, 202, 302, 401, 402, 403,404, 405, 501,502, 503, 505, 506, 508, 510, 604, 606, 607, 608, 906, 909, 910, 911, and 912 for 57 day ROH, the estimated dollar value of the twenty-four (24) Work Items is

, which will be funded utilizing FY 17 Operations & Maintenance funds.

4. Statutory Authority Permitting Other Than Full and Open Competition: 10 U.S.C 2304 (c)(1), Only One Responsible Source and No Other Supplies or Services Will Satisfy Agency Requirements, as implemented by FAR 6.302-1(a).

5. Rationale Justifying Use of Cited Authority: MSC currently has 15 T-AO vessels. The proper operation of these vessels and their equipment are critical to crew safety. All work items listed in this justification have OEM components and equipment that must be maintained by OEMs and/or their authorized agents. There are no other sources authorized to provide tech rep services and parts for the T- AO class ships. The nature and complexity of the equipment makes proper maintenance, repair and replacement critical to completing the MSC mission.

The use of required OEM authorized technical representatives and OEM parts is necessary for mission essential purposes. The required OEM tech reps maintain mission critical ship equipment and systems, the failure of which could have serious consequences for deployed military forces and the crew on the vessel during deployments. Further, the required OEM parts are necessary to achieve the highest possible reliability, readiness and effectiveness required by MSC for the T-AO class of vessels. The required OEM parts also maintain all OEM warranties, ensure equipment reliability, crew safety and applicable ABS/USCG certifications. In accordance with FAR 6.302-1 (a), the required OEM parts and/or the authorized OEM agents are necessary to meet mission requirements and ensure there is no duplication of costs. Market research was conducted on this requirement and it was discovered that the OEM and its authorized agents are the only vendors that could provide parts and supplies for hours based maintenance, emergent casualty support, and shipboard requests to the MSC vessels.

a. WI 201 Port Main Clutch and coupling Overhaul

The Original Equipment Manufacturer of the Clutch, Coupling, and Geislinger flexible link (GFL) is Geislinger. There is one (1) known approved technical source in the United States to provide the technical and field service support for the clutch, coupling and GFL, Nolnacs. Nolnacs has a written agreement with Geislinger authorizing Nolnacs to perform as technical representative for OEM Support for the Geislinger coupling and flexible link. The Clutch and coupling is complex in design and require OEM technical representation to dissemble and refurbish. If any part of the Clutch system was to fail, it could be catastrophic and cause injury to personnel and damage to ship's equipment. If the clutch was inoperable, it would cause the ship to only have one (1) propeller which would limit the ship's ability to maneuver in and out of port and next to ships during UNREPS. The clutch and components are classified by Safety Management System (SMS) number 10.6-002-ALL as critical Equipment.

b. WI 202 Propulsion Shaft Brake Overhaul

The OEM of the Shaft Bake is Eaton. There is only one (1) known approved technical source in the United States, Nolnacs. Nolnacs has experience providing technical and field service support for the Eaton Airflex components such as the Shaft Brakes, Main Engine clutch/ coupling GFL, PTO clutch/Coupling/ GFL. The Shaft Brake is complex in design and requires an OEM technical representative to dissemble and refurbish. If any part of the brake system failed, it could be catastrophic and cause injury to personnel and damage to ship's equipment. If the Shaft Brake was inoperable, it would cause the ship to only have one (1) propeller which would limit the ship's ability to maneuver in and out of port and next to ships during UNREPS. The Brake and components are classified by Safety Management System (SMS) number 10.6-002-ALL as critical Equipment.

c. WI 302, Main Circuit Breaker Maintenance

The OEM for the vessel’s main circuit breakers is Federal Pacific Electrical. Authorized repair facilities are available throughout the US and around the world to provide service to their equipment.

Vendor is required to provide tech support to oversee overhaul on board during the upcoming ROH.

CANAM is the only proven authorized service representative who can perform on board calibration and repairs and provide parts.

d. WI 401, Radar and ECDIS Maintenance Annual (USCG & ABS)

The OEM for the vessel’s Radar is FURUNO and the ECDIS is TRANSAS. FURUNO and TRANSAS have numerous authorized vendors to provide service to their equipment. Vendor is required to provide documentation with a certificate of approved training for the FURUNO Radars and TRANSAS units that are installed. Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer Authorized Vendors. This maintains all OEM warranties, ensures equipment reliability, and crew safety, therefore precluding consideration of a product manufactured by another company. Furuno Representatives have access to privy data such drawings, software, and Parts, due to constantly-changing International Maritime Organization rules, these items are needed to keep the Radars and ECDIS Systems in compliance with Class and regulatory bodies.

Safety Management Systems (SMS) number 10.6-002-ALL lists the radar as critical equipment. Loss of RADAR would essentially leave the vessel blinded during any condition that impairs the human visual or over the horizon detection of obstacles / threats. Without the RADAR systems fully operational, the vessel is in a no sail situation. Proper refurbishment and maintenance of the radar ECDIS is critical to the safe operations of the USNS John Lenthall (T-AO 189)

e. WI 402, NAVIGAT X Gyro Systems Preventative Maintenance

The OEM for the equipment is Sperry Marine. A Sperry qualified rep for servicing, parts and repairs is required to certify and ensure proper operation and bearing (heading accuracy). This is the primary electronic means available for determining ships heading and supplies this information to multiple equipment on the bridge. The Gyro systems must be certified accurate and available for the vessel during navigation for safe passage. This is a Coast Guard requirement. Proper refurbishment and maintenance of the Gyro Compass is critical to the safe operation of the USNS JOHN LENTHALL (T- AO 189) Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer as required by USCG and ABS regulations. This maintains all OEM warranties, ensures equipment reliability, and crew safety therefore precluding consideration of a product manufactured by another company.

Safety Management Systems (SMS) number 10.6-002-01-AO lists the Navigational Equipment as critical equipment, and the Gyro System is required by ABS and USCG. Service of the GMDSS must be accomplished by USCG/ABS Approved and OEM Trained vendors. Proper refurbishment and maintenance of the GMDSS is critical to the safe navigation and operations of the USNS JOHN

LENTHALL (T-AO 189).

f. WI 403, GMDSS Recertification Annual l (USCG & ABS)

The OEM for the vessel’s Global Marine Distress and Safety System (GMDSS) is FURUNO Japan LTD. FURUNO has numerous authorized vendors to provide service to their equipment. Vendor is required to provide documentation with a certificate of approved training for the FURUNO FS-5000 GMDSS Console unit that is installed. Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer authorized vendors. This maintains all OEM warranties, ensures equipment reliability, and crew safety therefore precluding consideration of a product manufactured by another company.

Safety Management Systems (SMS) number 10.6-002-01-AO lists the Navigational Equipment as critical equipment, and the Global Marine Distress and Safety System (GMDSS) is required by ABS and USCG. This equipment provides several means of communication and distress signaling including Search And Rescue Transponders (SARTs) and Emergency Position Indicating Radio Beacon (EPIRB). Service of the GMDSS must be accomplished by USCG/ABS Approved and OEM Trained vendors. Proper refurbishment and maintenance of the GMDSS is critical to the safe navigation and operations of the USNS JOHN LENTHALL (T- AO 189).

g. WI 404, SVDR Rectification Annual (USCG & ABS)

The OEM for the vessel’s Simplified Voice Data Recorded (SVDR) is Japan Radio Company. Vendor is required to provide documentation with Certificate of Approved training for the SVDR unit that is installed. Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer Authorized Vendors. This maintains all OEM warranties, ensures equipment reliability, and crew safety therefore precluding consideration of a product manufactured by another company.

Safety Management Systems (SMS) number 10.6-002-01-AO lists the Navigational Equipment as critical equipment, and the SVDR is part of the vessel’s Safety Radio Certificate, as required by ABS.

The SVDR (Black Box) is a USCG and ABS required system that is integrated into the Radar and ECDIS systems to records ship movements. Service of the SVDR must be accomplished by USCG/ABS Approved and OEM Trained vendors. If inoperable, the ship cannot sail without proper authorization or waivers. Proper refurbishment and maintenance of the SVDR is critical to the safe navigation and operations of the USNS John Lenthall (T-AO 189).

h. WI 405, Magnetic Compass Annual

The OEM for the Magnetic Compass is Baker Lyman & Company who owns all rights to design specifications, technical documentation, engineering documentation, drawings and parts. The OEM must be used to ensure proper certification is performed in accordance with the manufacturer specifications . This is the only non-electronic means of navigating the ships course if the electronic gyro system were to fail. The Magnetic Compass is used for determining ships heading and must be certified accurate and available for the vessel during navigation for safe passage. This is a US Coast Guard requirement.

i. WI 501 Rellumix Service and Groom

The OEM for the Main Engine Lube Oil Filtration System is Rellumix. The Rellumix Main Engine Lube Oils filtration system is critical to proper operation of the lube Oil System. The filtration system continuously is filtering and monitoring the condition of the Lube Oil and the individual filters that provide proper filtration of the Main Engine Lube Oil. This system is responsible for keeping the lube-oil for the main engines clean of any foreign debris and water. It is of the utmost importance that we have any work down to this system under the direction of an OEM technical Representative. If this system were not to operator correctly, it could potentially cause a main engine failure putting the ship in a C-4 condition. These units are very important for decreasing the cost in having to replace hundreds of gallons of oil once the oil gets too dirty or the oil has too high of a water content. The Filtration system and included components are classified by Safety Management System (SMS) number 10.6- 002-ALL as critical Equipment.

j. WI 502 Re-Gasket Central Fresh Water Coolers

The OEM of the Central Fresh Water Coolers is Tranter Inc. Tranter Inc. provides authorized service, parts and technical data/drawings as required by USCG and ABS regulations. The Central Fresh Water Coolers provide cooling water to vital engine room equipment such as the Main Propulsion Engines, the Ship Service Diesel Generators, HVAC Plant and others. The coolers keep systems from becoming too hot and being damaged or destroyed and enables the ship to perform its mission. It is very important that these coolers be dissembled and reassembled by or under the direction of the OEM Representative who has the OEM technical data such as assemble requirements and torqueing requirements. The Central Fresh Water coolers are classified by Safety Management System (SMS) number 10.6-002-ALL as Critical Equipment.

k. WI 503 Clayton Boiler Replacement

The OEM for the ship’s Auxiliary Boilers is Clayton Industries. Proper maintenance and refurbishment is required annually for ABS /USG inspections and is critical to the safe operation of the USNS John Lenthall (T-AO 189). Clayton Industries provides authorized service, parts and technical data/drawings as required by USCG and ABS regulations. This ensures equipment reliability, crew safety and proper operation of the Systems, precluding consideration of a product manufactured by another company.

l. WI 505, Annual Incinerator Service

The OEM for the ship’s incinerator is Scandinavian Boiler Service. Proper maintenance and refurbishment for the incinerator is required annually for ABS /USG inspections and is critical to the safe operation of the USNS JOHN LENTHALL (T-AO 189). Scandinavian Boiler Service provides authorized service, parts and technical data/drawings as required by USCG and ABS regulations. This ensures equipment reliability, crew safety and proper operation of the Systems, precluding consideration of a product manufactured by another company.

m. WI 506, Cargo Control Oil Content Monitor (Bristol Babcock)

The OEM for the equipment is Bristol Babcock. USCG/ABS Annual regulatory recertification requires an authorized Tech Rep to perform annual calibration & recertification of the Cargo Control Oil Content Monitor. Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer Authorized Vendors. This maintains all OEM warranties, ensures equipment reliability, and crew safety therefore precluding consideration of a product manufactured by another company.

n. WI 508 Engine Room Oily Water Separator Replacement (ABS)

The oily water separator is required per ABS and USCG to be installed and operation is demonstrated annually in accordance with MARPOL Annex I MEP 107. It is the requirement of MSC to maintain this equipment in accordance with regulatory requirements so that the ship will get an IOPP Statement of Fact. It is the requirement of the Class and Regulatory that we have only an OEM Representative install, maintain, and calibrate this Equipment.

o. WI 510 Main Reduction Gear Annual Inspection

Cincinnati Gear is the OEM of the Port and Starboard Reduction gear. The reduction gear acts as a transmission between the Main Engine and the propeller shafts. The Reduction gear are considered critical equipment by SMS Form 10.6-002-01-A. The ship would be C-4 if either of the Reduction gears were to fail. The OEM maintains equipment specific knowledge, technical materials to include drawings that are not available to the Government. The Reduction gear is required by the Regulator bodies, U.S. Coast Guard and ABS to be inspected once every five years by the OEM as there is no approved representative but the OEM to perform Work Item 510, Main Reduction Gear Inspection.

p. WI-604, Annual, Lifeboats Inspections & Service (ABS)

Schat Hardening is the OEM for the Four (4) Life Boats. Schat Hardening owns all rights to design documentation, engineering documentation, technical documentation, and Parts. Life Boats are Categorized on the SMS Form 10.6-002-01-A T-AO critical equipment list as Critical Equipment. If one (1) Life Boat is inoperable, the ship is issued an 835 no sail from USCG.

A C-4 CASREP would be issued and the ship would not be allowed to sail which would impact the mission.

q. WI 606 Port RHIB Davit Annual Servicing (ABS)

Allied Marine Services is the OEM for the Port RHIB Davit. Allied Marine Services owns rights to design, engineering, technical, and drawing materials. All parts are only available through them. The RHIB Boat and davits are categorized per the SMS Form 10.6-002-01-A as T-AO Critical Equipment.

If the RHIB boat, which is a lifesaving piece of equipment, could not be launched and recovered, this would be a C-4 CASREP and USCG would issue an 835 no sail impacting the ship's mission.

r. WI 607, Annual SCBA Compressor Servicing

The OEM for the vessel’s SCBA Compressor and Refill Station is MAKO. MAKO has numerous authorized vendors to provide service to their equipment. Vendor is required to provide documentation with Certificate of Approved training for the MAKO Model No. 9400E3 Compressor and Model No. M3100 Refill Station unit that is installed. Factory authorized suppliers provide parts and proprietary technical data/drawings only available from the original manufacturer Authorized Vendors. This maintains all OEM warranties, ensures equipment reliability, and crew safety therefore precluding consideration of a product manufactured by another company.

Safety Management Systems (SMS) number 10.6-002-01-AO lists the Damage Control Equipment as critical equipment. The vessel’s SCBA Compressor and Refill Station are required to refill expended

SCBA bottles used when fighting a shipboard fire or addressing a HAZMAT situation. Failure of the SCBA Compressor and Refill Station will severely reduce the Ship’s Force capability to control/extinguish a fire and save the vessel from further damage.

s. WI 608 Annual, SCBA Equipment, Inspections (ABS)

Interspiro is the OEM for the SCBA Mask and Bottles. Interspiro owns all Technical, engineering, design documentation and parts. Interspiro owns all SOLAS Approval documentation, and testing perimeters. Per ABS and USCG regulatory requirements, only an approved OEM technical representative that has been trained and approved by them may inspect, test and repair the SCBA Mask and Bottles. Safety Management Systems (SMS) Procedure number. 10.6-002-01-AO lists the Damage Control Equipment as critical equipment.

t. 906 Cathelco Marine Growth Inhibitor

The Cathelco system is used to kill marine growth and organisms in the saltwater cooling system. The system requires the copper and iron anodes to be replaced every dry-docking. The system is classified by ABS and requires the OEM or OEM representative to maintain the system. The OEM and owns all rights to technical, engineering, design documentation and Parts. The OEM technical Representative shall have privy to all documentation and parts that the OEM Owns.

u. 909 CRP Propeller Maintenance

Rolls Royce Marine North America (RRMNA) (Formerly Bird –Johnson Company) is the OEM who engineered, designed, and built the Controllable Reversible Pitch (CRP) Propeller System. It is the only known company who maintains license and all proprietary rights to provide parts, perform work and provide technical oversight repairs to the CRP system.

The CRP System is classified in accordance with MSC International Safety Management System Procedure 10.6.-002 as critical ship equipment. These systems are tied into main propulsion and loss of either one of these systems degrades the maneuverable of the vessel.

v. 910 Stern Tube Seal Maintenance The OEM for the Stern tube system is Wartsala Lips. In accordance with the MSC International Safety Management System procedure 10.6-002-AO, the stern tube seals on the replenishment oilers are categorized as critical ship equipment. Critical Ship Equipment is defined as equipment and systems that are necessary to sustain the proper operation and mission capability of the ship. Failure of these equipment and systems would pose a hazard to the ship, its crew, or the environment. This technical risk can be broken down into four subparts: potential for disruption to the ship’s mission support operating schedule; potential for increased costs for emergency dry docking events; potential for degradation in performance through a partial or complete failure of the component; and potential to cause harm to the crew or the environment. The components of the T-AO stern tube seal system constitute critical ship equipment because failure of the stern tube seal system poses a hazard to the ship, the crew and the environment. Stern tube seals are installed on either end of the propulsion shaft stern tube, which is filled with oil to lubricate the installed stern tube bearings. The seals keep the lubricating oil in and sea water out of the stern tube. For the T-AO class stern tube seals, a seal system failure could cause catastrophic harm to the environment and international embarrassment through the leakage of up to 3400 gallons of oil per stern tube into the sea. An oil spill from the propulsion shaft stern tubes would also potentially violate environmental laws such as the Oil Pollution Act of 1990.

w. 911 Cathodic Protection System Maintenance

The Cathodic Protection System protects the hull from Marine Growth. The OEM for the system is Siemens Water Technologies. Only approved authorized Representatives have access to proprietary data such as Engineering Technical Manuals and Drawings. Only approved OEM Representatives can procure needed parts. The cathodic protection system protects the hull and ships equipment from electrolysis which prevents corrosion of the ship’s hull and equipment.

x. 912 Stern/ Tail Shaft & Propeller Repairs

Rolls Royce Marine North America (RRMNA) (Formerly Bird –Johnson Company) is the OEM who engineered, designed, and built the Controllable Reversible Pitch (CRP) Propeller System and is the OEM who maintains license and all proprietary rights to provide parts, perform work and provide technical oversight repairs to the CRP system. The CRP System is classified in accordance with MSC International Safety Management System Procedure 10.6.-002 as critical ship equipment. These systems are tied into main propulsion and loss of either one of these systems degrades the maneuverable of the vessel.

6. Description of Efforts Made to Solicit Offers from as Many Offerors as Practicable: The Government intends to post a synopsis and a Request for Proposal (RFP) at the Government Point of Entry, FedBizOpps website, with the intent of awarding a firm-fixed-price contract to the lowest price offeror. Any prospective contractor will be required to use the OEM or OEM authorized vendor(s) as a subcontractor to perform the work in the related WIs.

7. Determination of Fair and Reasonable Cost: The Contracting Officer will determine the anticipated cost to the Government of the supplies/services covered by this J&A will be fair and reasonable in accordance with FAR Part 15.

8. Actions to Removed Barriers to Future Competition. For reasons set forth in Paragraph 5, MSC has no plans at this time to allow prime contractors to solicit these requirements competitively, other than synopsizing the requirements. If another potential source emerges, MSC will assess whether competition for future requirements is feasible.