Attachment 9 Sustainment Task Order PWS 20200730.docx

PERFORMANCE WORK STATEMENT (PWS)

NAVAL FACILITIES ENGINEERING COMMAND (NAVFAC)

ANTI-TERRORISM/FORCE PROTECTION (AT/FP) ASHORE PROGRAM

GLOBAL SUSTAINMENT CONTRACT

1.0 SCOPE

The Naval Facilities Engineering Command (NAVFAC) Anti-Terrorism/Force Protection (AT/FP) Ashore Program’s mission is to design, procure, integrate, install and sustain the Systems/Equipment to include hardware, associated firmware, and software required to provide the ability to protect mission-critical assets and personnel from natural disasters, acts of terrorism and other human-caused disasters. The Naval Facilities Engineering Command (NAVFAC) AT/FP Ashore Program Management Office (PMO) centrally manages the Program and is located at the Washington Navy Yard, DC. The AT/FP Ashore Program Management Office (PMO) oversees the AT/FP Ashore Sustainment Program on behalf of Naval Facilities Engineering Command (NAVFAC).

The primary goal of the NAVFAC AT/FP Ashore Sustainment Program is to provide both preventive and corrective maintenance services to Navy installations as required to sustain NAVFAC AT/FP Ashore Program Systems / Equipment in accordance with their operational requirements.

The NAVFAC AT/FP Ashore Sustainment Program is executed by the NAVFAC AT/FP Ashore PMO, NAVFAC Engineering and Expeditionary Warfare Center (EXWC) and NAVFAC regional Facilities Engineering Commands (FECs). These organizations provide support to Commander, Navy Installations Command (CNIC), CNIC N3/N6, Navy Regions, and coordinate with other Navy Systems Commands, and industry to provide sustainment services to Navy Ashore installations, for NAVFAC AT/FP Ashore Program Systems/Equipment worldwide and to facilitate improvements to NAVFAC AT/FP Ashore Sustainment Program activities.

This is a Performance-Based Service Acquisition (PBSA) which covers the sustainment support for projects of the NAVFAC AT/FP Ashore Program to include all system related hardware, associated firmware, and software employed as part of a system listed in Appendix C “List of Systems”; clean-up and disposal of environmental buildup and maintenance related waste product; gap service calls for sustainment support of AT/FP Ashore Systems not listed in Appendix C; and post-award Engineering Change Proposals (ECPs), technical refreshments (tech refreshes), upgrades or installation of new NAVFAC AT/FP Ashore Program Systems / Equipment to include hardware, associated firmware and software as required to be accomplished under this Performance Work Statement (PWS). This PWS details services to be provided by the Contractor to include corrective and preventive maintenance of the systems/equipment, and the response to and resolution of service calls.

The intent of this contract is to effectively procure the equivalent of a full-service maintenance warranty for the NAVFAC AT/FP Ashore Program Systems/Equipment to include hardware and associated firmware and software, which will include Cybersecurity/Risk Management Framework (RMF) Assessment and Authorization (A&A) requirements of the NAVFAC AT/FP Ashore Program Systems/Equipment. The scope of this AT/FP Ashore Global Sustainment Contract is to provide centrally-managed sustainment for the NAVFAC AT/FP Ashore Program Systems/Equipment to include hardware, associated firmware and software located at Naval Installations worldwide as identified in this PWS and supporting documents. A System/Equipment includes all of the hardware, associated firmware, software, and cabling or other signal/data transmission sub-systems necessary for the System/Equipment to function as intended. Sustainment is defined as all work and costs associated with maintaining and repairing the Systems/Equipment to include hardware, associated firmware, software and material as required enabling the NAVFAC AT/FP Ashore Program Systems/Equipment to perform as specified in accordance with the applicable performance specifications. This PWS does not include warranty or sustainment services for the Navy information transport networks that provide data connectivity; Navy/Marine Corp Intranet (NMCI), OCONUS Network Environment (ONE-Net), or Public Safety Network (PS-Net).

The NAVFAC AT/FP Ashore Program Sustainment Team provides oversight of the Sustainment Contractor’s Service Call Management to include: the Contractor’s Response to and Resolution of Service Calls, Service Call Analysis, and Asset/Configuration Management, as required to maintain specified Operational Availability (Ao) requirements for Systems/Equipment under this PWS. For additional quality assurance purposes, the NAVFAC EXWC AT/FP Ashore Program Sustainment Team also performs an effective programmatic trend analysis via the AT/FP Ashore Remedy System to evaluate/analyze systemic NAVFAC AT/FP Ashore Program Systems/Equipment sustainment issues.

1.1 Supported AT/FP Ashore Systems

NAVFAC AT/FP Ashore Program Systems/Equipment provide the capability for access control, ability to receive/transmit orders, receive and process information into situational awareness displays, support command decision processes and communicate electronic data to multi-service or multi-agency nodes across the entire all-hazards/all-threats spectrum of Ashore and Afloat operations. NAVFAC AT/FP Ashore Program Systems / Equipment also provide hazard warnings to all personnel on board the installation, and others as appropriate. System performance of fielded NAVFAC AT/FP Ashore Program Systems is described via the use of Performance Specifications, Unified Facility Criteria (UFC) or other available technical data. The specific types of NAVFAC AT/FP Ashore Program Systems to be supported under this PWS are summarized in the following paragraphs.

1.1.1 Command, Control, Communications, Computers, & Intelligence (C4I)/Emergency Management (EM) The Anti-Terrorism, Force Protection, and Public Safety missions all require that the Navy maintain a robust capability to respond to emergency situations for protection of U.S. Navy personnel and assets. This is accomplished through a fast and effective First Response to emerging situations as well as a scalable Command and Control capability to effectively assimilate large amounts of breaking information, aid in decision-making, and facilitate effective communications with response forces and the Navy population.

The Command, Control, Communications, Computers, and Intelligence (C4I)/Emergency Management (EM) mission includes the following capabilities:

Communications

· Emergency Land Mobile Radio (ELMR)

· Sensor Assessment Cells (SAC)

· Emergency 911 Telephone

· Mass Notification Systems

· Giant Voice/Indoor Voice (GV/IV)

· Net Centric Mass Notification system (NMS)

1.1.1.1 Communications

Enterprise Land Mobile Radio (ELMR) System – Digital Trunking Infrastructure The Scope of this PWS applies to ELMR System infrastructure assets that fall under U.S. Navy administration as part of the Joint National Capital Region Land Mobile Radio (J-NCR LMR) System, serving the Navy District Washington area of responsibility. Land Mobile Radio assets in other Navy Regions are not included in this PWS. Land Mobile Radio subscriber units (portable, vehicle, and consolette radios) are not covered under this PWS.

The J-NCR Land Mobile Radio (LMR) System is a digitally controlled trunk radio system that provides Navy first responders with critical emergency communications. The J-NCR LMR System is a digital trunked LMR System fielded to coordinate the deployment and actions of the first responder community. It is recognized that effective emergency communications is a key element in reducing the loss of life and property in any crisis or incident. The J-NCR LMR System network allows a coordinated response between Navy emergency services and other federal, state and local agencies involved in public safety. Additionally, LMR will provide interoperability within and between the service components. The J-NCR LMR System infrastructure includes the following:

· Zone Cores at Regional Dispatch Center

· Channel Banks

· Radio Dispatch Work Stations

· Encryption Key Management Client Work Stations

· Radio System Management Client Work Stations

· Microwave Links

· Multiplexers

· Radio Gateways at Dispatch Centers

1.1.1.2 Operations Centers

The Emergency Operation Center (EOC) serves as the C4I/EM point for the base commander to gather information and gain situational awareness. During incidents affecting tenants within a specific installation or geographic area, the EOC is used to conduct emergency management functions. The installation’s EOC assumes command and control unless the incident escalates beyond the scope of the base-level commander. The EOC interfaces directly with the Regional Operations Center (ROC). The ROC, in turn, interfaces with the Navy Shore Operations Center (SHOC) where CNIC coordinates with the U.S. Fleet Forces (USFF) Command.

The ROC is the operational and command support center for all Navy installations in a designated Navy region. The ROC is co-located with the Regional Commander to provide the capability to oversee and respond to any incident and can display and operate in classified, sensitive-but-unclassified, controlled unclassified and unclassified information environment. The four functions handled by the ROC includes gathering of regional information, gain situational awareness, exercise control of forces, and interact with other government agencies.

1.1.1.3 Dispatch Centers

The Regional Dispatch Center (RDC) and the Local Dispatch Center (LDC) provide continuous 24 hour per day, 7 days per week, 365 days per year capability that monitors normal operations on one or more Navy installations and directs an appropriate first response to questionable situations or confirmed incidents that endanger Navy personnel or the Navy mission. Response is enacted using the available Security, Firefighting, and Medical resources assigned to the area of the incident as well as civil authorities when appropriate. The Dispatch Center serves as the Public Safety Answering Point (PSAP) that fields incoming emergency telephone calls from the public that originate from within a U.S. Navy installation. It also monitors and directs the initial response to numerous Security and Fire Alarms throughout its area of responsibility.

Enterprise Navy Emergency Response Management System (E-NERMS) is at the center of emergency response for the RDC. E-NERMS is a consolidated Computer Aided Dispatch (CAD) system that combines traditional emergency dispatch services with modern Geographic Information Systems (GIS) real-time services, such as Address Verification, Automatic Vehicle Location, Recommendation and Routing, Map Displays, and Online GIS Updating. E-NERMS provides an enterprise system that standardizes equipment, operating processes, and capability across all RDCs in continental United States (CONUS). Outside CONUS, this emergency response functionality is provided by the OCONUS Navy Consolidated Emergency Response System (ON-CERS). It provides a standardized VMware virtualized environment that accommodates services such as a CAD Infrastructure that supports centralized administration and two redundant Service Delivery Point (SDP) datacenters for RDC off-site storage, CAD failover, and failback capability. Hardware for E-NERMS is located at both the RDC and SDP. The integrated technologies enable the Navy to consolidate emergency calls and dispatch functions for police, fire, and emergency medical agencies.

NOTE: Hardware for E-NERMS is located in the Service Delivery Points (SDP) and may require additional access requirements.

The Sensor Management Display System consists of a workstation, located at the installation level in the Sensor Assessment Cell (SAC), that serve as an interface for the Physical Security Information Management (PSIM) software located on the VMS/PSAC-EA server.

Dispatch operations benefit from use of the following technologies to optimize emergency communication and response times:

· Alarm Monitoring & Automation

· Regional Alarm Monitoring & Automation System (RAMAS)

· Local Alarm Monitoring & Automation System (LAMAS)

· Alarm front end / field panels / alarm receivers / head end panels feeding to LAMAS or alarm receiver panels

· Designated alarm points such as Navy Munitions Command (Class I and II)

· Navy Emergency Response Management System (NERMS), Enterprise Navy Emergency Response Management System (E-NERMS) and OCONUS Navy consolidated Emergency Response System (ON-CERS) in OCONUS.

· Computer Aided Dispatch (CAD), Geographic Information System (GIS), and Management Information System (MIS)

· Records Management System (RMS) which includes Fire RMS (FRMS) and Police RMS (PRMS)

· RMS connectivity to National Fire Incident Reporting System (NFIRS) and Consolidated Law Enforcement Operations Center (CLEOC)

· Integrated National Crime Information Center (NCIC) Lookup

· Integrated Fire Station Alerting in CAD

· Local Mobile Data Computer (MDC) with WiFi Hotspot connectivity

· Voice Recorders for 911 Telephone and Radio Traffic

· Enterprise Land Mobile Radio (ELMR)

· Dispatch Console with CAD, GIS, LAMAS, and RAMAS Display Systems

· Emergency 911 Telephone Services- provided via SPOK or AT&T.

1.1.1.4 Mass Notification Systems (MNS)

Mass Notification Systems are employed to comply with Department of Defense (DoD) Instruction 6055.17 “Mass Warning and Notification”, providing all DoD installations with notifications to warn all personnel immediately, but no longer than ten (10) minutes, following the verification of an incident. All DoD installations must possess, operate, and maintain dedicated access to communication capabilities at the EOC or another designated centralized location to ensure mass warning and notification.

Net Centric Mass Notification system (NCMNS) The NetCentric Mass Notification system alerts establish groups of individuals via the telephone and/or computer. The system supports mass alerting via desktop popup, email, SMS texting, and telephone/cell phone.

Giant Voice (GV) Giant Voice (GV) provides Mass Notification alerts and follow-on directions to personnel located in outdoor areas. GV is comprised of an Outdoor Voice/Alert function and a System Control function. The System Control function provides an autonomous operation and allows authorized personnel to operate the system manually. The outdoor component consists of the outside speaker(s) positioned on poles and buildings across the installation. The GV system is installed as a base-wide system to provide a siren signal and pre-recorded and live voice messages. In order to create the right level of sound output, multiple poles and speakers will be positioned across the installation.

Indoor Voice (IV) Indoor Voice (IV) is part of the individual building MNS and is comprised of IV, Interior Notification, and System Control functions. The IV function is intended to provide real-time alert and follow-on directions. The System Control function allows authorized personnel to operate the system manually or autonomously. The Interior Notification function is intended to be provided by loud speakers, warning lights, and illuminated signs or displays. Speakers are provided at all locations in and around the building at entrances/exits and other outdoor areas (such as courtyards) commonly used by the building occupants.

1.1.2 Physical Security/Access Control (PS/AC) Systems

Physical Security/Access Control systems are important components of the AT/FP Ashore posture at Navy installations worldwide. Descriptions of the NAVFAC AT/FP Ashore PS/AC Systems are provided in the following paragraphs in this section. Complete details and performance requirements for the NAVFAC AT/FP Ashore PS/AC Systems/equipment are provided in Appendix I “System Performance Specifications” or in Unified Facility Criteria (UFC) codes or other available technical data.

PS/AC functionality, including Access Control Points (ACPs), Electronic Security Systems (ESSs), Enclave perimeter security, and other capabilities, are typically implemented from a single infrastructure for each Navy Region. A Regional Physical Access Control System (PACS) and a Regional Physical Security Information Management (PSIM) system infrastructure provides a centralized administration, monitoring, and integrated functionality for NAVFAC AT/FP Ashore PS/AC systems and components throughout the region.

The Physical Security/Access Control mission includes the following capabilities:

Access Control Points (ACPs)

· Vehicle Gates (VGs)

· Active Vehicle Barriers (AVB)

· Multi-Mode AVBs (M-AVB)

· Automated Vehicle Gates (AVGs)

· Automated Vehicle Gate – Enclave (AVG-E)

· Automated Vehicle Gate – Low Volume (AVG-L)

· Automated Vehicle Gate – High Volume (AVG-H)

· Automated Vehicle Gate – Bi-Directional (AVG-B)

· Pedestrian Gates (PGs)

· Automated Pedestrian Turnstiles (APT) Electronic Security Systems (ESSs)

· Airfield Enclave

· Perimeter Enclave

· Pier Enclave

· Building Enclave

· Facility Mission

· NMC Enclave

· Tenant Systems Waterside Security Systems

· Electronic Harbor Security System (EHSS)

· Waterside Defensive System (WDS) Inspection Systems

· Personnel Inspection System

· Vehicle Inspection System

· Physical Security Information Management (PSIM) System

· Virtualized Management Services (VMS)/Physical Security Access Control- Enterprise Architecture (PSAC-EA)

· Counter Unmanned Aerial System (C-UAS)

1.1.2.1 Access Control Point – Vehicle Gate (ACP-VG)

An active vehicle barrier requires some action, either by personnel, equipment, or both, to permit or deny entry of a vehicle. The system has some form of moving parts controlled by external activation. Active vehicle barrier systems can include active bollards, active drop-arm beams, active nets, actives wedges (plate or fingers) or active gates.

Active Vehicle Barriers (AVB) The design of an Access Control Point (ACP) must ensure that vehicles are contained through an arrangement, which includes Active Vehicle Barriers (AVB). AVBs require some action, either by personnel, equipment, or both, to prevent entry of an unauthorized vehicle. ACPs must be provided with Active Vehicle Barriers (AVBs) to enable the ACP to be closed (fully contained) and to prevent an unauthorized vehicle from breeching the security. The design of the ACP must include provisions to protect innocent users of the ACP from operation of the AVB whether deployment is accidental, during a test, or during an actual response to a threat.

The technical performance requirements and capabilities for Active Vehicle Barriers (AVBs) are provided in the following documents: List of DoD Anti-Ram Vehicle Barriers, UFC 4-022-01 Entry Control Facilities Access Control Points dated 27 July 2017, and UFC 4-022-02 Selection and Application of Vehicle Barriers Change 1 dated 9 August 2010.

AVB systems are categorized into three primary areas; 1) baselined multi-mode active vehicle barriers, 2) baselined active vehicle barriers, and 3) legacy active vehicle barriers. Baselined active vehicle barriers are selected from the NAVFAC AT/FP Ashore Analysis of Alternatives (AoA) authorized list. All other active vehicle barriers are considered legacy.

1.1.2.2 Access Control Point – Automated Vehicle Gate (ACP-AVG) ACP-AVGs are employed to provide perimeter security to Navy installations or to restricted access to internal enclaves by checking personnel credentials and allowing access only to individuals who are authorized for entry at that location, on that day, and at that time, through automation. Unauthorized personnel will be denied entry and will be instructed how to leave the area. The automation feature provides a capability to perform this process without the interaction of an onsite security guard. ACP-AVG operation can be monitored remotely at a Dispatch center with assistance from patrol units when necessary or may also be supervised by a local security guard while working other duties at the Access Control Point.

ACP-AVG designs utilize some or all of the following technologies in various configurations as explained in the paragraphs below:

· Network Video Recorder (NVR)

Automated Vehicle Gate – Low Volume (AVG-L) The AVG-L capability offers the highest level of perimeter security and is intended for public-facing entry points into a Navy installation that either (a) have sufficiently low traffic volumes to be left completely unsupervised for all but the peak traffic hours, or (b) function alongside other supervised traffic lanes of a multi-lane gate, thereby reducing manpower at the site during normal working hours and providing an unsupervised operation during nighttime or weekend hours when traffic volume is sufficiently low. Reduces manpower costs while enhancing the security posture of low vehicular throughput (<60 vehicles/hr).

Automated Vehicle Gate – Enclave (AVG-E) The AVG-E capability is intended for use at interior access control points where personnel and vehicles have already been screened once for initial access onto the Navy installation and are now seeking entry into a restricted-access Enclave area. AVG-E is used when a single automated gate (e.g., sliding, tilt, lift) is sufficient to maintain the integrity of the Enclave perimeter while allowing personnel/vehicles to gain access.

Automated Vehicle Gate – High Volume (AVG-H) The AVG-H design is intended for multi-lane Access Control Points that serve as the main entry point for a Navy Installation. The AVG-H configuration will typically employ multiple automated ingress and egress lanes under the supervision of one or more local sentries who monitor the automated traffic lanes while manually controlling traffic for at least one inbound lane. Reduces manpower costs while enhancing the security posture of high vehicular throughput (>60 vehicles/hr).

Automated Vehicle Gate – Bi-Directional (AVG-B) The AVG-B capability is intended for use at interior access control points where personnel and vehicles have already been screened once for initial access onto the Navy installation and are now seeking entry into a restricted-access Enclave area. AVG-B is used when a single automated gate (e.g., sliding, tilt, lift) is sufficient to maintain the integrity of the Enclave perimeter while allowing personnel/vehicles to gain access. AVG-B utilizes a single lane for both ingress and egress traffic and is intended for gates with very low throughput and with an informed user population.

1.1.2.3 Access Control Point – Pedestrian Gate (ACP-PG)

The Access Control Point capability also includes a pedestrian-only configuration known as an ACP-PG. ACP-PGs are employed both at public-facing entry points for initial access onto a Navy Installation and at interior Enclave perimeters for a restricted-area access. ACP-PGs typically employ automated pedestrian turnstiles (APT) and are often accompanied by a swing gate that complies with Architectural Barriers Act (ABA)/Americans with Disabilities Act (ADA) Accessibility Guidelines.

Access Control Point – Automated Pedestrian Turnstiles (ACP-APT) Automated Pedestrian Turnstiles are employed both at public-facing entry points for initial access onto a Navy Installation and at interior Enclave perimeters for a restricted-area access. Automated Pedestrian Turnstiles may be configured with multiple turnstiles, CCTV camera systems, Network Video Recorder, intercoms and enhanced lighting.

1.1.2.4 Electronic Security System (ESS)

An ESS is intended to provide additional layers of security to a perimeter or area of interest within each Navy Installation that requires an enhanced security posture. Electronic Security Systems (ESS) are comprised of the following capabilities:

· Video Analytics

· Sensors, Sensor Management, Sensor Analytics Physical Security Information Management (PSIM) system

· Badging/Enrollment

1.1.2.5 Waterside Security Systems

Electronic Harbor Security System (EHSS) An EHSS is intended to protect Navy ships in port from waterside attacks. The operational capability of EHSS includes the following:

· Physical Security Information Management (PSIM) system

Waterside Defensive System (WDS) WDSs provide standoff, detection and interdiction for protection of afloat naval assets in port. They provide an assertive, scalable, and dynamic system-of-systems that provide a measured response.

1.1.2.6 Inspection Systems

Both Personnel Inspection Systems and Vehicle Inspection Systems are used to screen either personnel or vehicles entering the installation. This screening is necessary for the protection of high value assets by detecting threats such as weapons, other illegal contraband and narcotics.

1.1.2.7 Physical Security Information Management (PSIM) System The PSIM does not provide an operational capability in and of itself, rather, it is an overarching management capability that can assimilate information from many diverse sensors and systems. The PSIM presents the sub-system information to Navy Emergency Management personnel in a Common Operating Picture, and interact with diverse systems allowing an operator control of the various technologies while combining relevant visual intelligence, Standard Operating Procedure (SOP) on-screen guidance, and automated tasking.

PSIM functionality includes the following:

PSIM is deployed to interface with numerous sensors and security cameras from diverse systems, thermal imaging cameras, diverse intrusion detection systems, and access control systems. PSIM is used with the ACP-AVG capability to monitor cameras and alarm events associated with unauthorized entries. PSIM can also be used with other capabilities such as the Electronic Harbor Security System, as directed.

1.1.2.8 Virtualized Management Services (VMS) / Physical Security Access Control- Enterprise Architecture (PSAC-EA) The VMS provides a unified, hardened platform hardware infrastructure in support of the suite of ATFP IT systems. The Physical Security Access Control enterprise architecture will allow for centralized command and control, monitoring, management, update, maintenance and response.

1.1.2.9 Counter Unmanned Aerial System (C-UAS)

C-UAS systems provide interdiction capabilities for protection of personnel and naval assets on installations and in port. C-UAS are designed to disrupt and neutralize Unmanned Aerial Vehicles (UAVs), or drones, engaged in hostile airborne surveillance and potentially malicious activity. C-UASs include both fixed and mobile systems.

1.2 Supported Locations

This PWS is issued in direct support of CNIC for the sustainment of NAVFAC AT/FP Ashore Program Systems / Equipment at Naval Installations world-wide. Table 1 lists Navy Regions/Areas Responsibility (AORs) where Systems sustainment support is currently provided to the Navy Regions by the NAVFAC AT/FP Ashore Program.

Navy Regions under CNIC

Navy Region Korea

Table 1 Navy Regions under CNIC

1.3 List of Supported Systems

Appendix C defines the NAVFAC AT/FP Ashore Systems to be supported by the PWS.

Appendix C “List of Systems” establishes the contractual requirements for Systems to be supported under the terms and conditions of this PWS. The Contractor shall sustain listed systems at the locations identified in the Appendix C. Actual system subcomponents may differ from one location to another; however, the Contractor shall be responsible for sustaining the system and all subcomponents, hardware, associated firmware and software thereunder.

1.4 Summary of Sustainment and Maintenance Tasks

The AT/FP Ashore Global Sustainment Contract PWS describes requirements to provide the support needed to carry out the day-to-day sustainment and maintenance of aforementioned NAVFAC AT/FP Ashore Program Systems including hardware, associated firmware, software and related services which are summarized as follows:

Sustainment of existing projects of the NAVFAC AT/FP Ashore Program to include hardware, associated firmware and software management to include:

· Preventive and Corrective Maintenance as required to maintain an Operational Availability (Ao) as defined in the applicable Performance Specifications, technical information and Table 2 “Required Operational Availability of AT/FP Systems”

· Maintaining interoperability of components and systems

· Automated Access Control Point (ACP) Engineer/Developer support.

Service Call Management to provide end-to-end sustainment support to include:

· Response to and Resolution of Service Calls

· Configuration Management as required to maintain the baseline Systems

· Providing Remedy database service history

· Maintaining Remedy database asset data accuracy

· Notification of system End-of-Life (EOL) status

· Disposal of assets as applicable.

· Software Management to include:

· Managing software licenses and renewals

· Software installation and updates

· Maintaining Cybersecurity compliance.

· Data Requirements and Contract Support to include:

· Annual verification of system/equipment asset data

· Managing and maintaining Service Level Agreements (SLA) as required. Examples listed below:

· Security Information Systems (SIS) software

· Northrop Grumman Command Point Computer Aided Dispatch (CAD) Software

· Northrop Grumman COBOL Computer Aided Dispatch (CAD) Software

N39430-20-R-2245 Attachment 9

· Northrup Grumman E-NERMS

· SPOK

· NETAPP

· AtHoc

· Kingfisher

· PC Logic

· Federal Signal

· Eaton

· Commend

· Original Equipment Mfgs

· eLMR (Harris Corporation)

· 3ETI VPMS System

· Lenel

· Bridgepoint

· Milestone

· Chameleon

· Vigilant

· Whelen

· ATI

· American Signal

· Monaco

· MOOG

· RSSI

· Honeywell / Vindicator

· Alertus

· Motorola

· Other support to include:

· Implementation of Cybersecurity policy and requirements to include C&A of the NAVFAC AT/FP Ashore Program Systems across the Enterprise,

· Sustainment of new NAVFAC AT/FP Ashore Program Systems from post-award installation projects if and when exercised through a modification to this contract,

· Obsolescence management of systems/equipment,

· Clean up and disposal of environmental waste, including, but not limited to dirt, leaves, stormwater run-off and system fluid leaks, that may accumulate in system cavities or otherwise impact system performance,

· Enterprise System Administration and Cybersecurity Administration Support (Optional),

· Risk Management Framework (RMF) support (Optional).

1.5 Objective

The intent of this PWS is to have the Contractor perform both preventive and corrective maintenance as required to meet designated time periods as stated in Table 4 “Technical Support Response and Resolution Time Requirements”, as well as maintain an Ao as defined in the applicable Performance Specifications and Table 2 “Required Operational Availability of AT/FP Systems”. The effort will require advance preparation by the Contractor to include, but not limited to, positioning of technician personnel and housing of spare parts in locally-accessible storage facilities.

Regional Operations Centers (ROC) Emergency Operations Centers (EOC) 0.90

Regional Dispatch Centers (RDC) Local Dispatch Centers (LDC) 0.9995

Ao requirements exclude down-time for approved planned maintenance events as described in paragraph 4.2.2 Preventative Maintenance Down-time

Table 2 Required Operational Availability of AT/FP Systems

Dispatch Center operation and the Land Mobile Radio System operation shall be available and fully functional 99.95% of the time (excluding planned maintenance as per paragraph 4.2.2 Preventive Maintenance Down-time) as required by the National Fire Protection Association (NFPA) 1221, “Standard for the Installation, Maintenance and Use of Emergency Services Communications Systems”, Chapter 10 and Section 10.6.5.

1.6 Order of Precedence

In the event of a conflict between the text of this document and the references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations, including contract clauses, unless a specific exemption has been obtained in writing.

2.0 REFERENCES

All reference documents are intended to be used for guidance only, unless compliance is required within the body of this PWS. Guidance documents may be used as an aid in identifying applicable topics to be addressed consistent with meeting the objectives of the NAVFAC AT/FP Ashore Program. The Contractor shall propose alternatives, as required, to the specifications and standards cited herein if they would enhance system performance or cost effectiveness. Unless otherwise specified, the issues of Government documents are those listed in the current version of the DoD Information Technology (IT) Standards Registry (DISR) on the date of this specification. The issues of Industry standards are those in effect on the date of this specification.

The references identified below apply to this Contract.

2.1 Department of Defense

Registry

Assuring Valuation, Accountability and Control of Government Property, Version 2.5

Technologies in the Department of Defense (DoD) Global Information Grid (GIG)

Design & Procurement of Electrical & Electronic Equipment, Subsystems & Systems

Transportation Engineering Agency Traffic Engineering Guidance Documents

Control Document (ICD) for XML Information Interchange, Version 2.0

2.2 Unified Facilities Guide Standards – http://www.wbdg.org/ffc/dod/unified-facilities-criteria-ufc

2.3 Unified Facilities Criteria – http://www.wbdg.org/ffc/dod/unified-facilities-criteria-ufc

2.4 Industry Standards

Standard Test Method for Crash Testing of Vehicle Security Barriers CENELEC EN 70173-2.3,5 2007 European Cabling Standard – Information Technology, Data Centers, Industrial Premises, Office Premises

Effectiveness, Smoke and Natural Aerosol Parameters (SNAP) Manual MUTCD 2009 United States Department of Transportation (US DOT), Federal Highway Administration, Manual on Uniform Traffic Control Devices (MUTCD) http://mutcd.fhwa.dot.gov/pdfs/2009/pdf.index.htm

Note: For locations outside of the United States, the Contractor shall comply with equivalent standards from the Host Nation as required. Examples standards that apply are European Union Standards (CE), Japanese Architectural Standard Specifications (JASS), and Japanese Industrial Standards (JIS).

3.0 GENERAL REQUIREMENTS

The Navy’s overarching requirement for this contract is that AT/FP Ashore Systems remain in an operational and committable state to perform the function that the systems were designed, installed, and tested to do in order that they may be utilized to the fullest capacity at those critical moments in which they are needed to support the Navy’s mission. This overarching requirement involves many aspects of planning, preparation, management and execution which are described in the following paragraphs.

3.1 Management of Operational Availability (Ao)

Based on the statement of requirement expressed above, the most meaningful parameter for discussing the effectiveness of the sustainment effort is called Ao. This parameter relates the percentage of time that the system remains in an “operational and committable state” (i.e. “up-time”) to the amount of time that it is not (i.e. “down-time”). The same figure can also be used to predict the probability that the system is in an “operational and committable state” at any future moment, including those critical moments in which it is needed. Refer to OPNAVINST 3000.12A, “Operational Availability Handbook, A Practical Guide for Military Systems, Sub-Systems and Equipment”, for a further explanation of Ao for calculation methods used by the NAVFAC AT/FP Ashore Program.

The Contractor shall meet the Ao of the RDC and the J-NCR LMR System with a minimum threshold requirement of 99.95% (excluding planned maintenance as per paragraph 4.2.2 Preventive Maintenance Down-Time) as required by the National Fire Protection Association (NFPA) 1221 “Standard for the Installation, Maintenance and Use of Emergency Services Communications Systems”. This figure requires the RDC and the J-NCR LMR System to remain free of Critical Priority outages that would obstruct the Navy mission, and thus render them “inoperable”, for 99.95% of the time (excluding planned maintenance as per paragraph 4.2.2 Preventive Maintenance Down-Time.) That calculates to a maximum amount of 4 hours and 23 minutes of down-time over the course of one calendar year (excluding planned maintenance as per paragraph 4.2.2 Preventive Maintenance Down-Time.) All other NAVFAC AT/FP Ashore Systems require an Ao of 90%, which calculates to a maximum allowable amount of 36.5 days of down-time during one calendar year due to a Critical Priority fault condition.

The Contractor shall plan and implement a Supportability Strategy as described in paragraph 4.1 Supportability Strategy and DED A020 “Supportability Strategy” to achieve this level of Ao. Planning documents shall demonstrate how critical faults shall be prevented and should they occur, shall be detected, responded to, diagnosed, and corrected in a manner that achieves the required Ao.

This level of Ao as described requires the following Contractor action:

3.1.1 Calculation of Ao

System Operational Availability (Ao) is defined by the equation:

Ao = Up-time / (Up-time + Down-time)

It should be noted that “up-time” and “down-time” are, by definition, two mutually exclusive states and that, taken together, they represent the total amount of time. Therefore, the equation may also be expressed as follows:

Ao = Up-time / Total Time

Refer to OPNAVINST 3000.12A, “Operational Availability Handbook, A Practical Guide for Military Systems, Sub-Systems and Equipment” for a more detailed explanation of the relationship of the values Mean Time Between Failures (MTBF), Mean Time to Repair (MTTR), Mean Logistics Delay Time (MLDT), Mean Waiver/Extension Time (MWT) when calculating Ao.

Therefore, the calculation of Ao requires a determination of when the system is in an “Up” state, and therefore available for use, and when it is in a “Down” state, existing in a degraded capacity such to render it “unavailable” if needed. For the purposes of planning and management of Operational Availability (Ao), the failures which would constitute system “down-time” shall be those classified as a Critical Priority as specified by the Priority Level definitions found in paragraph 4.3.1 Priority Level Assignments for System Fault Conditions.

3.1.2 Applicability of Ao in Contractor Execution

While Ao is the most accurate statement of the U.S. Navy requirement, there are often complications which prevent the use of Ao as an accurate metric for measurement of Contractor performance. While a 99.95% Ao threshold requirement permits a maximum of 4 hours and 23 minutes of down-time within one calendar year (excluding planned maintenance as per paragraph 4.2.2 Preventive Maintenance Down-time, there is rarely a definitive record of the exact moments that the systems enters a “down” state and is then restored to an “up” state. There may also be confusion as to the classification of a particular outage event as meeting the criteria of “down-time”.

For these reasons, Ao cannot be the sole determining factor of Contractor performance in the execution of this PWS.