Attachment_0001_LCU_SLEP_Repower_(19_Nov_2015).docx

Attachment 0001 (Updated 19 Nov 2015)

LCU 2000 SLEP Repower Requirements

1.0 LCU 2000 SLEP includes a requirement for the integration of a new engine suite consisting of two main engines and reduction gears, two ships service diesel generators, one emergency generator, and one bow thruster engine. The contractor selected to perform the SLEP upgrades on the first vessel(s) to undergo SLEP (the pilot vessel(s)) will be tasked with selection and integration of these items. Selection, integration, and design of engines, generators, and associated systems shall be based on a “best value” approach, accounting for performance, efficiency, reliability, availability, maintainability, cost, and any other factors affecting performance or life-cycle cost. For the purposes of this document, the terms “reduction gears” and “transmission” shall be interchangeable.

1.1 All systems replaced, refurbished, redesigned, or upgraded under this contract shall meet all requirements of this document, American Bureau of Shipping (ABS) standards for A1 class vessels, all requirements of the Code of Federal Regulations (CFR) Title 46 applicable to vessels of the size and class of the LCU-2000, and shall comply with Institute of Electrical and Electronics Engineers (IEEE) standard 45 recommendations where applicable. The term “vessel requirements” as used in this document shall be construed to mean all of the above requirements.

2.0 Vessel engines and generators shall meet the following requirements:

2.1 All Vessel Engine Systems

2.1.1 The vessel shall be capable of maintaining normal engine and reduction gear operating temperature when beached for 3 hours (threshold) / indefinitely (objective). This requirement applies to all vessel engines, including generators.

2.1.2 The vessel shall possess a fuel oil purification system sized to 300% of hourly fuel consumption at 80% of maximum brake horsepower (bhp) (Main Engines) with one Ships Service Diesel Generator (SSDG) at full power.

2.1.3 All vessel engines and generators shall be capable of operation on diesel fuel grade 2-D (DF-2) (ASTM D975) and JP-8 (MIL-J-5624F) fuels without damage to engines or fuel systems. Degradation of power / speed capability commensurate with fuel energy content is acceptable when operating on fuels other than DF2.

2.1.4 All vessel engines and generators shall be compression ignition reciprocating piston type engines.

2.1.5 All vessel engines and generators shall be fully operable and reliable under the following environmental conditions, with no loss of lubrication, ingestion of air or loss of suction in fluid systems, or any other damaging effects:

· Static vertical shock loads up to 6g

· Longitudinal and transverse shock loads of 40% of vertical requirement

· Roll angles up to +/- 45 degrees

· Pitch angles up to +/- 10 degrees

· Continuous exposure to moisture and salt content of engine room

2.1.6 Army Watercraft (including the LCU-2000) will be operated in all extremes, from the waters of the Antarctic to the Arabian Gulf. All vessel engines and generators shall be capable of starting and operating at external ambient air temperatures as low as -20 degrees Fahrenheit (°F) and as high as 130°F. All vessel engines and generators shall be capable of starting and operating at all speeds up to full rated power at water temps as low as 28°F and as high as 100°F. The use of powered engine starting aids such as pre-heaters and glow plugs is acceptable; however, the use of any type of starting fluid (such as ether) is not permitted.

2.1.7 All vessel engines and generators shall be capable of starting and operating at external ambient air temperatures as high as 130°F and water temperatures as high as 100°F, at all engine speeds up to and including full rated power with normal expected fouling on all coolers without overheating.

2.1.8 All vessel engines and generators shall be equipped with jacket-water heaters.

2.1.9 All vessel engines and generators shall meet ABS standards for A1 class vessels.

2.1.10 All vessel engines and generators shall be equipped with an independent pre-lube oil priming system capable of circulating oil through the engines prior to engine starting.

2.1.11 All electronic interfaces shall be in accordance with National Marine Electronics Association standards.

2.1.12 The vessel shall operate at a minimum of 15 days (threshold) / 18 days (objective) with main engines operating at 80% brake horsepower without refueling. Fuel tanks shall not be enlarged as part of SLEP.

2.1.13 All vessel engines and generators shall have mechanical gauges monitoring critical engine functions located on or in the immediate vicinity of the engine. Critical engine functions shall include, at minimum, oil pressure, water temperature, engine speed, and exhaust gas temperature.

2.1.14 The intake air system for the engine room and machinery spaces of the vessel shall be replaced in its entirety (including housings, stacks, demisters and fans). The intake air system shall provide sufficient air to allow operation of all equipment installed in the engine room, tunnel, and bow thruster room at full power simultaneously. The intake air system shall be designed with appropriate considerations for the vessel structure, support of the catwalk forward of the pilothouse (whether or not it is to be tied into the new air intake system), and prevention of water intrusion. The intake air system shall be designed to prevent the intrusion of seawater into the engine room in conditions including up to 3 feet of standing water on deck (washing across deck) and heavy spray over the pilothouse of the vessel. The intake air system shall be designed to ensure the air entering the engine room is suitable to the corrosion-resistance characteristics and operating requirements of the equipment installed in the space.

2.1.15 The Operational Maintenance Ratio (OMR) for vessel maintenance performed at other than the crew level shall be minimized.

2.1.16 The Mean Time to Repair (MTTR) the vessel shall be no greater than one hour for crew maintenance and 6 hours for maintenance above the crew level.

2.1.17 All maintenance items shall be standardized parts widely available within the continental United States.

2.1.18 All vessel engines and generators, including associated parts and systems (such as propellers and power management equipment) replaced as part of this effort, shall be selected and designed to minimize energy (fuel) consumption, and to maximize operational efficiency, within the constraints of other requirements defined herein.

2.1.19 In order to reduce training requirements and improve commonality of spare parts, maintenance procedures, and special tools, all vessel engines and generators shall be sourced from the same manufacturer. Engines and generators shall be selected and integrated in such a manner that a common engine / generator configuration is applicable to all LCU-2000 vessels despite differences in space limitations.

2.1.20 The contractor shall ensure that the manufacturer of all engines and generators intends to make available such engines and generators through at least 2022, with proper waivers for emissions compliance.

2.2 Main Propulsion Diesel Engine System

2.2.1 The Main Propulsion Diesel Engine (MPDE) System includes the MPDE, reduction gears, shaft, shaft brake, and propeller. There are two MPDE systems per vessel. The current vessel MPDEs are rated at 1260 brake horsepower (bhp) each, however, the contractor shall select engines with a horsepower rating sufficient to meet all vessel requirements and not less than the rated bhp of the current MPDEs.

2.2.2 Several components of the current MPDE systems are of inadequate design or are nearing the end of their service life. For example, the current cooling and exhaust systems are undersized for the existing engines and must be redesigned to meet the vessel requirements as part of the MPDE system replacement. As part of the MPDE system replacement, all of the following shall be replaced with systems redesigned and upgraded as necessary to meet all vessel requirements:

· Engines

· Reduction Gears

· Propellers

· Cooling system piping, keel coolers / grid coolers, and pods in their entirety

· Keel cooler guards, grids, and mounting clips in their entirety

· Exhaust system in its entirety, including mufflers, lagging, and all hangers from engine to top of stack, to be designed for spiral wound gaskets

· Control air system from forward engine room to main engine supply rail and to air dryer, if replacement MPDE system requires a control air system

· Shaft brakes

· Control wiring from Engine Operator Station (EOS) to engines

· Engine Monitoring System to include: alarms, sensors, interface and cables.

2.2.2.1 Other ancillary systems necessary to support the MPDE system shall be upgraded, replaced, refurbished, or modified as necessary to meet vessel requirements and any applicable manufacturer’s integration requirements and specifications. The contractor shall be responsible for ensuring that all necessary systems are configured to meet vessel requirements.

2.2.3 The MPDE systems shall be designed for operation worldwide in coastal, near coastal, large inland waterway, and river environments and shall be designed for durability in debris filled waters with high silt content. The durable components of the reduction gear shall be rated at no less than 1.5 times rated engine torque. The first MPDE system component likely to fail upon collision with debris (the component with the lowest designed torque rating), other than the propeller, shall be replaceable by the crew without removing the engine or reduction gear from their mountings or dry-docking the vessel.

2.2.4 The vessel shall possess controls for operation of the MPDE system locally (at the engine itself), and remotely from both the vessel’s bridge and from the EOS. Controls for MPDE system operation shall provide, at minimum, the ability to start and stop the engine, adjust engine speed, shift the reduction gears into forward, neutral, and reverse, and engage and disengage the shaft brake.

2.2.5 The vessel, when fueled with DF-2, shall be capable of operating at 8 knots (threshold) / 10 knots (objective) with full payload and fuel, at 80% brake horsepower in an international sea state code 2.

2.2.6 The vessel shall possess a deployment (self-delivery) range of 3600 nautical miles (threshold) / 4500 nautical miles (objective) at a light (unloaded, full fuel) sustained speed of 9 knots (threshold) / 12 knots (objective) in an international sea state code 3, when fueled with DF-2.

2.2.7 Each MPDE system shall be capable of being operated in forward, neutral, or reverse independently of the other MPDE system.

2.2.8 The vessel shall have counter-rotating propellers. The starboard MPDE system shall use a right-handed propeller and the port MPDE system shall use a left-handed propeller.

2.2.9 The MPDEs shall be capable of operation at full power continuously without power cycling.

2.2.10 The MPDEs shall meet United States Environmental Protection Agency (EPA) Tier III emissions standards.

2.2.11 Mean time between Operation Mission Failure (MTBOMF) for “vessel propulsion and steering” evaluated as a whole shall be no less than 1000 hours (threshold).

2.3 Ships Service Diesel Generator

2.3.1 The vessel is equipped with 2 ships service diesel generators (SSDGs). Current generators are rated at 250 kW (313 kVA at 0.8 power factor) each, 240 volt, 3-phase, 60 Hz. The contractor shall be responsible for selecting generators sized appropriately for post-SLEP loads, although replacement SSDGs shall have capacity not less than the existing SSDGs. For purposes of determining anticipated loads, the contractor shall conduct an analysis of the vessel’s electrical systems and power requirements. The contractor shall present the status and results of the analysis at the Preliminary Design Review and at the Final Design Review, and shall document the results of the analysis in a drawing as part of the Technical Data Package developed for the contractor-developed modifications. The contractor may refer to the as-built drawing 1322E0806, CAGE 97403, “Ships Electrical System Load and Power Analysis” as a reference, however, the contractor shall be responsible for determining the effect of all modifications, including modifications conducted prior to SLEP, as well as government designed and contractor designed SLEP modifications, on the anticipated load and shall size the generator appropriately. The selected generator shall be rated for prime power for continuous electrical service in accordance with International Organization for Standardization (ISO) standard 8528, and shall be sized to power the maximum anticipated load plus a reserve capacity of 10% - 20% when operating on one generator.

2.3.2 Several components of the current SSDG systems are of inadequate design or are nearing the end of their service life. As part of the SSDG replacement, all of the following shall be replaced with systems redesigned and upgraded as necessary to meet all vessel requirements:

· Prime mover (engine), generator, foundation, and isolation mounts

· Feeder cables from each generator to respective switchboard

· Control voltage wiring from each generator to respective switchboard

· Automatic and manual voltage regulators, switchgear (including main breakers and bus ties), switches and control wiring

· Switchboard meters, indicator lights and bezel

· Engine Monitoring System to include: alarms, sensors, interface and cables.

· Cooling system piping, keel coolers, and pods in their entirety

· Keel cooler guards, grids, and mounting clips in their entirety

· Exhaust system in its entirety, including mufflers, lagging, all hangers from engine to top of stack, to be designed for spiral wound gaskets

· All applicable data plates

2.3.2.1 Other ancillary systems necessary to support the SSDGs shall be upgraded, replaced, refurbished, or modified as necessary to meet vessel requirements and any applicable manufacturer’s integration requirements and specifications. The contractor shall be responsible for ensuring that all systems are configured to meet vessel requirements.

2.3.3 SSDGs shall be capable of operating in parallel to transfer load from one generator to the other (threshold). SSDGs shall be capable of operating in parallel with shore power to transfer power from shore power to generator power and from generator power to shore power (objective). SSDGs shall be capable of operating in parallel continuously without intervention from operator to power larger loads (objective).

2.3.4 The vessel shall possess controls for operation of the SSDGs locally (at the engine itself), and remotely from the EOS. Local controls for SSDG system operation shall provide the ability to start and stop the engine. Remote operation of the SSDG shall provide the ability to start and stop the engine, adjust loads, regulate voltages and frequencies, and make any other adjustments necessary to allow parallel operation of the generators.

2.3.5 The SSDGs shall meet United States Environmental Protection Agency (EPA) Tier III emissions standards.

2.4 Emergency Diesel Generator

2.4.1 The vessel is equipped with an emergency diesel generator (EDG). The contractor shall be responsible for selecting a generator sized appropriately for post-SLEP loads, although replacement EDG shall have capacity not less than the highest-rated existing EDG. The original vessel EDG (Cummins) was rated for 40 kW / 50 kVA , and a replacement EDG (Caterpillar) with a rating of 72 kW / 90 kVA has been installed in some vessels. For purposes of determining anticipated loads, the contractor shall conduct an analysis of the vessel’s electrical systems and power requirements. The contractor shall present the status and results of the analysis at the Preliminary Design Review and at the Final Design Review, and shall document the results of the analysis in a drawing as part of the Technical Data Package developed for the contractor-developed modifications. The contractor may refer to the as-built drawing 1322E0806, CAGE 97403, “Ships Electrical System Load and Power Analysis” as a reference, however, the contractor shall be responsible for determining the effect of all modifications, including modifications conducted prior to SLEP, as well as government designed and contractor designed SLEP modifications, on the anticipated load and shall size the generator appropriately. The selected generator shall be rated for prime power for continuous electrical service in accordance with ISO 8528, and shall be sized to power all emergency loads as defined in 46 CFR, Part 112, plus a reserve capacity of 10% - 20%.

2.4.2 Several components of the current EDG are of inadequate design or are nearing the end of their service life. As part of the EDG replacement, all of the following shall be replaced with systems redesigned and upgraded as necessary to meet all vessel requirements:

· Prime mover (engine), generator, foundation, and isolation mounts

· Feeder cables from generator to switchboard

· Control voltage wiring from generator to switchboard

· Cooling system in its entirety

· Exhaust system in its entirety

· Automatic and manual voltage regulators, switches and control wiring

· Switchboard meters, indicator lights and bezels

· All applicable data plates

2.4.2.1 Other ancillary systems necessary to support the EDG shall be upgraded, replaced, refurbished, or modified as necessary to meet vessel requirements and any applicable manufacturer’s integration requirements and specifications. The contractor shall be responsible for ensuring that all necessary systems are configured to meet vessel requirements.

2.4.3 The vessel shall possess controls for operation of the EDGs locally (at the engine itself). Controls for EDG system operation shall provide the ability to start and stop the engine and adjust EDG load. The EDG shall automatically start and take load IAW applicable CFR regulations and IEEE 45.

2.4.4 As part of the EDG replacement, the contractor shall ensure that one of the ships air compressors is powered directly by the EDG switchboard. This modification was accomplished as part of a previous EDG upgrade effort; however, it was only applied to two vessels at that time. See MWO 55-1905-223-55-14 for reference (provided as GFI).

2.4.5 The EDG shall meet United States Environmental Protection Agency (EPA) Tier III emissions standards.

2.5 Bow Thruster Engine

2.5.1 The current LCU-2000 bow thruster (BT) engine drives a Schottel SPJ type water jet unit (SPJ 55 or SPJ 57) for purposes of vessel maneuverability, and also drives an auxiliary fire pump. There are power takeoff (PTO) clutch assemblies at both ends of the current engine’s crankshaft, allowing the engine to drive the water jet, the fire pump, both, or neither. The existing engine is rated at 300 bhp at 1800 rpm, however, the contractor shall select an engine with a horsepower rating sufficient to meet all requirements, but not less than the rating of the current engine.

2.5.2 The contractor shall select and integrate a replacement bow thruster engine to drive: 1) an auxiliary fire pump capable of delivering no less than 500 GPM at 125 psi (threshold) and 2) a bow thruster water jet with no less than 300 bhp (threshold) input power. The bow thruster engine shall be capable of driving both the water jet and the fire pump simultaneously; however, reduced input power to the water jet is acceptable if the fire pump is also engaged.

2.5.3 Several components of the current bow thruster engine system are of inadequate design or are nearing the end of their service life. As part of the bow thruster engine replacement, all of the following shall be replaced with systems redesigned and upgraded as necessary to meet all vessel requirements:

· Prime mover (engine)

· Exhaust system in its entirety, including mufflers, lagging, and all hangers from engine to top of stack, to be designed for spiral wound gaskets

· Power takeoff to bow thruster water jet

· Power takeoff to engine driven fire pump

· Pneumatic cylinders and control air system, if required for new PTOs

· Cooling system piping, keel coolers / grid coolers, and pods in their entirety

· Keel cooler guards, grids, and mounting clips in their entirety

2.5.3.1 Other ancillary systems necessary to support the BT engine shall be upgraded, replaced, refurbished, or modified as necessary to meet vessel requirements and any applicable manufacturer’s integration requirements and specifications. The contractor shall be responsible for ensuring that all systems are configured to meet vessel requirements.

2.5.4 The current bow thruster water jet and auxiliary fire pump, as integrated with the current BT engine, meet requirements; however, the contractor shall be responsible for determining if any upgrades, modifications, repairs, refurbishment or replacement of the fire pump, the bow thruster water jet, or both are necessary to meet requirements, to allow effective integration of a replacement bow thruster engine, or to provide “best value” (lower life cycle costs, better performance, better efficiency, improved safety, or other enhancements) to the government. Replacement, repairs, modifications or refurbishments to the auxiliary fire pump or bow thruster water jet shall meet or exceed the performance of currently installed systems.

2.5.5 The vessel shall possess controls for operation of the BT engine system locally (at the engine itself) and remotely from the bridge and from the Engine Operator Station (EOS). Controls for remote operation shall provide, at minimum, the ability to start and stop the engine, adjust engine speed, engage and disengage the bow thruster water jet PTO clutch, and steer the bow thruster water jet. Local controls shall provide, at minimum, the ability to start and stop the engine, engage and disengage the fire pump and bow thruster water jet PTO clutches, and adjust engine speed.

2.5.6 The BT engine shall meet EPA Tier III emissions standards.

2.6 Engine Monitoring System

2.6.1 The contractor shall select and integrate an ABS-approved Engine Monitoring System (EMS). The EMS shall be a commercially available system.

2.6.2The EMS shall display, record, and store the following data from all vessel engines and generators:

· Run time

· Power output

· Fuel consumption

· Coolant pressure

· Coolant temperature

· Oil pressure

· Oil temperature

· Engine speed

· Exhaust gas temperature (EGT) average for all engines

· Individual cylinder EGT for main engines

· Intake manifold air temperature

· Coolant level

2.6.3 The EMS shall interface with the electronic control modules (ECMs) of all vessel engines and shall display, record, and store all fault information and engine data monitored by the ECM. The EMS system shall allow the operator to override any engine protection mode or engine protection shutdown ordered by the ECM in case of an emergency.

2.6.4 The EMS shall display, record, and store the following data:

· Vessel speed

· Port and starboard shaft speed

· On / off status of the following pump motors:

· Clean lube oil pumps 1 & 2

· Dirty lube oil pump

· Jacket water pumps 1&2

· Oil water separator

· Fuel oil transfer pumps 1 & 2

· Auxiliary sea water cooling

· Steering motors, port and starboard

· Air compressors 1&2

· Engine room fans, port and starboard

· Engine room exhaust fans, port and starboard

· Reduction gear cooling water, port and starboard

· Main engine pre-lube pump(s)

· Output of the following bilge sensors:

· BT compartment

· Tunnel compartment

· Port engine room

· Starboard engine room

· Steering gear compartment

· Levels of the following tanks

· Fuel tanks (all)

· Ballast tanks (all)

· Potable water tanks (all)

· Day tanks (all)

· Hydraulic tank

· Lube oil tank

· Sewage tank

· Slop tank

· Aqueous Fire Fighting Foam (AFFF)

· Dirty Oil

2.6.5 The EMS shall have remote touch screens located in the Engine Operators Station (EOS) and in the vessel’s pilothouse.

2.6.6 The EMS shall include alarm outputs in the pilothouse (audio / visual), Chief Engineers stateroom (audio / visual), and engine room (siren and strobe). The EMS shall allow programmable alarm points for all monitored systems, with override capability from the EOS and pilothouse.

2.6.7 All machinery controlled through the EMS shall also have start and stop functions independent of the EMS system. All EMS-controlled machinery with controls required to be located in the EOS, shall have start and stop functions independent of the EMS, located in the EOS.

2.6.8 The EMS shall be capable of transferring stored information via Ethernet or USB connection to Microsoft Windows-based computers.

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