SF30 W912BU21R0001 Amendment 0005 with Drawings.pdf

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT

Except as provided herein, all terms and conditions of the document referenced in Item 9A or 10A, as heretofore changed, remains unchanged and in full force and effect.

15A. NAME AND TITLE OF SIGNER (Type or print)

30-105-04EXCEPTION TO SF 30

APPROVED BY OIRM 11-84

STANDARD FORM 30 (Rev. 10-83) Prescribed by GSA

FAR (48 CFR) 53.243

1. Changes to Section C Red Lined changes attached, complete section change w ill be w ith final action Sections C002, C130, C330, C455, and C514 Attached to SF 30 Drawings and schedules attached to Amendment.

2. Restructured Bonding Plan (45% of total value of contract)

3. Request for contractor input regarding construction start schedule

4. Extension of closing date until 29 April 2021 and final receipt of RFI's on 19 April 2021

1. CONTRACT ID CODE PAGE OF PAGES

J 1 21

16A. NAME AND TITLE OF CONTRACTING OFFICER (Type or print)

16C. DATE SIGNED

BY

16B. UNITED STATES OF AMERICA15C. DATE SIGNED15B. CONTRACTOR/OFFEROR

(Signature of Contracting Officer)(Signature of person authorized to sign)

8. NAME AND ADDRESS OF CONTRACTOR (No., Street , County, State and Zip Code) X W912BU21R0001

X 9B. DATED (SEE ITEM 11)

18-Dec-2020

10B. DATED (SEE ITEM 13)

9A. AMENDMENT OF SOLICITATION NO.

11. THIS ITEM ONLY APPLIES TO AMENDMENTS OF SOLICITATIONS

X The above numbered solicitation is amended as set forth in Item 14. The hour and date specified for receipt of Offer X is extended, is not extended.

Offer must acknowledge receipt of this amendment prior to the hour and date specified in the solicitation or as amended by one of the following methods:

(a) By completing Items 8 and 15, and returning 1 copies of the amendment; (b) By acknowledging receipt of this amendment on each copy of the offer submitted;

or (c) By separate letter or telegram which includes a reference to the solicitation and amendment numbers. FAILURE OF YOUR ACKNOWLEDGMENT TO BE RECEIVED AT THE PLACE DESIGNATED FOR THE RECEIPT OF OFFERS PRIOR TO THE HOUR AND DATE SPECIFIED MAY RESULT IN

REJECTION OF YOUR OFFER. If by virtue of this amendment you desire to change an offer already submitted, such change may be made by telegram or letter, provided each telegram or letter makes reference to the solicitation and this amendment, and is received prior to the opening hour and date specified.

12. ACCOUNTING AND APPROPRIATION DATA (If required)

13. THIS ITEM APPLIES ONLY TO MODIFICATIONS OF CONTRACTS/ORDERS.

IT MODIFIES THE CONTRACT/ORDER NO. AS DESCRIBED IN ITEM 14.

A. THIS CHANGE ORDER IS ISSUED PURSUANT TO: (Specify authority) THE CHANGES SET FORTH IN ITEM 14 ARE MADE IN THE

CONTRACT ORDER NO. IN ITEM 10A.

B. THE ABOVE NUMBERED CONTRACT/ORDER IS MODIFIED TO REFLECT THE ADMINISTRATIVE CHANGES (such as changes in paying office, appropriation date, etc.) SET FORTH IN ITEM 14, PURSUANT TO THE AUTHORITY OF FAR 43.103(B).

C. THIS SUPPLEMENTAL AGREEMENT IS ENTERED INTO PURSUANT TO AUTHORITY OF:

D. OTHER (Specify type of modification and authority)

E. IMPORTANT: Contractor is not, is required to sign this document and return copies to the issuing office.

14. DESCRIPTION OF AMENDMENT/MODIFICATION (Organized by UCF section headings, including solicitation/contract subject matter where feasible.)

10A. MOD. OF CONTRACT/ORDER NO.

2. AMENDMENT/MODIFICATION NO.

P0005

5. PROJECT NO.(If applicable)

6. ISSUED BY

3. EFFECTIVE DATE

01-Apr-2021

CODE

US ARMY CORPS OF ENGINEERS

WANAMAKER BUILDING

100 PENN SQUARE EAST

PHILADELPHIA PA 19107-3390

W912BU 7. ADMINISTERED BY (If other than item 6)

4. REQUISITION/PURCHASE REQ. NO.

CODE

See Item 6

FACILITY CODECODE

EMAIL:TEL:

Robert W. Hutcheon, Jr.

(215) 656-2291 robert.w.hutcheon@usace.army.mil

1 April 2021

W912BU21R0001

SECTION SF 30 BLOCK 14 CONTINUATION PAGE

SUMMARY OF CHANGES

SECTION SF 30 - BLOCK 14 CONTINUATION PAGE

The following have been added by full text:

AMENDMENT 5 SYNOPSIS

Amendment 05

1. 100% performance and payment bonds are no longer required for this contract.

Performance and payment bonds have been reduced to 45% of the awarded contract value.

2. The Government remains flexible with the start date of the MCHD vessel shipyard construction (Phase III of the contract). Construction timing flexibility is to support and align with ongoing work currently projected within the shipyard industry. Please indicate in an RFI submission prior to the 23rd of April 2021, a feasible start date when your team would be able to commence with the shipyard construction of the MCHD. The Government will evaluate all submissions to determine the final period of performance for this contract.

3. C002 VESSEL OPERATION AND PRIMARY REQUIREMENTS page 7 # 8.D.2.b

a. Lower part of SW Pass – sand with much more silt (lighter material).

b. Please advise if degassing system is to be offered.

c. USACE Response: Degassing system is not required.

4. C002 VESSEL OPERATION AND PRIMARY REQUIREMENTS page 11 # 10.C.vi.2

a. Minimum of one variable speed bow thruster, sized to operate in conjunction with the propulsion system to allow the vessel to turn 180 degrees within its own length (in the water, not relative to land), at full load draft, with drag arms raised, in a 6 knot current. (See Paragraph C620)

b. Conventional propulsion has been changed by 2x AZIMUTH thrusters which significantly increases maneuverability at low speed. Quantification of this specific request is not straight forward and is having a significant impact on especially the thrust demand.

c. USACE Response: Bow thruster shall be sized to assist in rotation of the dredge while in the stated full load draft, drag arms raised, in a 6-knot current with the Contractor’s selected propulsion system and configuration. Current will be used to assist with rotation. Bow thruster will be used to keep bow stationary while propulsion rotates the dredge. Bow thruster shall not be less than 600 horsepower.

5. C130 TANK CAPACITIES page 39 # 135.A and C200 ARRANGEMENTS page 54 # 259.C

a. The net Fuel Oil Capacity shall be based on the consumption of the main and auxiliary engines while conducting the endurance operations as specified in Contract Paragraph C002 for a duration specified in Contract Paragraph C002. The Fuel Oil Capacity should include a margin of 10%.

b. The main fuel tanks shall be separated from the hull structure, sloped hopper plating, and bottom shell with a cofferdam of at least 24”, in compliance with the ER 1130-2-500 requirements. All other oil tanks shall not share any boundaries with the hull bottom plating or side plating.

c. Fuel:

i. The cofferdam requirements, 10% margin on fuel capacity and 28 days autonomy provide a challenge on fitting the required tank capacities in the vessel dimensions. It will require fuels tanks both above tween deck and over the full length of the hopper which ultimately impacts the weight/price and arrangement of the vessel in a negative way.

d. See also other items regarding tank arrangement and capacities; greywater, freshwater, MDO.

e. Proposed Solution:

ii. Apply a lower (<10%) margin on the fuel capacity and/or include “eco speed modus” meeting the tender requirements on a lower speed as the maximum speed.

Consequently the fuel storage capacity can be lowered this way.

f. Fresh water:

iii. Possibility to use fresh water generator during 28 day autonomy to reduce potable water tank sizes

g. USACE Response: See revised Paragraph C002 which reduces the endurance requirement from 28 days to 18 days and redefines the endurance profiles.

6. C130 TANK CAPACITIES page 39 # 135.C and C000 GENERAL page 10 # 10.B.iv

a. The Black Water Holding Tank and the Grey Water Holding Tank shall have a combined net capacity greater or equal to the capacity of the Potable Water tank(s).

b. While on Endurance Operating Profile 1,2,3 the vessel shall also be able to operate in a No Discharge mode.

c. See freshwater tank capacity, this requires a grey water holding tank capacity of 174m3 (28days x 60 gallon x 26 persons x 1.05)

d. No discharge mode means the tanks shall be sized to store grey water of full complement during 28 days.

e. The cumulating consequences of the relative high required powers, resulting in high fuel capacities and the high capacities for fresh water and grey water will significantly impact the arrangement and workability of the vessel. Can relaxations or proposed alternatives (use of fresh water generator, discharge mode for grey water) be considered?

f. USACE Response: See revised Paragraph C002 which reduces the endurance requirement from 28 days to 18 days and revised Paragraph C130 which allows for potable water makers and removal of grey water tank.

7. C330 FOUNDATIONS page 66 # 342.D.ii

a. The geometry of the diesel engine foundations shall permit the engine oil pan to be dropped down and positioned to allow access from below the engine for maintenance and repair.

b. Diesel engine foundations can be designed to allow for an oil pan to be lowered, but we presume we can apply a diesel engine type and make where the oil pan is not demounted for maintenance and repair. Most engine builders prescribe maintenance being executed from the top or side and don't have an oil pan which can be demounted.

c. This requirement will limit the amount of engine makes to be used.

d. USACE Response: Clear access to maintenance points shall be available from the top or side of the engine, see revised Paragraph C330 which removes requirement for lowering of oil pan.

8. C425 WALKWAYS, RAILINGS, FLOOR PLATES AND GRATINGS page 85 # 412.A.ii

a. A minimum 36-inch clear walkway (clear of handrails and grab rails) shall be provided along each side of each level of the deckhouse at the main deck and above. The walkway shall be extended around either the forward or aft side of the deckhouse, extending from side to side at each level.

b. Walkway on each layer of the deckhouse on 3 sides in combination with a deckhouse on the fore ship side will interfere with:

a. Removal of dredge line to bow coupling on starboard side of the accommodation

b. Vent houses positioned around the deckhouse for ventilation of technical space and bow thruster room

c. Stores hatches on both side of the deckhouse as required by specification

c. Proposes walkways only on aft side of the deckhouse with exception of the bridge deck where walkways will be provided on all sides.

d. USACE Response: Removal of walkways is allowable as long as the walkway system around the deckhouse provides safe functional access and egress from all levels of the deckhouse per the requirements in Paragraph C003.

9. C455 DECK CRANES & HOISTS page 106 # 481.C

a. All cranes and hoists shall be provided in accordance with the ABS Guide for

Certification of Lifting Appliances and the vessel’s CRC notation.

b. It is presumed gantry’s of suction tube assembly do not fall under this requirement, please confirm. It is normal dredging practice that the dredge installation (including gantry’s) are not according to specific lifting appliances regulations.

c. USACE Response: Cranes for drag arm handling system was not intended to satisfy this requirement. Load handling equipment associated with drag arm handling system do not require CRC notation. Crane(s) involved with loading/unloading stores, equipment, parts, maintenance and repairs require CRC notation.

10. C455 DECK CRANES & HOISTS page 107 # 482.B.iii

a. Each stores crane shall have a minimum safe working load of 4000 pounds at an outreach of 30 feet beyond the side of the vessel.

b. The 30ft reach from vessel side of the stores cranes in combination with the requirements for lifesaving equipment. i.e requirement for rescue boat and davit launched liferaft, require a combined stores / lifesaving crane. The required outreach greatly limits the list of possible suppliers.

c. Proposes to change the required reach from vessel side of the stores cranes from 30ft to 20ft similar to that for the deck crane.

d. USACE Response: See revised section C455 with reduced required outreach of stores crane.

11. C504 DREDGE PUMPS page 118 # 523.C

a. The dredge pump system shall be arranged as follows for loading and offloading:

a. Loading: One dredge pump shall provide suction for each dragarm.

b. Offloading: The dredge pumps shall be capable of working in both series and parallel to offload from the hopper to the bow discharge..

b. Is it required for parallel offloading to install a second hopper self-emptying line or is a connection between the portside and starboard suction line sufficient to comply with the redundancy requirements?

c. A second self-emptying line is a very costly, heavy and space consuming option.

It can be considered to increase wall thickness of this specific dredge line or make use of wear resistant material in order to minimize the maintenance on this position.

d. USACE Response: System shall be arranged to allow either pump to provide suction for discharge though a connection between the port and starboard suction lines. A second self-emptying line is not required.

12. C514 HOPPER DOOR SYSTEM page 129 # 574.B

a. Bottom doors shall have means for (manual) emergency closing in the event of a hydraulic system failure. These means shall be shown on the HOPPER DOOR ARRANGEMENT, and the procedures for recovering the doors should be provided in the technical manual for the doors or the door closing system.

b. Please clarify the type of emergency closing system anticipated.

c. USACE Response: See revised Paragraph C514 with removal of this requirement.

13. C517 JETTING AND HOPPER FLUSHING SYSTEMS page 130 # 586.H

a. A hopper flushing system, consisting of an independent hopper flushing pump and associated piping, shall be installed to avoid cavitation at the dredge pumps during unloading.

b. Please advise required capacity of hopper flushing pump. There are many ways to include this pump. In order to include this pump properly we would like to understand the use and the philosophy behind it.

c. USACE Response: Flushing pump capacity shall be determined based on the operational conditions in Paragraph C002 and potential sources of cavitation at the dredge pumps during pump out / unloading.

14. C602 DIESEL ENGINES page 153 # 663.A

a. The Contractor shall provide and install marine diesel engines from a single engine manufacturer and where possible same type and model are to be used.

b. We presume that the emergency generator diesel engine is not included. Most engine builders don't have (very) small and medium sized engines in their portfolio, so if this requirement would apply for the emergency diesel engine, it would limit the available diesel engine makes significantly.

c. USACE Response: The statement is correct, emergency engines do not have to be provided from the same manufacturer as the primary engines.

15. C665 POTABLE WATER SYSTEM page 186 # 798.F.i

a. See Contract Paragraph C130 for potable water tank capacities. The potable water tank(s) shall be 304L stainless steel free standing or integral with the hull and shall not be positioned against the shell plating below the deepest load line (details of the construction can be found in Contract Paragraph C320).

b. 28 days autonomy requires a potable water tank capacity of 174m3. As the vessel is to be equipped with 2x fresh water generators, alternatively the grey water tank could be sized for 28 days no discharge but the potable tanks sized to allow for water making during the 28 days. The cofferdam, tanks of stainless steel and required capacity provide a challenge on fitting the required tank capacities for freshwater, grey water and MDO in the vessel.

c. USACE Response: See revised Paragraph C002 which reduces the endurance requirement from 28 days to 18 days.

16. C733 ELECTRICAL POWER PLANT page 223 # 949.A.i

a. If the Contractor proposes a full diesel-electrical propulsion and ship’s service load system, the system shall be sized so that the full anticipated electrical load for each operating condition can be supplied with one generator off-line.

b. Would advise not to install extra (electric) power to anticipate for one (main) generator being off-line. A 60-80% load take over will be sufficient for redundancy. The reason behind is a trailing suction hopper dredger, by the nature of its operations, need a lot of power during peak moments. And the USACE design (with for example counter current of 6 knots when dredging) needs even more installed power not utilized most of the time. If on top of that for 100% electric take-over, extra power needs to be installed to anticipate for one (main) generator being off-line, the load of the engines during normal operation will be quite low. This will cause high fuel consumption and more wear on the engines and after treatment equipment (if applicable) due to the fact the engines are not working at their best efficiency point. Please reconsider.

c. USACE Response: Redundancy requirement is only applicable during transit operations, dredging redundancy is not required for this paragraph.

SECTION C002 AMEND 5

C002 VESSEL OPERATION AND PRIMARY REQUIREMENTS

A. GENERAL DESCRIPTION

The Medium Class Hopper Dredge (MCHD) to be designed and delivered under this contract will become part of the USACE Minimum Fleet and upon delivery will be placed in a Ready Reserve status. Ready Reserve means that the dredge will generally be kept dockside on shore power in a standby mode and be expected to be versatile in capability and quick to respond when called out. The MCHD will complete 70 days of dredging in the Delaware River on an annual basis as its training and readiness exercise and also serves in a “Ready Reserve” status, meaning she can be called upon by USACE Headquarters to conduct urgent or emergency dredging, which has historically totaled approximately 60 days per year. The dredge will be utilized for channel maintenance dredging to supplement the capability of the commercial industry dredge fleet when circumstances dictate, and it is called upon.

The dredge will be home ported at the USACE Fort Mifflin dock facility on the Delaware River in Philadelphia. The dredge is anticipated to operate primarily on both the East Coast and Gulf Coast of the US. However, it may be utilized anywhere in the US, as needed, to include the West Coast but excluding the Great Lakes.

Ready Reserve Mission:

The primary mission of this dredge is to respond to emerging issues affecting coastal navigation in the US, when called upon. In that regard, the dredge is expected to be designed and built to allow very fast mobilization from the time requested to the time underway. Operations needed to transition from being on shore power at the dock to vessel underway in 72 hours or less.

Being a Ready Reserve dredge, the exact conditions, locations, and circumstances for its use are largely unknown. As a result, versatility in the design is encouraged to maximize the number of potential situations that the dredge can support.

The overall goal for the dredge is to be able to support any condition for maintenance dredging that presents itself. As a result, it is understood that there may be some trade-off between “optimum” under specified conditions and “range of operation” under more extreme conditions. However, once in a dredging mode, the goal is then to maximize production in terms of tons of material removed. In locations where overflow is allowed, production is based on a combination of hopper load and total cycle time.

USACE experience with their existing Ready Reserve fleet has identified features that contribute to better overall operation that include:

Maximized hopper loading efficiency over the range of material densities identified in maintenance dredging, Maximized dredge maneuvering control and dredging performance in high current and wind conditions as described in the specification, Ease of maintenance and equipment replacement while in ready reserve dockside status, Minimized need for dry docking, Redundancy that precludes being completely out of service (operating at potentially reduced production until repairs are affected) when there are individual component breakdowns.

Current Ready Reserve Dredge Operating Profile (MCFARLAND):

For the purpose of Offeror background information about the existing operating profile of the vessel being replaced (MCFARLAND), the following dredging operations are provided based on historical use and situations considered most likely. However, it should be understood that actual usage may vary to include differing locations, dredging depth, material, distance to the disposal site, and potential upland disposal. Offerors shall utilize this information as the basis for the Operating Profile of the new dredge, in conjunction with the technical requirements in this solicitation:

Normal Dredging Cycle:

Arrive at dredging station, Dredge to Economic Load (overflow allowed or not allowed (see specific sites below), Transit to Disposal Site, Bottom Dump or Pump out upland (see specific sites below), Return to station

Primary Dredging Locations:

New Orleans District – Southwest Pass, sea buoy to Venice, lower 30 miles (30% of overall vessel dredging assignment time) [PRIMARY MISSION PURPOSE] Mobilization from Philadelphia – twice per year to New Orleans 1700 nautical miles and 1700 nautical miles back. The dredge will travel at transit speed with the hopper empty, but free flooded. Transit condition – fully stocked, full fuel, full potable water

Dredging Material: Two primary locations conditions:

At Head of Passes (sand) Lower part of SW Pass – sand with much more silt (lighter material) Minimal organics (both locations)

Dredging Depth: 42 – 55 ft. (45 ft. starting channel depth, being dredged to 50 ft.) [See Specific Requirements Below]

River Current – maximum 6 knot current Distance to Disposal Site

Average of 4 miles to Head of Passes site one-way (shallow water) [8 Miles Round Trip] Average of 5 miles to site outside of sea buoy one-way (deep water) [10 Miles Round Trip]

Type of Disposal - bottom dumping via hopper doors (need operational procedures to dump in shallow Head of Passes site; can almost touch bottom with loaded Dredge McFarland when site is near full – note that this site is emptied by re-handling with cutterheads to create capacity) Note: a large amount of time is spent maneuvering into and out of the disposal area and in dumping (material bridges)

Condition: Turtle deflectors are in upper position during dredging (only the weight causes propulsive resistance)

Environmental Considerations: Can overflow and in rare cases agitate by use of the overflows Philadelphia District – Delaware River above Ship John Shoal (50% of dredging time) Mobilization from Philadelphia dock – 5 times per year within 50 miles and back each time.

The dredge will travel at transit speed with the hopper empty, but free flooded. Transit condition – fully stocked, full fuel, full potable water

Dredging Material: Varies between specific ranges in the river;

sand and gravel with cobbles [See specific requirements below] silt C&D canal (infrequent dredging) has some clay

Dredging Depth: 36 to 47 feet River Current: 2-3 knots Crosswinds: 15-20 knots Distance to Disposal Site – average 10 miles Type of Disposal – Pump-out to upland disposal sites (various river locations)

Present Discharge pipeline – Submerged – 150 feet of 28-inch ID steel pipeline Shoreline – various length 29-inch ID steel pipeline

Distances/Elevation Killcohook – 1.5 miles feet in length, 75-foot upward change in elevation Fort Mifflin (farthest cell) 8000 feet in length, minimal change in elevation

Current time to Pump-out – varies with material; minimum 1 hour, maximum 4 hours (if heavy cobbles) [See Specific Requirements Below]

Condition - Turtle deflectors are in place in deflector position during dredging (drag on bottom and weight causes resistance)

Environmental Considerations – No overflow, hoppers pumped down before start of cycle; once dredging starts there is no overflow allowed

Philadelphia District – Delaware River below Ship John Shoal (10% of dredging time)

Mobilization – 2 times per year, 80 miles and 80 miles back. The dredge will travel at transit speed with the hopper empty, but free flooded. Transit condition – fully stocked, full fuel, full potable water

Dredging Material: Sand and gravel, some cobbles Dredging Depth: 38 – 47 ft.

Distance to Disposal Site - from 1.5 to 20 miles (average 10 miles each way) Type of Disposal - bottom dumping via hopper doors (deep water) Conditions: Turtle deflectors are required in deflecting position (resistance from both drag on the bottom and weight) Environmental Considerations - No overflow allowed (no discharge from start

Lower Eastern Atlantic Coast (10% of dredging time) Mobilization – 1 time per year – assume 600 miles and 600 back. The dredge will travel at transit speed with the hopper empty, but free flooded. Transit condition – fully stocked, full fuel, full potable water

Geographic locations have tended to vary over the years Dredging Material: (typical sites)

Morehead City – heavy sand Wilmington Harbor, Cape Fear – (river mix – sand & shallow mud, slight organics)

Dredging Depth:

Morehead City (47 ft channel) - 28 to 48 feet Wilmington (similar) – 28 to 48 feet

Distance to Disposal Site – Morehead City - 2 sites – offshore is deep - 8 miles, close site (1 mile) is shallow and sometimes unavailable (McFarland grounded on one occasion) Wilmington (ocean) - 10 miles (deep)

Type of Disposal- bottom dumping via hopper doors (may need operational procedures to dump in relatively shallow sites depending on door extension below the hull)

Current – maximum 3 knots along the track, 3.5 knot cross-current Crosswinds: 15-20 knots Conditions: Turtle deflectors are in deflector position during dredging (resistance from both drag and weight) Environmental Considerations - Florida monitors for turbidity (shut down if too high) – a small boat follows – less than 10% of the operating time has been affected by turbidity

REQUIREMENTS

The Dredge shall be designed and built according to the specifications throughout this contract.

SPECIFIC REQUIREMENTS

The MCHD shall have the following characteristics:

Hull

Length Overall: 320 feet or less Beam: As best suits the design Air-Draft: 110 feet maximum Loaded Draft at minimum dredging freeboard: 26 feet Hopper Capacity: 5,000 - 6,000 cubic yards. The hopper volume shall not be less than 5,000 cubic yards to the top of the coaming and shall not exceed 6,000 cubic yards. The dredge shall be designed so that the hopper may hold at minimum 5,000 cubic yards, with a homogeneous cargo specific gravity of 1.8.

Ideally, the dredge shall be designed for a homogeneous cargo specific gravity of 1.8 at a maximum hopper volume of 6,000 cubic yards. The hopper volume shall not exceed 6,000 cubic yards.

Power System: Diesel engines Propulsion: Twin screw Shallow Water: for transit conditions shall be taken as 3 times the Loaded Draft Speed (w/ 50% consumables, 100% fuel):

Transit speed, hopper empty but free flooding, minimum 12 knots, Shallow Water.

Transit speed, hopper full, minimum 10 knots, Shallow Water.

Dredging speed (See 3. Machinery below under Propulsion)

Bow Thruster: at least one variable speed tunnel bow thruster.

Environmental conditions: Temperature criteria are as follows:

Philadelphia, PA Southwest Pass, LA Outside Air (cooling) 93.4F DB, 75.1F WB 92.8F DB, 78.1°F WB

Indoor Air (cooling) 75F DB @ 50% RH 75F DB @ 50% RH

Indoor Air (heating) 75F 75F

Outside Air (heating) 13.8F DB 30.7F DB

Seawater Temperature (cooling) 80F 85F

Seawater Temperature (heating) 37F 61F

Accommodation total of 26 persons and will have the following cabins, as a minimum:

8 x double cabins 6 x single cabins 2 x Ch. Eng. sleeping cabins Ch. Eng. day room/office 2 x Captain sleeping cabins Captain day room/office Hospital Galley Pantry Deck Department Office Engine Department Office Crew mess Officers mess Crew lounge Officer’s lounge Changing room Damage control locker Laundry Gym Provisions, hotel and linen stores

Range: Vessel range shall be sufficient for transit from Philadelphia to New Orleans, hopper empty but free flooding, at a transit speed of 12 knots, without refueling or resupply, with a reserve of at least 10% fuel and consumables.

Endurance: Vessel must be able to operate without resupply or offloading of waste for a minimum of 28 18 calendar days for the following operating profiles;

Endurance Operating Profiles:

Profile 1:

Normal sailing condition full draft @ 10 knots: 20% of time

Dredging condition full draft @ speed over ground of 2 knots with a 6 knots counter current: 50% of time

Vessel empty but hopper flooded @12 knots: 20% of time Idle vessel in harbor, not on shore power: 10% of time While on Endurance Operating Profile 1 the vessel shall also be able to operate in a No

Discharge mode.

Dredging condition full draft @ speed over ground of 2 knots with a 6 knot counter current:

50% of time.

Transit condition hopper full @ speed over ground of 10 knots shallow water: 50% of time

Profile 2:

Normal sailing condition full draft @ 10 knots: 50% of time Normal sailing condition full draft @ 12 knots: 50% of time While on Endurance Operating Profile 2 the vessel shall also be able to operate in a No

Discharge mode.

Dredging condition full draft @ speed over ground of 2 knots with a 4 knot counter current:

75% of time.

Transit condition hopper full @ speed over ground of 10 knots shallow water: 25% of time

Profile 3:

Dredging condition full draft @ speed over ground of 2 knots with a 6 knots counter current: 100% of time While on Endurance Operating Profile 3 the vessel shall also be able to operate in a No

Discharge mode.

Dredging System

Drag arms: 2 drag arms, one each side, equipped with water jets and removable turtle deflectors (See Contract Paragraph C510).

Dredging depth (reference to water surface) and dredging system optimization: 65 feet depth with drag arms at no more than 45 degrees from the horizontal at a light draft (hopper empty but free flooding). Maximum operating drag arm angle shall not exceed 55 degrees when dredging deeper than 65 feet. (See Contract Paragraph C502)

Dredge pumps: one inboard dredge pump per drag arm (See Contract Paragraph C504).

Loading time to fill hopper approximately 45-75 minutes with 20% overflow losses when dredging at 65 ft. (See Contract Paragraphs C512, C516, and C520)

Largest object to pass through entire dredging system (excluding turtle basket):

cobbles 12 inches in diameter

Coarse sand is defined as a grain size from 0.02-0.04 inch (0.508-1.016 millimeter) in diameter.

Silt sand is defined as a grain size from 0.000236-0.000787 inch (0.02-0.006 millimeter) in diameter.

Sliding Trunnions (See Contract Paragraph C510) Bottom dumping: multiple doors hydraulically actuated (See Contract Paragraph

C514) Bottom doors shall be designed such that the doors can be fully opened when the water depth is 1.75 times the mean draft of the vessel. For dumping in shallower waters, proportional opening of the doors shall be possible.

Pump Out: Over the bow through hose (Government supplied) and pipeline to landfill with a geodetic head of 75 ft, over a length of 1.5 miles in approx. 120-

240 minutes. Pump out dredged material shall be defined as approximately 50% sand, 45% gravel, and 5% cobbles as defined previously.

Hopper pump out collection system (See Contract Paragraph C520) Hopper jetting system (See Contract Paragraphs C518, and C519) Drag heads provided with water jetting (See Contract Paragraph C511) Overflow adjustable system and anti-turbidity features (See Contract Paragraph

C516) Drag head turtle deflection system (See Contract Paragraph C511) Dredged Material Specific Gravity (while holding 100% of consumables including fuel, water, and dry storage):

1.8 specific gravity with overflow at lowest position maximum dredging draft, 100% consumables

1.8 specific gravity with overflow at highest position, maximum dredging draft, 100% consumables Machinery

Diesel engines shall provide power for propulsion, dredging and electric service.

The diesel engines shall meet current US environmental emissions requirements

(Tier 4). Diesel engines shall run on ultra-low sulfur fuel.

Diesel engines shall be rated for continuous power output.

Power configurations may be diesel-electric, mechanical drive with auxiliary engines driving ship service generators, or a hybrid/combined system.

Distilling plant for making potable water Propulsion -

Propulsion is to be twin screw with power sufficient to dredge at maximum dredging depth in coarse sand at maximum hopper fill rate, full hopper and maximum dredging draft, against a 6 knot current, with minimum dredging speed of 2 knots over ground (8 knots through the water). Power shall also be sufficient to meet 12 and 10 knot transit speeds given above.

Minimum of one variable speed bow thruster, sized to operate in conjunction with the propulsion system to allow the vessel to turn 180 degrees within its own length (in the water, not relative to land), at full load draft, with drag arms raised, in a 6 knot current. (See Paragraph C620)

Propulsion engines to be acceptable per the requirements in Paragraph C602.

Maneuverability is of greater importance than transit performance.

Dredging - Inboard dredge pumps shall be used and sized for the hopper fill and hopper pump out rates given above.

Jetting pumps shall be used to supply a jetting system running to the drag head when dredging and to the lower hopper during pump out.

Electrical Power -

Redundant power for essential ship service electrical loads.

Power frequency shall be 60 Hz.

Automation, Monitoring & Control System –

(i) Vessel – Shall have a machinery control, monitoring, alarm system that meets USCG periodically unattended machinery space and ABS Automation Centralized Control Unmanned (ACCU) requirements.

Dredging System – Shall have a dredging automation system that has, at a minimum, the following capabilities and provides outputs in accordance with USACE’s Dredge Quality Management (DQM) program (see Contract Paragraph C524):

Drag arm position sensing

Hopper fill level sensing Overflow weir position sensing Hull draft sensing Hull speed over bottom sensing Hull speed through water sensing Vessel position and track sensing Production monitoring (velocity & density) sensing Dredge pump: RPM, inlet vacuum and discharge pressure sensing Jetting pump: RPM, inlet vacuum and discharge pressure sensing Automated drag head, dredge pump & weir control for:

- Most efficient production

- Least turbidity production

- Fastest Hopper Fill production

- Draft limited production

- Pump Out pressure & velocity control

- Zero overflow locations

Vessel Maneuvering control for:

- Dredge track keeping

SPECIAL FEATURES

Operational & Dredging Redundancy: In the event of maintenance or failure of a single prime electrical generating equipment or single dredge system driving equipment, the Dredge shall be designed to be able to continue dredging operations, be it at a reduced dredging efficiency/capacity. This may be accomplished through redundancy in the equipment and respective sizing/load carrying capabilities, electrical system architecture and system interconnects, or other methods.

DELIVERABLES

None.

STANDARDS

Nothing specific to this Paragraph. See Contract Paragraph C003.

SECTION C130 AMEND 5

C130 TANK CAPACITIES

1. GENERAL DESCRIPTION

None.

REQUIREMENTS

The Contractor shall prepare drawing 849-C130-01 CAPACITY PLAN during Phase II of the Contract for submittal to the COR and regulatory bodies for review and approval.

The Capacity Plan shall show the location of all tanks on an arrangement clearly indicating the ID, purpose, net volume, longitudinal CG, vertical CG, transverse CG and start/end frame of each tank.

A “deadweight scale” or “loading scale” shall be added to the Capacity Plan including the deadweight, displacement, moment to alter trim, TPI and KMt of the vessel for drafts ranging from 6’ above base to the deck edge.

The Contractor shall prepare drawing 849-C130-02 TANK CAPACITY TABLES and 849-C130-03 HOPPER CAPACITY TABLES during Phase II of the Contract for submittal to the COR and regulatory bodies for review and approval.

The Hopper- and Tank capacity tables shall be provided for all tanks and trim ranges that cover all expected loading conditions with 1-foot trim increments. For the Hopper capacity tables, cubic yards shall be used; for all other tanks, gallons shall be used. The tables shall be presented in tabular form with no more than one tank per page on 8 1/2” x 11” paper. Each table shall include the identity of the tank (as labeled on the Capacity Plan), its location in the vessel, the location of the sounding tube or reference point, volume, weight, Free Surface Moment (FSM), and the center of gravity (longitudinally, vertical and transversely) of the fluid at each sounding level.

The Contractor shall update the tank and hopper capacity tables to reflect the final as-built condition. All stability documentation and the stability program shall be updated to reflect the final as-built tank capacities. The Contractor shall be responsible for submitting the updated documents to the COR and regulatory bodies for review and approval prior to sea trials.

The Hopper Capacity Tables shall be updated with the results from laser scanning of the as-built hopper. Laser-scanning shall be in accordance of Chapter 2, section 8A of the API Manual of Petroleum Measurement Standard. The Contractor shall be responsible for submitting the updated documents to the COR and regulatory bodies for review and approval prior to sea trials.

SPECIFIC REQUIREMENTS

The minimum net tank capacities shall be based on continuous operation of the vessel for the duration specified in Contract Paragraph C002.

The Contractor shall develop 849-C130-04 CONSUMABLES CALCULATION and submit to the COR for review and approval during Phase II of the project. The calculations shall include, for all consumable tanks, the expected consumption/production per day and the resulting size. For Portable Water the Contractor shall include tankage for a minimum of 60 gallons per person per day for a period of 10 days. The Contractor shall provide and install redundant potable water generators to provide potable water for the endurance periods stated in Paragraph C002.

The Black Water Holding Tank and the Grey Water Holding Tank shall have a combined net capacity greater or equal to the capacity of the Potable Water tank(s).

System shall be arranged such that grey and black water are routed through a manifold which leads either to the black water holding tank or to redundant Marine Sanitation Devices (MSDs) to allow for discharge overboard.

The net capacity of the Service Oil Tanks shall be based on the consumption of the machinery, and an intake interval of 3 times the autonomy.

The net Fuel Oil Capacity shall be based on the consumption of the main and auxiliary engines while conducting the endurance operations as specified in Contract Paragraph C002 for a duration specified in Contract Paragraph C002. The Fuel Oil Capacity should include a margin of 10%.

SPECIAL FEATURES

None.

DELIVERABLES

849-C130-01 CAPACITY PLAN

849-C130-02 TANK CAPACITY TABLES

849-C130-03 HOPPER CAPACITY TABLES

849-C130-04 CONSUMABLE CALCULATIONS

STANDARDS

API Manual of Petroleum Measurement Standards, Standard Chapter 2, Section 8A

SECTION C330 AMEND 5

C330 FOUNDATIONS

GENERAL DESCRIPTION

None.

REQUIREMENTS

Suitable foundations shall be provided for all units of equipment and machinery to properly mount the item, to introduce the operational loads into the hull structure, and to avoid undue stresses and vibrations in the foundations and the hull (refer to Contract Paragraph C180).

Foundation members shall be provided with openings as necessary to permit access to all parts of the foundation for fabrication, inspection, drainage, and maintenance.

Web plates of foundations shall be duly stiffened at holding-down bolts and other points of load concentration.

During Phase II, the design drawings for all foundations, their integration into the vessel structure and any vibration and noise isolation system shall be developed and be submitted to the COR and ABS for review and approval.

The associated structural calculations shall be part of either 849-C399-01 STRUCTURAL CALCULATIONS REPORT or 849-C399-02 GLOBAL FEA REPORT pending Contractor’s choice to integrate the particular foundations structural analysis into the Global FEA Model.

For foundations of large items of equipment, dedicated individual FEA’s may be performed and be reported in dedicated individual documents typically numbered as

849-C330-XX FEA REPORT XXX FOUNDATION.

SPECIFIC REQUIREMENTS

Fasteners

Where there are no specific requirements are given by ABS or equipment manufacturers, all equipment and machinery shall be bolted to foundations using Grade #8 fasteners or better. The threaded portion of bolts shall be clear of the foundation or equipment pads. Heavy gauge flat and lock washers shall be used under all nuts. Elastic stop nuts may be substituted for lock washers except for securing rotating machinery. The nuts shall match the Grade #8 fasteners. The

Contractor shall provide and install machined fitted bolts where required by equipment manufacturer’s or regulatory requirements.

Vibration Isolators Vibration isolators shall be installed where required to meet Contract Paragraph C180 requirements.

Drip Pans Where dripping of water or oil can be expected, drip pans shall be provided below the equipment. These shall be fitted with drain plugs in accessible locations at the lowest point and quick disconnect fittings.

Diesel Engine Foundations The Contractor shall develop foundations for the diesel engines as identified in Contract Paragraphs C180 and C602.

The geometry of the diesel engine foundations shall permit the engine oil pan to be dropped down and positioned to allow access from below the engine for maintenance and repair.

Deck Crane(s) Foundations The Contractor shall develop structural integration(s) for the pedestal(s) of the deck crane(s) identified in Contract Paragraph C455. The structural integration(s) shall be capable to support the loads specified by the Crane(s) Vendor and effectively distribute these into the vessel structure.

Dredge Equipment Foundations The Contractor shall develop local reinforcements for machinery and equipment dedicated to dredging, such as Dredge Pumps, Pump Drives, Dragarm Winches, Gantries, and the Bow Coupling Winch as identified in Contract Paragraph C500 and considering the requirements of Contract Paragraph C180.

The scantlings of the structures for attachment of the equipment intended for dredging operations (e.g. connection of the suction pipe to the hull, foundation of the dragarm gantries) are to be based on the service load of such equipment, as specified by the Designer or Vendor. In determining the above service load, the Contractor shall take into account additional loads imposed by ship movements (in particular pitch and heave) in the most unfavorable sea and weather conditions expected during service.

Deck Machinery Foundations The Contractor shall develop local reinforcements for deck machinery, such as but not limited to, the Anchor Windlasses, Mooring Winches, capstans, bollards, and davits.

Vessel Machinery Foundations The Contractor shall develop local reinforcements for all Machinery and Equipment of the Vessel systems, such as but not limited to Pumps, Filters, Compressors, Major Piping Electrical Transformers and Switchgear.

Lifting Provisions (see Contract Paragraph C200 and C290) Lifting pads shall be provided throughout the vessel for lifting of equipment as required during foreseeable removal for maintenance and repair or replacement.

Lifting provisions shall also be provided over sea chest hatches, transducer hatches, overhead deck hatches to facilitate equipment removal from below deck.

The Contractor shall prepare a proposal for positioning lifting provisions as required to facilitate removal of equipment and further mechanical handling. During construction, the COR may require additional lifting provisions to be installed.

The lifting padeyes and their supporting ship structure shall be designed to withstand the minimum ultimate load of the attached rigging assembly, based upon allowable stresses taken with respect to the structure's material yield strength, as defined in the latest version of the ABS Guide for Certification of Lifting Appliances.

Padeyes shall be specifically analyzed for stresses due to axial tension on gross and net sections, shear stresses including those due to tear-out, in-plane and out-of-plane bending stress, bearing and combined stress. The shear stresses, including those due to tear-out shall not exceed 0.4Fy. The allowable bending stress shall not exceed 0.6Fy for in-plane (strong axis) bending moment, and 0.75Fy for out-of-plane (weak axis) bending moment, for solid rectangular sections. Allowable tension stress shall not exceed 0.6Fy on gross section and 0.5Fu on net section. Interaction ratio sum of actual to allowable axial tension and bending stress ratios, shall be evaluated, their sum shall not exceed 1.0. Bearing stress shall not exceed 0.9Fy. Combined stress shall be calculated in accordance with Hencky-von Mises (HVM) criteria. HVM combined stress shall not exceed 0.75 Fy. Supporting calculations shall be submitted with the lifting provisions drawing as 846-C330-10 LIFTING PROVISIONS CALCULATIONS during Phase II.

All lifting pads shall be identified and marked with their Safe Working Load.

SPECIAL FEATURES

None.

DELIVERABLES

849-C330-01 DIESEL ENGINES FOUNDATIONS

849-C330-02 DREDGE EQUIPMENT FOUNDATIONS

849-C330-03 ANCHORING & MOORING EQUIPMENT FOUNDATIONS

849-C330-04 LIFE SAVING EQUIPMENT FOUNDATIONS

849-C330-05 DECK CRANE(S) FOUNDATION

849-C330-06 VESSEL MECHANICAL EQUIPMENT FOUNDATIONS

849-C330-07 VESSEL ELECTRICAL EQUIPMENT FOUNDATIONS

849-C330-08 ENGINES EXHAUST FOUNDATIONS AND SUPPORTS

849-C330-09 LIFTING AND MECHANICAL HANDLING PROVISIONS

849-C330-10 LIFTING PROVISIONS CALCULATIONS

849-C330-XX VESSEL XXX SYSTEM FOUNDATIONS

849-C330-XX … FOUNDATIONS AND SUPPORTS

849-C330-XX FEA REPORT XXX FOUNDATION

STANDARDS

ABS Guide for Certification of Lifting Appliances.

API Specification 2C – Offshore Pedestal-mounted Cranes

SECTION C455 AMEND 5

C455 DECK CRANES & HOISTS

1. GENERAL DESCRIPTION

The Contractor shall provide and install cranes and hoists for the vessel as described below.

REQUIREMENTS

The vessel shall be equipped with a deck crane, two stores cranes, davits, and overhead hoists in machinery spaces. During Phase II the Contractor shall select the cranes/hoists and develop drawings 849-C455-01 DECK CRANE, 849-C455-02 STORES CRANES, and 849-C455-03 OVERHEAD HOISTS and submit them to the COR and ABS as applicable for review and approval. Crane drawings shall show the location of the crane, swing radii and capacities in plan and elevation views. The hoist drawing shall show the location and purpose of each hoist on the vessel along with its rated capacity. For movable hoists (gantries, etc.) the drawing shall clearly show the total area covered by the hoist.

The Contractor shall provide a Naval Architectural Analysis (NAA) and Floating Service Load Chart for the cranes as required by Contract Paragraph C156.

Details on the crane foundation requirements are in Contract Paragraph C330. All cranes and hoists shall be provided in accordance with the ABS Guide for Certification of Lifting Appliances and the vessel’s CRC notation. All cranes capable of lifting over the side of the vessel shall be designed and constructed in accordance with API 2C. The Contractor shall adhere to the requirements for floating cranes contained in Part 16 of

EM 385-1-1.

SPECIFIC REQUIREMENTS

Deck Crane

The vessel shall be fitted with a pedestal-mounted, personnel-rated crane located on centerline and capable of lifting over either side of the vessel. The crane shall support maintenance of the dredging equipment and shall be capable of lifting and moving the heaviest parts of the dredge line including the draghead, pump housings and pump impeller. The crane shall have sufficient capacity and reach to place the heaviest component of the dredge line at least 20’ beyond the side of the vessel onto the shore.

The crane shall be provided with a climate-controlled operator’s cab. Access to the cab shall be by means of a vertical ladder. The ladder may be retractable if required to suit the vessel’s arrangement. Operator shall have full visibility of the hopper and working areas of the vessel.

The crane shall be provided with a dedicated electric-hydraulic power pack with integral hydraulic fluid reservoir. Start and stop controls shall be located with the crane and adjacent to the hydraulic power pack, if the power pack is located remotely from the crane.

Anti-two block and load moment indicators or limiting devices shall be provided with each crane.

A crane boom and hook securing system shall be provided. The Contractor shall provide a boom rest if required to suit the selected crane.

The crane shall have a lighting system to illuminate the load at all boom positions.

The crane shall be supplied with a pedestal that bolts to a flanged foundation on the vessel.

The crane shall be designed for Shipboard (Harbor) use with a wind speed of 23 mph in accordance with the ABS Guide for Certification of Lifting Appliances.

An engraved load capacity plate shall be provided at the crane controls. The crane manufacturer shall also provide a “Personnel” rated capacity plate, engraved and installed at the controls.

The crane and its pedestal/foundation (see Contract Paragraph C330) shall be designed and fabricated in accordance with the requirements of API 2C.

Stores Cranes The vessel shall be equipped with two identical stores cranes, one on each side of the vessel.

The stores cranes shall be electric-hydraulic deck crane.

Each stores crane shall have a minimum safe working load of 4000 pounds at an outreach of 30 20 feet beyond the side of the vessel. The stores cranes may also be used for handling accommodation ladders if feasible.