Amendment 0007 22R0045 20220919.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

Answers to RFI's 112-154 (RFI Group 7) Revised Sections C002, C003, C105, C320, C412, C425, C655, C701, C733, E011, and Excerpt from SECTION L.

Corrected sections will be included in a "cut-and-paste" format. The affected sections will be corrected in the final award. All other terms, conditions, specifications and requirements remain the same.

Acknowledgment of receipt of the amendment is the signed cover sheet for each amendment

1. CONTRACT ID CODE PAGE OF PAGES

J 1 53

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 W912BU22R0045

X 9B. DATED (SEE ITEM 11)

26-May-2022

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 is extended, X 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.

5. PROJECT NO.(If applicable)

6. ISSUED BY

3. EFFECTIVE DATE

19-Sep-2022

CODE

US ARMY ENGINEER DISTRICT, PHILADELPHIA

CONTRACTING DIVISION

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:

W912BU22R0045

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 7

RFI Group 7

113. The requirement for the two, redundant, central hydraulic systems to be mounted on a skid suggests the USACE desires to be able to remove an entire system at once. The list of consumers will drive to a very large system design. Would the USACE accept hydraulic tanks integrated into the ship's structure in lieu of on the central hydraulic skid redundant skids?

a. USACE Response: Please see revised Contract Paragraph C655.

114. Section L, 3. PROPOSAL FILES, c. Content Requirement first says each file shall include a

Table of Contents, Summary Section, Narrative Discussion and drawings or catalog literature. Is there supposed to be a file for each Volume or each Factor?

a. USACE Response: The Government will not direct proposers in arrangement of proposal files outside of the current requirements in this Contract Section.

115. Section L, 3. PROPOSAL FILES, c. Content Requirement first says each file shall include a Table of Contents, Summary Section, Narrative Discussion and drawings or catalog literature. It then says that only the "criteria outlined below" will be evaluated. Will the Table of Contents, Summary Section, Narrative Discussion and drawings or catalog literature provided be included in what is evaluated?

a. USACE Response: The content included in proposals will be evaluated using only the criteria identified in Contract Section L. This will include information included in the Table of Contents, Summary Section, Narrative Discussion and drawings or catalog literature.

116. Section L specifies a Volume I page limit of 150 pages, excludes the Preliminary Design Report from the Volume I page count, and say that only the criteria outlined below will be evaluated. The Factors 1, 2 and 3 comprehensive narratives will only take 2 to 10 pages each. The page limit seems high. Is there anything else that the Government is expecting in Volume I that can contributed to the page count?

a. USACE Response: Proposals shall be sufficient to properly demonstrate the offeror’s proposal per the Solicitation. Everything required for proposals are identified within the Contract Solicitation.

117. C121 requires the bow thruster (in conjunction with the azimuth propulsion thrusters) to be capable of turning the vessel 180 degrees in its length against a 6 knot current. Please note that with a flow of this speed around the hull the effectiveness of the bow thruster is expected to be nil. This is not dependent upon the make or layout of the bow thruster; this is a consequence of the flow behavior around the bow and its effect on the thrust flow of the tunnel thruster. For this reason CFD to verify this capability is of academic interest only.

Can the tenderer reconsider this requirement?

a. USACE Response: The Government will not remove this requirement, please see previous revisions to Contract Paragraph C121 for any clarification. The above bow thruster operation is required to work with the Z-drive propulsion and steering system while the dredge is turning 180 degrees at the end of a dredge cut, and also while turning 180 degrees to start a new dredge cut. Dredging hoper fill is conducted with the vessel heading into the river current. As such the turn at the end of cut turns the vessel “with the current”, and the turn at the beginning of cut turns the vessel “against the current”. However for either turn there is no requirement for the dredge to hold location relative to the bottom, and the dredge is free to move with the current flow while turning. In addition, vectored Z-drive thrust and Z-drive hull turning moment can be applied in addition to the bow thruster force.

118. Section C608 requires that "The ABS DPS-1 system shall be designed to maintain vessel’s position and heading under the environmental conditions as specified in Contract Paragraph C002." C002 refers to environmental conditions of 3 knots head current, 3.5 knots side current and 20 knots crosswind (presumably simultaneously). 3.5 knots side current is very high and will require very large bow thrusters (noting that the 3 knots head current will significantly degrade the performance of the tunnel thrusters). Can the tenderer confirm that this understanding is correct, and can this side current requirement be reduced?

a. USACE Response: Current velocities identified throughout Contract Paragraph C002 are actual dredging conditions, these do not occur simultaneously and are a function of the dredge’s positioning during various dredging maneuvers. Please see revised Contract Paragraph C002 for clarified requirements.

119. Please confirm that the 6 knot head current is valid – this is higher than for any other dredger we or our CFD subcontractor have been involved with (80+ vessels).

a. USACE Response: Current speed is accurate to the requirements of this vessel’s mission requirements and the Government will not revise this requirement.

120. C120 / C121: The main forces on the dragarm are caused by the draghead acting on the seabed. These forces are not hydrodynamic in origin and it is uncertain whether this can even be analyzed using RANS. Is the use of an empirical calculation method for determining the draghead forces acceptable to USACE?

a. USACE Response: Drag referenced for dredging components are not intended for determination of dragarm strength, but for calculation of the full vessel drag based on the various appendages on the vessel. Due to the anticipated size of the dredging equipment—to include dragarms, hopper doors, etc.—these pieces of equipment are anticipated to contribute to the overall drag of the vessel and shall be accounted for in speed/power estimation. Empirical calculations may be acceptable for calculation of dragarm connection strength.

121. What is the purpose of the 3D Structural Model (849-C300-01) and what level of detail is required in this deliverable? Does the Army Corp expect this to be an output of the FEA model and thus more limited in detail, or an output of the shipyard production model structural model and thus exhaustive in detail? The latter shipyard production model structural model output option would be significantly more costly due to the as built requirement associated with this deliverable.

a. USACE Response: Per Contract Paragraph C300 and previous RFI responses, 3D structural model is to be used by the Government and ABS in the verification of structural adequacy and not for the construction process. The 3D structural model and the FEA Global Report/Model are to be used in conjunction to verify structural adequacy for the USACE and ABS review process.

122. The dredging material specifications being dredged at the time of the noise and vibration survey will impact the results. What are the dredging material specifications that will be dredged during the survey? Or will the survey be performed with only water to establish a representative baseline?

a. USACE Response: Per Contract Paragraph C180, the operating mode for the noise survey shall be: “Maximum dredging speed defined in C002 (8 knots: 6 knot current + 2 knots over ground) with drag arms deployed to maximum dredging depth and dredge pumps operating at maximum capacity and with bow thruster in full operation.” The Government intends for this to be accomplished with water only.

123. In the case of the Medium Class Hopper Dredge Replacement, the basis for source levels associated with the large pumps and the dredge boom and the articulation machinery are rather unique. Can the USACE provide survey results from the existing MCFARLAND vessel for these system sources? Will the USACE coordinate with the Prime Contractor during Phase I, to host a noise and vibration consultant survey on the MCFARLAND in operation dredging the dredging material specified in reply to the prior question?

a. USACE Response: Noise and vibration levels are based upon habitability requirements as listed in Contract Paragraph C180. Survey results from the existing vessel are not available, the Government does not believe that a survey of the existing vessel will be beneficial for the development of the design of the new vessel as it relates to the noise and vibration requirements of this Solicitation.

124. Many Excel based native calculation files themselves are proprietary. In such cases there is no way practical way to exclude proprietary info and still deliver the native file. The native file itself is what is proprietary. What does the government require in such cases?

a. USACE Response: Please refer to response to RFI 93 as it relates to proprietary information requirements. The Government requires sufficient information to validate contract requirements and to support future maintenance, repair, and modification of the dredge for the life of the dredge.

125. Would the government consider incorporation of a Value Engineering Change Proposal clause (FAR Part 48) into the contract?

a. USACE Response: This is now included in the solicitation, please see updated Contract Section I.

126. On the Past Performance Questionnaires, for Commercial Contracts where price information is not public, can the last 3 questions in Section 3 be left blank? (Original Contract Price, Final Contract Price, Explain Differences)

a. USACE Response: Price information in the Past Performance Questionnaire is to provide proof that the Contractor has done equivalent work at a similar price. All information in the Past Performance Questionnaires is confidential and will not be released.

127. The UL Standard 498 "Standard for Attachment Plugs and Receptacles" applies to breakers with a maximum voltage of 600V. With regard to the larger consumers (thrusters, dredge pumps, bow thrusters and the jet pumps) commercial products are normally based on a manufacturer standard voltage of 690V.

a. Does this UL Standard also apply to the electrical equipment mentioned above or can the standard manufacturer voltage be used?

b. USACE Response: Equipment with a standard voltage greater than 600V shall comply with UL Standard 1066 “Power Circuit Breakers up to 1000VAC and 1500 VDC Used in Enclosures.” Please see revised Contract Paragraph C003 and C701.

128. The timeframe of the project and the recent volatility in the market presents significant risks when determining escalation in the outyears of the project (lasting more than four years).

Would the USACE consider adding FAR 52.216-4 Economic Price Adjustment-Labor and Material to the solicitation to reduce project risk for both the Offerors and the Government?

a. USACE Response: The Government is currently investigating this addition.

129. Can the USACE confirm if the correct UL Standard for Circuit Breakers should be UL

Standard 489: Molded-Case Circuit Breakers, Molded-Case Switches, and Circuit-Breaker Enclosures? (Referring to Contract Paragraph C003 UL 498)

a. USACE Response: Please see revised Contract Paragraphs C003 and C701.

130. What is the Order of Precedence when ABS requirements conflict with the Contract requirements?

a. USACE Response: The Government does not anticipate conflicts between specification requirements and ABS requirements. Conflicts will be addressed as they are brought to the Government’s attention. Please see response to RFI 2.

131. Can the USACE please indicate where Attachment A (L.3.C Factor 4 – Past Performance) as referenced is located or should bidders only submit the joint venture agreement?

a. USACE Response: Please see updated Attachments.

132. Would USACE consider incorporation of a technical order of precedence clause to address any potential conflicts between the Statement of Work? The solicitation does not include a technical order of precedence between the Section C Statement of Work and first tier references cited in the Statement of Work, as well as between the various first tier references?

a. USACE Response: Conflicts will be addressed as they are brought to the Government’s attention. Please see response to RFI 2.

133. Would USACE consider incorporation of language clarifying the extent to which sub-tier references (that is additional standards and references cited within another reference) are applicable? Suggested language would be to the effect that those first-tier references cited in the Statement of Work are required to be followed as cited and any second or lower tier reference is for guidance purposes only. It should be noted that sub-tier references in one context may also be first-tier references in section and that the determination of applicability is to be considered with this in mind.

a. USACE Response: With the exception of references included in EM 385-1-1, ABS rules, and USCG regulations, references within required standards serve as factual and objective information to support the tier 1 requirement.

134. The Offeror’s design agent has concerns that confidential contractor bid or proposal information will be effectively protected against unauthorized release. The design agent competes worldwide for projects similar to the MCHD project and would like assurance that its geometric and dredge component design philosophies, as well as all other information submitted for review, remains confidential. Please explain how the Government intends to protect the competitive, proprietary, and business sensitive data submitted in response to the MCHD solicitation.

a. USACE Response: The Government has proven regulations and procedures in place to support procurement integrity and the safeguarding of sensitive source selection material. Examples of safeguarding measures include the use of secure information technology (IT) platforms, leveraging secure virtual private networks (VPN), establishing nondisclosure agreements, precluding conflicts of interest, preventing unauthorized access, requiring security/ethics training, and using vetted security procedures and regulations. In addition, the Procurement Integrity Act precludes individuals from knowingly disclosing source selection information and contractor bid or proposal information before award of a Federal contract to which the information relates. The Procurement Contracting Officer, after consulting with legal counsel, is authorized to approve release of source selection information (before and after contract award) to other authorized Government officials that have signed a non-disclosure statement providing the release would not jeopardize the integrity or successful completion of the procurement.

b. Contractors are reminded that proposal information that is proprietary shall be so marked.

135. Section C105 states that the main deck shall have minimal forward sheer; while C300 states the main strength deck shall have either camber or sheer. Assuming the purpose of the sheer is to adequately shed water from the main deck, would the USACE permit the use of camber on the main deck level without any sheer as camber yields the same functionality and is a more cost effective solution?

a. USACE Response: Please see revised Contract Paragraph C105. This revision supersedes the revisions from RFI 58.

136. Power requirements for the MCHD are driven by the ability to perform in accordance with the loading and unloading requirements. To ensure an appropriate engine is selected, will the USACE provide additional detail on the soil types as there are so many different kinds of sands and gravel and the difference between fine and coarse sand during pumping ashore can be up to 30% in power.

a. An example of the preferred level of detail requested is:

i. Medium fine sand (free running) with a grain size distribution of:

ii. d10% on sieve 0.31 mm

iii. d50% on sieve 0.23 mm

iv. d90% on sieve 0.16 mm

v. silt content 0 %

vi. density in situ 1950 kg/m3 (pores filled with water)

b. If this level of detail is not available, would the USACE consider providing at least the average (dm or d50) particle size in order to support more accurate powering estimates?

c. USACE Response: D50 grain size is 0.5 millimeters.

137. Page 21 of 22 of Amendment 0006 states Amendment 4 is deleted. Can the USACE please clarify if this Amendment 4 deletion statement is specific to a particular section or update?

Or if Amendment 4 is to be deleted in its entirety, is the USACE stating the Amendment 4 changes to Sections C335, C604, C620 and H01, as well as the change to extend the RFP due date to 11/10/2022 are no longer valid?

a. USACE Response: This was an error in the system, Amendment 0004 has not been deleted.

138. Amendment 005 Q&A Response 97 removed the requirement for Installation drawings for numerous C330 foundation drawings including 849-C330-01 Diesel Engines Foundations and 849-C330-XX Vessel XXX System Foundations. This response however did not remove the requirement for Installation drawings from 849-C330-06 Vessel Mechanical Equipment Foundations, 849-C330-07 Vessel Electrical Equipment Foundations, 849-C330- 08 Engine Exhaust Foundations and Supports, 849-C330-09 Lifting and Mechanical Handling Provisions, or 849-C335-01 Hopper Structure. Can the Installation drawing type also be removed for these other five (5) drawings? If not, can you please clarify the content difference between 849-C330-06 and 849-C330-XX?

a. USACE Response: Please see revised Contract Paragraph H12.

139. Should the 849-C511-02 TED Visor Specification be a Report type rather than a

Layout/Arrangement/Installation type?

a. USACE Response: The Government will not revise this requirement, as the

Government requires sufficient information on the Turtle Exclusion Device to obtain approval through environmental regulators. This submittal to regulators will be at the Government’s expense and is not a part of this solicitation.

140. Can the following Calculations be placed on the associated Diagrams instead of as a separate Report deliverable?

a. 849-C630-02 Fuel Oil System Calculations

b. 849-C635-02 Service Oil Systems Calculations

c. 849-C637-02 Waste Oil System Calculations

d. 849-C640-02 Auxiliary Cooling Pump Calculations

e. 849-C640-03 Box Cooler Sizing & Calculations

f. 849-C645-02 Raw Water System Calculations

g. 849-C650-02 Engine and Generator Exhaust Systems Calcs

h. 849-C655-04 Hydraulic System Calculations

i. 849-C660-03 Main Bilge System Calculations

j. 849-C660-04 Ballast System Calculations

k. 849-C662-02 Oily Bilge System Calculations

l. 849-C665-02 Potable Water System Calculations

m. 849-C667-02 Sanitary, Sewage & Greywater Calculations

n. 849-C670-02 Vents, Sounds, Fills, & Overflows Calculations

o. 849-C675-02 Fire Main System Calculations

p. 849-C677-02 Fixed Fire Extinguishing System Calculations

q. USACE Response: The Government will not revise these requirements.

141. C201: "Main fuel oil 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."

a. Currently, our inboard fuel oil tank bulkheads are common with the hopper side above the slope, and also extend vertically downward past the hopper slope outboard perimeter, not separated by 24" from the hopper slope outboard perimeter, but well separated from the rest of the hopper slope.

b. Considering this separation requirement, cumulative tank capacity requirements for all liquid types, and the length and draft limitations of the vessel, compliance with the 24" cofferdam separation from the hopper slope outboard perimeter would be difficult and expensive.

c. Is this proposed arrangement for fuel oil tank inboard boundaries touching the hopper slope outboard perimeter edge only, acceptable?

d. USACE Response: The Government recognizes that the 24-inch cofferdam requirement would not permit vertical extension of fuel oil tanks below the intersection of the vertical and sloped hopper plate without a stepped geometry in the tank. The Government will not revise this requirement, 24-inch cofferdam shall be retained per the solicitation.

142. C320: "The potable water tank shall be constructed of 304L stainless steel, with stiffeners external to the tanks, and shall meet all requirements specified in EM 385-1-1."

a. To meet the endurance requirements the potable water tank must have a very large capacity. Independent potable tank(s) are not practical within the vessel size constraints. A P/S pair of integral tanks that is separated from the hull shell and other tanks, is practical, with minimal internal stiffening.

b. Is this acceptable?

c. USACE Response: The Government does not find issue with internal stiffening of the potable water tanks, as long as all stiffeners are also constructed of 304L stainless steel. Tanks constructed with common bulkheads are allowed but must meet requirements of USPHS 956, Drinking Water Standards, and stainless steel insert plating per the Contract Paragraph C665. Please see revised Contract Paragraph C320.

143. C425: "A minimum 36-inch clear walkway … shall be provided along each side of each level of the deckhouse at the main deck and above for purposes of fire safety and stateroom access. The walkway shall be extended around either the forward or aft side of the deckhouse, extending from side to side at each level. External walkways may be omitted if there are no accesses located on the sides of the deckhouse and accesses are located on the fore and aft. Bridge or pilot house walkway shall not be omitted, and shall be provided to access windows and wings."

a. The bridge/pilot house walkway requirements are understood. Less clear are the other requirements. The language states walkways on the sides may be omitted. May the walkways on the forward side likewise be omitted on those levels which have no accesses?

b. USACE Response: Yes as long as walkways satisfy means of egress from all decks for purposes of fire safety.

144. C105: "The main deck shall have minimal forward sheer."

a. C105: "The upper deck shall have minimal camber."

b. C105: "The house top shall be sloped aft."

c. C300: "Weather decks above the main strength deck shall have either camber or sheer."

d. C315: "Interior decks shall be flat and level."

e. C315: "Each exposed level of the deckhouse shall have camber to shed water."

f. The quoted requirements are confusing. We propose the following:

i. The upper exterior deck being the strength deck cannot be cambered, change abruptly to being flat in way of the house, and then back to cambered on the opposite side. Can the entire upper/strength deck exterior and interior by either cambered or flat?

ii. The main deck is required to have minimal forward sheer. We propose raising our exterior upper deck by a 27" step near the bow, but not adding sheer. Is this acceptable?

iii. All interior decks in the hull to be flat, no camber and no sheer, as they are dry spaces. Is this acceptable?

iv. For the upper deckhouse levels, we propose exterior decks with camber and interior decks flat, transitioning abruptly at the exterior bulkheads from cambered to flat. This is not an optimum structural arrangement but it can be done if ABS will approve it. All deckhouse levels would not have sheer. Is this acceptable?

v. The house top is required to be sloped aft. Is it acceptable to only apply camber to the pilot house top, not sheer?

g. USACE Response: Please see response and revision from RFI 135.

145. Regarding the dynamic positioning and dynamic tracking system, Section C608 states that “The ABS DPS-1 system shall be designed to maintain vessel’s position and heading under the environmental conditions as specified in Contract Paragraph C002.” Section C002 has a variety of environmental requirements relative to dredging operations which would impact dynamic tracking, but for dynamic positioning the only apparent case is the pump off mission, which is described as “Dredge shall be capable of weathervaning off of a mooring buoy during pump out.” None of the other environmental conditions clearly define under what conditions the vessel must conduct dynamic positioning. For bow thruster sizing, USACE has stated in Section C002 the following: “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.” C620 additionally states that a minimum of one (1) 600 hp bow thruster shall be provided.

a. Please clarify the environmental conditions under which the vessel must be capable of dynamic positioning. If “weathervaning” is the requirement for dynamic positioning, please clarify wind and current speeds and difference in angle between wind and current, if any. Worst-case DP calculations are pointing to a bow thruster system several times greater than the stated minimum.

b. USACE Response: The weathervaning requirement allows the vessel to align itself with combinations of wind and current. The DP function for weathervaning is limited to maintaining tension in the floating hose within manufacturer’s limits for pump out conditions. Please see response to RFI 28 and 118 for environmental conditions for the ABS DPS-1 system.

146. Contract Paragraph C640 of the Solicitation lists equipment that is to be served by box coolers which include large heat rejection equipment such as engines and generators, but also equipment with significantly lower heat rejection. Box coolers work best when starting with very elevated, initial cooling temperatures and large heat rejection amounts.

a. For systems with lower initial, cooling temperatures and smaller heat rejection values, the opportunity for biological growth increases.

b. The use of plate heat exchangers on hopper dredges can be readily found throughout the current domestic fleet.

c. Would the Corps accept the use of heat exchangers to serve the HVAC (C687), refrigeration equipment (C687), VFD’s (C750), HPU’s (C655), fuel oil cooler (C630) and other auxiliary equipment.

d. USACE Response: The Government will not revise this requirement. The Government has experience with plate heat exchangers in dredging applications.

The experience has been that plate coolers require significant maintenance.

147. Will the government consider providing the launch boat as GFE, for both consistency with current fleet vessels and MCHD cost target concerns.

a. USACE Response: The Government will not revise this requirement due to needed coordination between the launch boat, the davits, and the dredge.

148. Section E011 Vessel Startup Support adds a very complex after delivery support not normally included in solicitations.

a. Question 1 - Please confirm the cost to support this requirement is included in the USACE target estimate.

b. Question 2 - Can you confirm that this pricing should be included in PHASE IV CLIN pricing.

c. Question 3 - The support is required for 180 days. Lodging is to contractor expense except when vessel is underway. Can the USACE provide an expected number of days for the contractor to assume that the vessel is underway. If no days are provided, the contractors/offerors will all assume a different level of underway support.

d. USACE Response: Vessel Startup Support is no longer a requirement of this solicitation. Please see revised Contract Paragraph E011.

149. Contract section C406 requires "For the vessel, the Contractor shall warranty the coating system for one calendar year, commencing at Final Acceptance. The Contractor shall repair any coating failures during this time period at his cost, including all drydocking costs."

a. Can the USACE confirm that the warranty coverage shall not include standard use or damage due to USACE operations. The contractor/offeror has no control if during dredge testing/operations that paint systems are damaged leading to degradation of the paint systems. Please clarify damage outside of contractor control is to not be covered.

b. Additionally, the requirement for the offeror to include drydocking costs will increase offeror risk, and thus increase offeror pricing. There is no way to plan the appropriate risk allocation for this item.

c. USACE Response: The requirement for coating warranty is for coating system failures after Final Acceptance and is not to include damages incurred by operational usage after Final Acceptance.

150. Section C800 SPARE PARTS includes requirements for vessel spares, including "one mooring buoy, 200' of hose, and spar propellers".

a. Question 1 - which CLIN should contractor include vessel spares in pricing.

b. Statement 1 - Please confirm costs for these components were included in the

Independent Government Cost Estimate.

c. USACE Response: This solicitation only has one CLIN, and pricing is to be applied to the phase in which the cost will be expended.

151. PROPRIETARY QUESTION - Can the offeror include a few select 11" x 17" size pages in landscape format to include larger graphics, drawings, or other proposal content? We could identify these pages for you in a cover letter on which pages would require special size page printing.

a. USACE Response: Please see revised Contract Paragraph L excerpt for clarification.

152. Does the government require stiffener wrapping in locations of thermal insulation? Can the government provide more guidance on these potential requirements.

a. USACE Response: Insulation is required to meet noise, vibration, thermal, and condensation requirements. Details on how to meet these requirements are left to the Contractor.

153. Contract Paragraph C425 states in part: "All railing systems identified shall be designed in accordance with the criteria identified in Part 19 of EM 385-1-1 (USACE Safety Manual)."

and then "For the weather deck perimeter protection, where bulwark is not installed, a USACE Type B rigid railing system with five tiers shall be provided." The figure and text for defining a Type B railing in EM 385-1-1 detail a three-tier railing, not a five-tier. It appears "five" might be a typo. Please clarify.

a. USACE Response: Please see revised Contract Paragraph C425.

154. Section C412 requires anchor and anchor chain to be manufactured in the United States. We understand the Buy American clause that is applicable to the contract, although this requirement is usually not specifically mentioned in solicitation sections of where items are to be manufactured. Consider removing this requirement from the solicitation. Please consider this cost impact when executing the government independent cost estimate.

a. USACE Response: Please see revised Contract Paragraph C412. Anchor chains are required to be manufactured in the USA per 48 CFR 252.225-7019.

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 for dredging.

The MCHD will complete 70 days of dredging in the Delaware River on an annual basis as its training and readiness exercise. 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:

“Ready Reserve” status means the MCHD can be called upon by USACE Headquarters to conduct urgent or emergency dredging. Historically, the McFARLAND has been called out from Ready Reserve to dredge approximately 60 days per year.

The primary mission of this dredge is to respond to emerging issues affecting coastal navigation in the US called out for dredging. 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 variable. 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. It is understood that there may be some trade-off between “optimum” under specified conditions and “range of operation” under more extreme conditions.

Once in a dredging mode, the goal is to maximize production in terms of Cubic Yards of material removed. 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 capacity with 1.8 S.G In Hopper material.

• Maximized dredge maneuvering control and dredging performance in high current and wind conditions as described in the specification,

• Propulsion and Steering systems that together maximize maneuvering power (with the inclusion of a Bow Thruster) and also provide rapid response to propulsion and steering inputs.

• Ease of maintenance and equipment replacement while in ready reserve dockside status,

• Minimized need for dry docking,

• Power System Redundancy and operational flexibility that precludes being completely out of service (operating at reduced dredging capacity 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 with or without overflow (see specific sites below), Transit to Disposal Site, Bottom Dump or Pump out upland (see specific sites below), Return to dredging station Primary Dredging Locations:

a. 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

b. 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 [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 [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

c. 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 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

d. 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 –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 (not occurring at the same time) 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

B. REQUIREMENTS

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

C. SPECIFIC REQUIREMENTS

The MCHD shall have the following characteristics:

Hull

a. Length Overall: 320 feet or less

b. Beam: As best suits the design

c. Air-Draft: 110 feet maximum

d. Loaded Draft at minimum dredging freeboard: Not more than 26 feet

e. Hopper & Loading Capacity: The hopper volume shall be 6,000 cubic yards to the top of the overflow, at maximum overflow height, at a minimum of 1.5 S.G. Dredge shall be capable of a hopper volume of 5,000 cubic yards at 1.8 S.G.

f. Power System: Diesel-Electric

g. Propulsion: Twin or Triple Screw Azimuthing Thrusters (Z or L-drive). Thrusters shall be removable and replaceable with vessel afloat and without dry docking.

h. Shallow Water: for transit conditions water depth shall be taken as 3 times the Loaded Draft

i. 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)

j. Bow Thruster: at least one variable speed electric motor driven tunnel bow thruster.

k. Environmental conditions: Temperature criteria are as follows:

Philadelphia, PA Southwest Pass, LA Outside Air (cooling) 93.4 F DB, 75.1 F WB 92.8 F DB, 78.1 F WB Indoor Air (cooling) 75 F DB @ 50% RH 75 F DB @ 50% RH Indoor Air (heating) 75 F 75 F Outside Air (heating) 13.8 14 F DB 30.7 F DB Seawater Temperature (cooling) 80 F 85 F Seawater Temperature (heating) 37 F 61 F

l. 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

m. Range: Vessel range shall be sufficient for transit from Philadelphia to New Orleans, hopper empty but free flooding (with doors closed), at a transit speed of 12 knots, without refueling or resupply, with a reserve of at least 10% fuel and consumables. No boundary of an oil tank shall be integral with the side plate or bottom plate of the hull, nor with the sloped side plates of the hopper.

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

o. Endurance Operating Mission Profiles:

The Endurance Operating Sequence over the 18-day period shall be as follows:

• Transit from Philadelphia to Gulf Coast Dredge Site at mouth of Mississippi River, (1700 Nautical Miles) followed by

• Dredging Operations at the Dredge Site.

Return trip to Philadelphia is not included in Endurance profile. Vessel will refuel, reprovision, and pump holding & oily water tankage before return to Philadelphia.

The vessel Departure Condition at the beginning of the 18-day period, and the Mission Complete condition at the end of the 18-day period are as follows:

Departure Condition:

Full crew, full consumables water and fuel. 5% fill level in holding and oily water tankage, hopper doors closed, hopper free-flooded with seawater. Note that hopper door seals are not considered to be 100% watertight, so hopper free-flooded level equalizes with vessel draft over the transit distance.

All oily water will be stored in the vessel oily water holding tank.

Mission Complete Condition:

Full Crew, Minimum 10% capacities remaining on board for: consumables, water and fuel.

Maximum 95% capacity amounts on board for: black & gray water, holding, and oily water Hopper free flooded.

Description of the two sequence operations is as follows:

Transit to Dredge Site:

Transit to Dredge Site is as follows: Starting with vessel in Departure Condition, transit from Philadelphia to Gulf Coast Dredge Site at mouth of Mississippi River, (1700 Nautical Miles) at 11 Knot average speed, with 3-foot significant wave height. Transit is 24 hour-continuous operation. Transit duration is approx. 6.5 days.

Dredging Cycle Operation at Dredge site:

Upon arrival at the dredge site, vessel will conduct Dredge Cycle operations for the remainder of the 18-day endurance, approximately 11.5 days. Within the 11.5-day total, the vessel will be idle in harbor (not dredging or moving) at anchor for approximately 1.5 days.

All black and gray water generated over the Dredging Cycle Operation will be stored in vessel holding tanks with no overboard discharge. All oily water will be stored in the vessel oily water holding tank with no overboard discharge.

Vessel condition at the start of Dredging Cycle operations is hopper free flooded, and fuel, consumables and oily water as remaining on board on arrival at the dredging site.

The dredge cycle operation consists of four activities: Hopper Fill, Transit to Dump Site, Hopper Jetting & Dumping, and Transit back to Dredge Site. Dredging Cycle operations repeat sequentially, and the Dredging Cycle is 24 hour-continuous operation.

Description of the Dredging Cycle activities is as follows:

Hopper Fill –

Significant wave height 2 feet.

Dredging with drag arms down, in 55-foot water depth, with vessel speed of 2 knots over ground against 6 knot current.

Vessel condition at start of each hopper fill is hopper free flooded. Vessel condition at end of each hopper fill is hopper at max capacity with 1.8 SG material in hopper.

Time to fill hopper to be provided by proposer based on proposer’s dredge system pumping rate, and Contractor’s maximum 1.8 SG hopper capacity.

Transit: Dredge Location to Dump Site - Significant wave height 2 feet.

Drag Arms Raised Full Hopper Load:

Transit 5 Nautical Miles at 10 knots.

Hopper Jetting & Dump Time Significant wave height 2 feet.

Drag Arms Raised Slow (2 Knots) maneuver to stay within dump area while jetting & dumping, 30 minutes.

Transit: Dump Site Back to Dredge Location - Significant wave height 2 feet.

Drag Arms Raised Free Flooded hopper Transit 5 Nautical Miles at 12 knots

While on the Endurance Operating Mission Profile the vessel shall also be able to operate in a No Discharge mode (no discharge of wastewater)

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 (no discharge of wastewater).

Profile 2:

• Normal sailing…