Amendment 0008 22R0045 20220930.pdf

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT

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 155-176 (RFI Group 3) Revised Sections C002, C121, C510, C620, C675,C701, E02 and added attachment A. SOLICITATION IS EXTENDED THROUGH 15 DECEMBER 2022 - Last day for RFI's is now 31 October 2022 Corrected sections w ill be included in a "cut-and-paste" format. The affected sections w ill be corrected in the final award. All other terms, conditions, specifications and requirements remain the same.

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

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.

1. CONTRACT ID CODE PAGE OF PAGES

J 1 31

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 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.

5. PROJECT NO.(If applicable)

6. ISSUED BY

3. EFFECTIVE DATE

30-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 8

RFI Group 8

155. Question/Discussion on Section E02 Launching. Statement 1 - Please confirm that the drydocking required in Section E02 has been included in the independent government cost estimate.

a. Question 1 - If the contractor utilizes a drydock launch technique, can they avoid the drydock inspection listed in Section E02.

b. Question 2- This section requires the contractor shall "apply final paint coating to the hull exterior." It is normal operation for all exterior coatings to be applied before launch, especially those for below the waterline. It is the government intention that the contractor not apply final exterior coatings before the final inspection drydocking? This would result in a build process not normally used.

c. USACE Response: Drydocking as described in Contract Paragraph E02 is intended to ensure the dredge has not sustained damage during prior levels of testing. The Contractor shall apply final exterior paint coating as typical for vessel construction, with additional coating intended to correct any damages occurred during testing. Please see revised Contract Paragraph E02 for clarification.

156. Section E08 discusses items required for "ready for service" and includes "loose items of outfit in place". The contractor is not responsible for outfitting items required by the Corps to operate the vessel, such as scullery, tools, or spart parts. Please define "loose items of outfit in place".

a. USACE Response: “Loose items of outfit” may include but are not limited to safety equipment required per regulatory rules, spare parts required as part of this solicitation or future modifications, and any items that may not be shipped with the dredge in their final location due to their ability to become lost during transit from the Contractor’s facility to the delivery location.

157. Discussion/Questions on Section E08 Final Acceptance. Question 1 - the training requires six weeks of classroom training and "shall also assume onboard training". Should the contractor assume the onboard training is included in the six weeks of classroom training.

a. Question 2 - The Final Acceptance Demonstration requirements are very broad. Is the contractor to assume a full range of repeat demonstrations for all vessel systems. This seems very costly for systems that were just tested and demonstrated to the Corps during the earlier Level II, III, IV, and V testing. Is there a time period for demonstrations that the Corps could provide to establish a baseline.

b. Statement 1 - confirm the above costs are included in the independent government cost estimate.

c. USACE Response: As stated in Contract Paragraph E08, crew training is to be defined further through Contract Modification, and at this time the Contractor is to include six weeks of classroom training for 26 personnel. On-board training is intended to supplement classroom training and shall occur while Government employees are present during trials.

d. Final Acceptance Demonstrations are not intended to be a full range of repeat demonstrations and are only intended to demonstrate successful delivery of the dredge. The Government will require demonstrations of equipment to ensure that no damage has occurred during delivery, and correction of any deficiencies. Per Contract Paragraph E08 “Test memorandums for this level of testing shall consist of a simplified checklist of each vessel system and each system’s relevant features (i.e. start-up procedures, alarms, controls, etc.).”

158. Section E Phase Sequencing states "The Government will require a maximum of 28 days after submittal to review Contractor initial submittals or re-submittals and provide comments or acceptance.". This review and comment time seems excessive. Please consider a 14 day review and comment period.

a. USACE Response: Submittals will have different levels of complexity and require varying levels of effort on the part of the Government. The 28-day requirement is a maximum estimation of the time to review Contractor submittals due to the complexity of the vessel and will not be revised.

159. Question 1- The requirement for E011 VESSEL STARTUP SUPPORT states contractor shall provide 180 calendar days of onsite vessel optimization support. This is roughly half of one year. Is the contractor to assume a straight 180 days of support, full 24 hours per day, 7 days per week. Or shall we assume support during Monday to Friday normal working hours.

a. Question 2 - What constitutes a day of support being fulfilled. Should the contractor assume the first 6 months with full time available support as needed?

Does a 15 minute service call constitute as one day of support. If no support is needed during the 180 day period, does this still count a support day being fulfilled?

b. Question 3 - The requirement states "Support will consist of two dredge expert technical representatives supported by reach back capability from the designer of record as well as the dredge equipment and automation suppliers.". Example for 1 support day assume the contractor is providing 2 dredge expert representatives plus 1 technical representative for a 1 day period, does this count as support of 3 calendar days, or is this still just 1 calendar day of support.

c. USACE Response: Please see response and revision from RFI 148.

160. Earned Value Management Section states "The Contractor shall provide output reports from their EVMS system monthly. Submittals shall be coordinated with payment requests so that EVMS results can be reflected in progress payments.". Question - If the contractor chooses to only submit quarterly progress payments requests, does this change the EVMS output reporting requirements to match when the progress payments are requested? In this case the output reports would be submitted quarterly along with the payment requests. Is the monthly EVMS reporting required in the event a progress payment is not submitted.

a. USACE Response: The Government’s requirement is for submission of Earned Value Management plan monthly. The Contractor may submit quarterly progress payments however this will not change the Government’s requirement on the Earned Value Management plan submission.

161. EVMS requirements state "Significant subcontractors and suppliers or ones on the critical path shall be contacted at least weekly". Please define "significant subcontractors".

a. USACE Response: Per Contract Paragraph H06 “The goal and objective of the Government is to ensure that adequate tools are in place to allow both the contractor and the Government to monitor progress, foresee any issues that are arising early on, and to provide meaningful reporting that allows all stakeholders to assess project status.” Significant subcontractors shall be whichever subcontractors the Contractor determines may result in project delay due to issues that may arise during the project.

162. Section for Justification of Delay states "The project schedule shall clearly display that the Contractor has used, in full, all the float time available for the work involved with this request." This requirement puts additional risk to the contractor. The contractor includes float in a schedule to cover for it's own risks and potential schedule delays. It does not include float in a schedule for potential government changes. This requirement is unclear of it's intention. Any Request for Time Extension due to a contractual change should not consider any remaining "float" in a contractor schedule. The contractor remaining "float" should remain as previously scheduled and additional days should be added to the contract for any approved government change orders.

a. Please advise intention of this section and clarify so contractors can gauge risk of this requirement.

b. USACE Response: Per Contract Paragraph H06, “Under this contract the project owns the float. Float of the master schedule gets used on a first come first served basis as issues arise.”

163. Section for Dredging Trials states "The dredging trials shall consist of five (5) 24-hour days of dredging operations, not including time to/from transit to the testing location from the Contractor’s facility."

a. Question - Does this indicate that the contractor shall provide support personnel for 24 hour per day continuous testing support, which would require the contractor to provide 2 crews for support, which would be extremely difficult.

b. Is the intention to provide a total testing support time of 5 days x 24 hours equal to a total amount of 120 hours of testing time? Could this support time be spread across more days for contractor to utilize 1 testing crew?

c. USACE Response: As stated in Contract Paragraph E05-Dredging Trials (Level

5) – Phase IV, there shall be a meeting at the Contractor’s facility to discuss trial logistics including but not limited to “the intended agenda, access to accommodations and facilities, and identification of roles of all representatives.”

The Government notes that the dredge has mission requirements for 24-hour operations and shall be tested accordingly.

164. It is our understanding that the language for the walkway is intended to provide not less than 36 inch clear passage on the sides of the deckhouse - but that it is not necessarily required to extend to the maximum beam of the dredge - is this understanding correct?

a. USACE Response: This is correct, 36-inch walkway shall be required but is not intended to extend the maximum beam of the dredge.

165. Specification C675 when read in conjunction with the ABS Marine Vessel Rules (MVR), requirements related to fire fighting, such as 4-7-3/1.1 “General: Every vessel is to be provided with fire pumps, fire mains, hydrants and hoses complying with the provisions of this subsection, as applicable” appears to direct the provision of two complete, independent systems.

a. Is the USACE’s intent to define a fixed fire fighting system similar to a small combatants (2 fire mains with cross connections capable of isolating damaged sections while providing service to all or nearly all of the fire stations in battle conditions), or to in fact require two complete independent systems, each of which completely satisfies all fire fighting requirements (ABS, USCG, and other cited requirements), without consideration of the other system?” If the latter, is there a requirement that both systems connect only at the crossover line as well as at the hydrants and hoses, or is it the intent that hydrants and hoses also be independent and duplicated -e.g. two adjacent but independent and fully outfitted fire stations at every location?

b. USACE Response: Two fire pumps with cross connections is acceptable. Please see revised Contract Paragraph C675.

166. Does the USACE agree that in the absence of specific rules/guidelines that the Contractor may select equipment in accordance with their own proven standards? Example: Standards don't have specific requirements for drag arm gantries.

a. USACE Response: Equipment selection shall be suitable for USACE safety manual requirements and shall be based upon equipment proven in service.

167. Amendment 07 Clarification Question 125 states the Value Engineering Change Proposal clause (FAR Part 48) has been included and to "please see updated Contract Section I". Can the USACE confirm where this clause has been added as there is no Section I and the change isn't reflected in Blk 14 of the SF30.

a. USACE Response: Section I includes FAR clauses incorporated by reference, starting page 427 of the original solicitation. Inclusion of FAR 52.248-1 in the solicitation was missed in the Amendment and has been corrected.

168. Amendment 07 Clarification Question 131 response states to "Please see updated Attachments". Will the USACE confirm where Attachment A has been added?

a. USACE Response: Attachment A was missed in update to the SAM.gov website and has been corrected.

169. Would the USACE consider elimination of the requirement to have a watertight seal at the dragarm connection to the hull (C510) to reduce complexity and cost without compromising dredge performance? It is possible to make a more watertight connection between hull and drag arm than our standard arrangements, however this adds extra complexity and cost with no known benefit to the operator for conventional dredging operations identified in the specifications.

a. For the operations identified in the specifications, the pressure at the dragarm/hull interface is always lower inside the suction line than the surrounding water;

because of this even without a watertight seal there will be no leakage of dredged soil outwards. The possibility that water will be drawn into the suction lines exists, but the effect can be considered insignificant, as adding a very small amount of outside water to the dredged mixture does not change anything. Overall performance would be captured in the acceptance testing.

b. If the dredge will be involved in operations where hopper contents would be pumped to the seabed via the dragarms, a more complex/expensive sealing arrangement would likely be appropriate. Those operations would most likely require changes to other systems (e.g. dredge lines, etc.) as well. If USACE contemplates operations along those lines, we request the requirements be incorporated to allow development of accurate estimates to accomplish.

c. USACE Response: Please see revised Contract Paragraph C510.

170. “All controllers and equipment indicators shall be installed in marine weathertight, corrosion resistant enclosures, unless otherwise required in the specification. Enclosures in interior locations shall be at a minimum IP22. Enclosures in weather and/or corrosive damp environment, including machinery spaces shall be IP66 or IP67 (if exposed to immersion).

Explosion proof enclosures shall be installed in hazardous areas.”

a. (a) Will the USACE consider application of MVR 4-8-3/15 Table 2 titled "Minimum Degree of Protection" for determination of appropriate enclosure tightness requirements, in place of the language in C701? Alternatively, would the USACE consider tailoring the table criteria to achieve their desired degree of tightness with more detailed identification of locations than is provided in C701 language? This includes a clarification of whether Switchboards, distribution boards and motor control centers fall under the definition of "controllers" as used in C701.

b. (b) If the USACE's intent is to increase the degree of tightness required by the MVR for controllers in machinery spaces, the weather, and corrosive damp environments, can "exposed to immersion" and "corrosive damp environment" be clarified to ensure common understanding of where this is required, and clarify whether the intent was for all machinery spaces or limited to Machinery Spaces of Category A?

c. (c) Does the USACE make a distinction between "above deckplates" and "below deckplates" for determining corrosive damp locations as the MVR table does, or are all spaces outside of the air conditioning boundary considered to be "corrosive damp locations" irrespective of other criteria?

d. USACE Response: Please see revised Contract Paragraph C701. Switchboards, distribution boards, and motor control centers are all included in the definition of controllers as used in Contract Paragraph C701. The Contractor shall follow the ABS Marine Vessel Rules referenced in this revision for determination of increased requirements due to the “Condition of Location” for each piece of equipment. Determination of “above floor plates” and “below floor plates” shall be per ABS requirements.

171. “All cables shall be provided with a grounding conductor to provide a path for all equipment grounds back to the isolation grounding bus located in the switchboard. Any equipment with a case ground shall be ensured that the ground is electrically isolated from the hull of the vessel to prevent multiple point grounding. Case grounded equipment can provide alternate ground paths for current to flow.”

a. “...exposed metal parts of electrical machine or equipment which are not intended to be live but which are liable under fault conditions to become live are to be earthed...”

b. “The metal frames or enclosure of permanently installed electrical equipment may be earthed through metallic contact with the vessel's structure where the arrangement and method of installation assure positive earthing. Otherwise, they are to be connected to the hull by a separate conductor as follows”

c. For the portion of system required to be grounded: Is the intended scope of the C705 language above limited to the grounded “secondary power system” – described in C705? If it is intended to apply to the primary (“Vessel AC Power) system or the Auxiliary system, does that change those systems to grounded systems?

d. For the extent of equipment/components required to be electrically isolated from the ship and their attachment to the hull: Subject to the answer to question 1, the non-current carrying parts of electrical equipment can be interpreted to mean the external case of any item with electrical connections including passive components such as power panels motor controllers and terminal boxes. Is the requirement for electrical isolation and grounding via a grounding bus limited to electrical consumers only (i.e. motors), or does it also apply to all equipment within which an electrical connection is made?

e. Under normal operating conditions, the grounding bus will carry no current. The standard practice described in the MVR of providing chassis/case bonding/grounding/earthing at the point of attachment to the hull provides equivalent performance under normal conditions. In the event of an electrical failure that results in a ground fault, the ground detection system will provide an indication there is a problem which permits identification, isolation and correction. Eliminating the requirement to carry chassis grounds back to a single point will result in reduced acquisition and life cycle maintenance costs.

f. USACE Response: Electrical isolation and grounding via a grounding bus shall apply to all equipment within which an electrical connection is made. All electrical grounds shall be tied to a single common ground.

172. Regarding response provided in Clarification 136, D50=0.5 mm is relatively coarse sand and we are unsure if that is representative of the operational calculations that need to be made for the other soils.

a. The solicitation references 4 soil types in 3 places.

i. A) In New Orleans (with dump cycle so only important for loading):

1. 1) Sand

2. 2) Sand with much more silt

ii. B) Philadelphia (with shore pumping cycle so important for unloading as well):

1. 3) Sand and gravel

2. 4) Silt

iii. C) Lower Eastern Atlantic Coast

1. 5) Sand (same as 1)

b. Is the D50=0.5 mm to be used for both sand and gravel?

c. For the other soil types, can the USACE confirm if the below standard, typical measurements listed below should be used?

i. Sand D50=0.24 mm

ii. Sand/Gravel D50=0.50 mm

iii. Sand with much more silt D50=0.06 mm

iv. Silt D50=0.01 mm

d. USACE Response: This is acceptable, please see revised Contract Paragraph C002 for clarifications.

173. Please confirm if offerors who are classified as Small Businesses are not required to submit any information in connection with this factor (Section L Volume III – Factor 5) or if the Small Business Participation information is required as Section L has conflicting requirements.

a. USACE Response: Per Contract Paragraph L Volume III – Factor 5 “SMALL

BUSINESS OFFERORS NEED NOT SUBMIT ANY INFORMATION IN

CONNECTION WITH THIS FACTOR.” In relation to the Small Business Participation Plan.

174. For the Generator Neutrals: Must the generator neutrals be grounded and furnished with a disconnect linkage for maintenance purposes, or can they remain ungrounded? If required to be grounded, Is the interpretation that all generator neutrals are required to be grounded at a single location (with disconnect linkage) per MVR 4-8-2/7.5.1 & 7.5.2, and that this location is supposed to be the same point referred to in Specification C701 as the “diesel engine single point” correct? Or can the generator neutrals remain ungrounded as implied by the description of the primary Vessel AC Power System described in C701? If so, is this in conflict with NVIC 02-89/3.2?

a. For the Transformer Neutral Wire grounding: MVR 4-8-2/7.5.2 indicates that the neutral wire on the secondary side of the power distribution transformers not be grounded under normal at sea conditions, but may be grounded when the generator neutrals are disconnected from the system. It is not clear whether the transformer neutral ‘must’ be grounded when on shore power, or if its acceptable to leave the neutral ungrounded at all times. Is there a requirement to ground the transformer neutral when fed from shore power and with generator neutrals isolated?

b. USACE Response: Electrical isolation and grounding via a grounding bus shall apply to all equipment within which an electrical connection is made. All electrical grounds shall be tied to a single common ground.

175. Is the 3.5 knot current part of the maneuvering, but not conducting dredging operations.

similar to course reversals for the New Orleans site? That is, is it “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.” as stated in C002/hh above?

a. If the above interpretation is incorrect, Is the intent that the DP system be simply be capable of maintaining track in transit condition with 3.5 knot cross current speed (i.e. relates to track following in the open ocean and need not be considered during dredging operations or DP position keeping operations)?

b. To help ensure clarity and consistent understanding among the offerors, would the USACE consider incorporating a graphic/sketch showing the intended application of environmental loads and directions (force vectors)?

c. As this clarification has significant design impacts, would the USACE consider granting a 6-week extension to the proposal deadline after receipt of response from USACE?

d. USACE Response: Please see revised Contract Paragraphs C002, C121, and C620. In order to simplify the analysis for this system the Government has removed the analysis for the bow thruster and shall require a 600-horsepower bow thruster as stated in the revised paragraphs.

e. Receipt of proposals have been extended until 15 December 2022 0300 PM EST.

The cutoff date for the receipt of RFIs shall be 45 days prior to the closing of the Request for Proposal, 31 October 2022.

176. It is requested that USACE extend the proposal due date for MCHD to November 29th.

Please advise.

a. USACE Response: Please see extension from RFI 175.

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 For the purposes of this Contract, the following measurements shall be used for calculation of dredging requirements:

• “Silt” shall have an average grain size of 0.01 mm

• “Sand with much more Silt” shall have an average grain size of 0.06 mm

• “Sand” shall have an average grain size of 0.24 mm

• “Sand and Gravel” shall have an average grain size of 0.50 mm

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 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 (no discharge of wastewater).

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 (no discharge of wastewater).

Dredging System

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

q. 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)

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

s. Loading time to fill hopper with 5000 cubic yards of 1.8 S.G. material to be between 45- 75 minutes when dredging at 65 ft. (See Contract Paragraphs C512, C516, and C520).

t. Dredge pump spherical clearance shall be a minimum of 12 inches

u. Sliding Trunnions (See Contract Paragraph C510)

v. Bottom dumping: multiple doors hydraulically actuated (See Contract Paragraph C514)

w. 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.

x. 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. Dredge shall be capable of weathervaning off of a mooring buoy during pump out.

y. Hopper pump out collection system (See Contract Paragraph C520)

z. Hopper jetting system (See Contract Paragraphs C518, and C519)

aa. Drag heads shall be provided with water jetting (See Contract Paragraph C511)

bb. Overflow adjustable system and anti-turbidity features (See Contract Paragraph C516)

cc. Drag head turtle deflection system (See Contract Paragraph C511) Machinery

dd. A Diesel-Electric Power System shall provide power for all vessel operations.

ee. The diesel engines shall meet current US environmental emissions requirements (Tier 4).

Diesel engines shall run on ultra-low sulfur fuel.

ff. Diesel engines and the generators powered by the engines shall be rated for continuous power output.

gg. Distilling plant for making potable water

hh. Propulsion - Propulsion shall be twin or triple Screw afloat removable Azimuthing Thrusters (Z or L-Drives).

Thrusters shall utilize fixed pitch propellers with propeller nozzles. Propulsion shall utilize electric motors powered by the vessel Diesel-Electric system. Propulsion power shall be sufficient to dredge at maximum dredging depth in 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.

A bow thruster with a minimum total capacity of 600 horsepower, if only one (1) bow thruster is provided then that bow thruster shall have a minimum capacity of 600 horsepower. 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. (See Paragraph C620) The vessel Azimuthing Thruster System design, and Bow Thruster System design (as it relates to hull form features and placement on hull), and related hull form features for each of the two systems should consider maneuverability to be equal in importance to transit performance.

ii. Dredging System- 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.

jj. 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 & overflow 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

D. STANDARDS

See Contract Paragraph C003.

C121 CFD ANALYSIS AND VALIDATION

GENERAL DESCRIPTION

In addition to the resistance and powering analysis described in Contract Paragraph C120, the Contractor shall also perform CFD analysis and validation on other areas of the vessel design as described below.

Hull, Azimuthing Thusters and Bow Thruster designs shall be validated as described below. all need to address multiple dredging operations, and multiple dredge-specific site conditions.

REQUIREMENTS

The Contractor shall conduct the validations listed in Sub-paragraph SPECIAL FEATURES C for each of the three six conditions listed above in Contract Paragraph C120.

The Contractor shall also conduct the validations in Sub-Paragraph SPECIAL FEATURES of this Contract Paragraph for the Full Load Dredging Transit Condition and for the following two slow speed maneuvering conditions:

Ahead Maneuvering Condition, max available propulsion power ahead, near bollard condition (1 knot ahead), hopper full and hopper free flooded Astern Maneuvering Condition, max available propulsion power astern, near bollard condition (1 knot astern), hopper full and hopper free flooded The max available power at 1-knot shall be determined by the propeller blade cavitation 10% limit as on the Burrell chart.

Validations shall be performed using Reynolds-Averaged Navier-Stokes equations (RANS) or similar viscous flow simulation software. These calculations shall be performed by the same organization used for the resistance and propulsion study in Contract Paragraph C120.

The simulations shall be based on a self-propulsion numerical model incorporating the azimuthing propulsor housings, propellers and propeller nozzles.

Vessel features that cause significant hydrodynamic effects,…