J and A Engines Fully Signed 3189_Redacted.pdf

J&A 22-0046

2 | P a g e may substitute equal equipment in lieu of Brand Name items, provided that they meet the requirements.

4. AUTHORITY CITED: 41 U.S.C. 3304(a) as implemented by FAR 6.302-1(a)(2) Brand Name or equal and no other supplies or services will satisfy agency requirements

5. REASON FOR AUTHORITY CITED:

a. Background: The New Orleans District of the Corps of Engineers (CEMVN) is approved to replace their existing inland river towboats, the M/V BIENVILLE, and the M/V KENT.

The replacement vessels are to be identical. For the purposes of this document, the project will be referred to as the M/V BIENVILLE Replacement.

During the project definition phase and early design phase, CEMVN identified vessel performance requirements, along with vessel size limitations. As a team, CEMDC and CEMVN fully evaluated all the vessel performance requirements and limitations.

Extensive discussions were held on the pros, cons and tradeoffs when all of the requirements are coupled together into a sophisticated integrated vessel design with structure, compartments, systems, equipment, outfitting and more. Critical and key requirements and limitations for the replacement vessel are:

• Length: ~85’

• Beam: Not to Exceed 42’

• Full Load Draft: Between 7’-3” and 8’-0”

• Air Draft & Height of Eye: Maximum Height of Eye in Pilothouse with overall Air

Draft Not to Exceed 45’.

• Installed Horsepower: 2,000 hp to 2,400 hp o Installed horsepower evaluated to safely push and maneuver existing and planned CEMVN floating plant, including large floating cranes and support vessels.

• Engine Rating: EPA Tier 3 emissions (<804 hp per engine)

• Engine Cooling: Closed loop recessed grid coolers

• Propeller/Drive Train System: robust design and manufacture to safely operate in debris strewn shallow waters

• Maneuverability: require a high degree of maneuverability and quick engine/propeller response time to safely operate and position other floating plant in and around navigation and flood control structures in potential high currents

• Propeller Response Time for Full Ahead to Full Astern: ~ 12 seconds or less

• Crew Berthing: 10 persons

• Fuel Oil Capacity: minimum 20,000 gallons

• Regulatory o Full ABS Class o US Coast Guard Subchapter M o USACE ER 1130-2-500 Compliant

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Including the requirement for no fuel or oil tanks may share a boundary with the hull bottom or side shell o CEMDC damage stability and survival requirement

b. Acquisition & Design Approach:

Ships are a complex collection of integrated engineering, equipment, machinery, and systems to safely and efficiently carry out the intended mission. The CEMDC evaluated design and procurement options and believes developing a full and complete Contract Level Design for this complex vessel, with Brand Name ‘or Equal’ equipment identified, is the only way to ensure completion of the project so that is meets the Government’s needs.

A Contract Level Design means that the design package has been completed to a degree that reduces the overall technical risk of not performing the mission in highly critical areas of the vessel. Overall, the Contract Level Design may encompass 75% to 90% of the principal engineering effort. For this design the Contract Level Design will include 98 drawings, calculation sets and reports. It is estimated the shipyard contractor will be required to develop and/or finalize 20 drawings and engineering submittals. Essentially, the technical risk has been “engineered out” and the design has had the initial regulatory review by the regulatory body (the American Bureau of Shipping or “ABS”) prior to issuing the solicitation. The design is suitable for contractor bidding with limited risk to ensure that the Government’s minimum requirements are met.

In order to develop a Contract Level Design, significant equipment and components must be selected and integrated with other components. It is not possible to design around “conceptual components”. Components must exist in the real market and, after selecting a key item like an engine, other components selected must be engineered to work with it as a system. This need for specificity in the design requires identify individual equipment and components on a Brand Name ‘or Equal’ basis.

Horsepower and Engine Emissions: CEMVN requires between 2,000 hp and 2,400 hp installed engine power, using only Tier 3 emission rated engines. A traditional towboat would be equipped with two (2) 1,000+ hp engines to satisfy the power requirements. The current US EPA marine engine emissions require all engines over 804 hp to be rated Tier

4. The current US engines that are certified for Tier 4 emissions in the horsepower range require exhaust aftertreatment. The aftertreatment systems require additional tankage and physical space for the exhaust treatment equipment. Space is a premium on a towboat, and weight is a critical factor. Based on the Government’s requirements for this towboat, such a large engine would be incompatible with the Government’s needs.

Many US shipyards and vessel operators have stockpiled engines, or started vessel builds to continue building 2,000+ hp towboats that are not equipped with Tier 4 engines and exhaust systems. While this might be the case, USACE will fully comply with current US EPA requirements and will not allow ‘grandfathered’ engines or ‘partially built hulls’ to be considered for this procurement.

Additionally, there is a relationship between the diameter of the propeller and the amount

4 | P a g e of horsepower the propeller can absorb/transmit into the water for the vessel’s power and performance. Due to the reduced draft requirement (see next section), a vessel with a twin screw/engine design and larger engines rated at 1,000 hp to 1,200 hp engine would not be able to achieve maximum performance through a propeller sized for a vessel with less than 8’-0” draft, which is the draft needed for this vessel. Therefore, the triple screw/engine design is needed to ‘put’ the full amount of horsepower from the engines into the water with a reduced draft design.”

To satisfy the full horsepower performance requirements for CEMVN to safely operate, a triple screw towboat with each engine approximately 800 hp (Tier 3) is required. The Contract Level Design includes Brand Name ‘or Equal’ main engines to satisfy the design requirements.

Physical Hull Size and Draft: CEMVN has length, beam and draft limitations that were established to ensure the vessel can safely operate and maneuver their other floating plant assets in and around navigation and flood structures. Of primary consideration is the draft.

Industry/commercial vessels in this size and horsepower range are designed primarily to operate in the established 12’ (or more) river channels, and in dredged out harbor and fleeting areas. The M/V BIENVILLE Replacement needs to work in close and tight quarters around navigation and flood structures, often where dredging is required and taking place. It is highly probable that the M/V BIENVILLE Replacement will be required to safely operate in areas of the river and canals that are less than 12’ deep, where industry/commercial vessels will not enter. The draft limitations are extremely critical to the full successful operation of the vessel. If the vessel’s draft is too deep, full access to the CEMVN AOR may not be possible, and/or the vessel may sustain damage when operating in shallow waters. As a result, while CEMVN established a maximum full load draft of 8’-0”, a lesser draft is desired to minimize restrictions on operations and avoid propeller and equipment damage. The Contract Level Design includes Brand Name ‘or Equal’ equipment, which are the primary integrated equipment system(s) that have the largest impact on the weight and draft of the vessel.

Engine/Propeller Performance Response & Maneuverability: In the section above, the requirement to operate and maneuver in and around navigation and flood control structures was identified. In order to safely work in these conditions, the vessel must be designed with the most responsive propulsion system available.

The propulsion drive train system will require high-performance marine diesel engines, reduction gears, shaft brakes and controls.

Pairing the decision to require a triple screw towboat, capable of achieving the full performance of the propulsion drive train system, with the reduced draft requirement, a complex/custom vessel design is required to reduce operational and technical and contractual risk to ensure that the Government’s requirements are met. The Contract Level Design includes Brand Name ‘or Equal’ equipment associated with the propulsion drive train system.

c. Justification:

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The unique and challenging operating environment and vessel performance required for the two (2) New Orleans District towboats amounts to a high degree of risk for the Government and potential contractors. The primary challenge is successfully integrating risk mitigating design features, safety systems, operations and habitability requirements, and a complex high-horsepower propulsion system into a vessel with length, beam, and shallow draft restrictions. Consistent with the acquisition approaches identified, a Government Contract Level Design has been developed to engineer out risk (to the Government and potential contractors), retain the majority of the vessel performance risk with the Government, and validate the vessel requirements can be achieved. A complete integrated Contract Level Design consists of approximately 100 drawings. These drawings include the hull form, scientifics (Naval Architecture calculations), arrangements, full structural design, outfitting, machinery, and electrical systems.

In general, where installed equipment operates in a stand-alone manner, or in areas of minimal integration and cascading engineering influence on other systems, the use of Brand Name ‘or Equal’ equipment is replaced with performance requirements. An area in the vessel design that Brand Name ‘or Equal’ equipment is necessary to identify is the propulsion and electrical generating systems. These systems are a major influence on any vessel design in terms of physical size, weight, location, complex integration, and potentially significant equipment characteristics between vendors. The propulsion and electrical generating systems comprise of multiple pieces of large space consuming and heavy equipment, from numerous vendors, which require engineering and integration to produce an effective and efficient design. The focus and request for this Justification and Approval for the use of Brand Name ‘or Equal’ equipment is centered around the propulsion and electrical generating systems and equipment.

Propulsion System

The primary components of the propulsion system include the main engines, reduction gears, shaft brakes, engine controls, engine cooling system, and engine exhaust system. The engineering demonstrates that the Brand Name ‘or Equal’ equipment identified in the various system designs work together as a seamless integrated propulsion system.

Additionally, the Brand Name ‘or Equal’ equipment selected physically fits in the vessel hull envelope, features of the hull form are optimized to suit the equipment, and the equipment has desirable performance, weight and dimensional characteristics to suit a shallow draft design.

Main Diesel Engines (MDE)

The contract design requires three (3) high performance, medium speed, ~800 hp, EPA Tier 3 marine diesel engines.

The ‘or equal’ performance requirements for the MDEs are:

• Duty Rating: Heavy Duty or Continuous

• Horsepower: minimum 800 hp at the required duty rating

• Maximum RPM: 1800 RPM

• Certified EPA Marine Emissions Tier: Tier 3

• Physical Size

6 | P a g e o Length: no greater than 85” o Width: no greater than 45” o Height: no greater than 75”

• Weight: no greater than 6500 lbs.

• Number of cylinders: minimum 6

• Control System: electronic

• Cooling System: closed loop via external coolers

• ABS Certification: required

The engine identified for the Contract Level Design is the Cummins QSK19, or equal. This engine satisfies the performance requirements. The physical and performance characteristics of the Cummins QSK19 engines were integrated into the vessel’s structural and foundation designs, weight and stability calculations, vibration and noise mitigation, arrangement and layouts, propeller sizing and performance, and multiple machinery and electrical systems designs (shafting, cooling, exhaust, HVAC, electrical, fuel, and more) to meet the Government’s requirements for the complex vessel design.

Additional potential ‘or equal’ engine brands that may have models that meet the requirement are CAT, MAN and Mitsubishi.

Reduction Gears

The contract design requires three (3) high performance, marine reduction gears, to support the drive train system and correctly integrate with the main diesel engines.

As identified in the propulsion engine section above, it is critical that the engine selection be defined. Since the propulsion engine directly transfers power from the flywheel into the reduction gear input connection, and in many cases attaches directly to the gear housing, it is important that the reduction gear selection also be defined. For the same reasons identified in the propulsion engine selection paragraphs above, this is to ensure that the selected propulsion engine/reduction gear combination will not adversely affect the vessel draft and dimensional layout of the vessel, will meet the Government’s maneuverability needs as identified above and will be compatible with the other systems to meet the Government’s needs.

The ‘or equal’ performance requirements for the reduction gears are:

• Duty Rating: Heavy Duty or Continuous

• Horsepower Rating: minimum 800 hp at 1800 RPM input

• Reduction Ratio: between 5:1 and 6:1

• Full Ahead to Full Astern Response Time: less than 12 seconds

• Low RPM Control: below engine idle RPM control o Propeller RPM control as low as ~ 50 RPM

• Offset: Vertical; between 15” and 18”

• Physical Size o Length: no greater than 30” o Width: no greater than 40”

• Weight: no greater than 2500 lbs

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• Companion flange provided for shaft brake installation

• Cooling System: closed loop via external cooler

• Control System: electronic, with low RPM function

The reduction gear identified for the Contract Level Design is the Twin Disc MGX5225DC, or equal. This reduction gear satisfies the performance requirements.

The physical and performance characteristics of the Twin Disc MGX5225DC reduction gears were integrated into the vessel’s structural and foundation designs, weight and stability calculations, arrangement and layouts, propeller sizing and performance, and multiple machinery and electrical systems designs (cooling, propulsion shaft and bearings, electrical, and more) to meet the Government’s requirements for the complex vessel design.

Additional potential brands that may have models that meet the requirement are Kongsberg, Twin Disc, Lufkin, ZF and Reintjes.

Shaft Brakes

Shaft brakes are a critical component in an integrated propulsion drive train system.

The contract design requires three (3) shaft brakes to support the drive train system and correctly integrate with the main diesel engines and reduction gears.

The ‘or equal’ performance requirements for the shaft brakes are:

• Installation: compatible with the selected reduction gear and companion flange

• Controls: compatible with the selected reduction gear control system

• Calipers: single

• Disc Size: no greater than 28” diameter, 1” thickness

• Braking Force: minimum 10,250 lb.-ft

• Braking Torque: minimum 10,000 lb.-ft

The shaft brake identified for the Contract Level Design is the Hilliard 28” Diameter x 1” disc with M300 Calipers, or equal. This shaft brake satisfies the performance requirements. The physical and performance characteristics of the Hilliard shaft brakes were integrated into the vessel’s structural and foundation designs, weight and stability calculations, arrangement and layouts, propeller sizing and performance, and multiple machinery and electrical systems designs (propulsion shaft, compressed air system, electrical, and more)

Additional potential brands that may have models that meet the requirement are, Stearns, and Kobelt.

Propulsion Control System

The contract design requires a propulsion control system to support the propulsion drive train system and correctly integrate with the main diesel engines, reduction

8 | P a g e gears and shaft brakes.

The ‘or equal’ performance requirements for the propulsion control system are:

• Controls:

o Compatible with the selected reduction gear, including low RPM controls o Compatible with the selected main diesel engines for throttle and boost controls o Shaft brake control interface o Dual power input for redundancy

• ABS Type Approval: required

These performance requirements are required to ensure compatibility with the components, and characteristics thereof, in the previously identified main diesel engines, reduction gears, and shaft brakes. The propulsion control system identified for the Contract Level Design is the Twin Disc EC600PC, or equal. This control system satisfies the performance requirements and integrates with the selected equipment.

MDE Grid Coolers

The main diesel engines and reduction gears require a cooling system for proper and safe operation. The standard cooling equipment used throughout the inland river waterways are external grid coolers. These are essentially finned radiators that are designed to be submerged in the river on a closed-circuit fluid loop to provide the necessary cooling for the equipment. Recesses in the hull are designed and built to house the coolers and protect them from debris. The coolers will be utilized to cool the main diesel engines and the reduction gears.

The contract design requires three (3) main diesel engine/reduction gear coolers to support the propulsion drive train system and correctly integrate with the overall vessel design.

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The ‘or equal’ performance requirements for the main diesel engine/reduction gear coolers are:

• Coolers sized for the following environmental conditions:

o Vessel Speed: 0 knots o River Water Temperature: 90 degrees F o Heat Rejection for combined Main Diesel Engine and Reduction Gear based on equipment selected

• Physical Size: two (2) separate coolers must be able to fit into a single side recess on the vessel o Usable Length of Recess for two coolers: 33’ o Usable Height of Recess for two coolers:30” o Usable Depth of Recess for two coolers: 12” o Weight per cooler: no greater than 1500 lbs.

• Coolant: 50% water, 50% Ethylene Glycol

• Material: 90/10 Copper-Nickel construction

The main diesel engine/reduction gear cooler identified for the Contract Level Design is the Fernstrum DD24180-8P-ZE131, or equal. This external cooler satisfies the performance requirements. The physical and performance characteristics of the Fernstrum coolers were integrated into the vessel’s hull form and cooler recess development, structural designs, weight and stability calculations, arrangement and layouts, and cooling system design (based on the selected equipment) to meet the Government’s requirements for the complex vessel design.

An additional brand that may have model that meet the requirement cooler brand is Duramax Marine.

MDE Exhaust Components

All diesel engines produce exhaust gases that need to be routed through piping and a silencer/muffler, before leaving through the stack pipes. Back pressure is created in the exhaust system due to internal exhaust pipe friction, distance of the exhaust run, and the back pressure generated inside the silencer. Each diesel engine manufacturer has back pressure limitations for the exhaust system.

For the integrated propulsion and ship design, an exhaust system design is prepared to ensure there are no performance issues with the engines, the exhaust route is suitable for operations and maintenance, the exhaust route and piping can be physically installed and isolated, and the silencer is integrated. Additionally, the exhaust silencer component is required to reduce the engine exhaust noise to acceptable OSHA hearing exposure levels. The majority or the exhaust system is made up of the standard piping and fittings. The exhaust silencer is the only commercial off the shelf item in the exhaust system that has significant design and performance impacts.

The contract design requires three (3) exhaust silencers for the main engine exhaust

10 | P a g e system, and it needs to correctly integrate with the overall vessel design.

The ‘or equal’ performance requirements for the main diesel engine exhaust silencers are:

• Noise Reduction: Critical Grade, 25 to 35 dBA

• Pressure Drop Across Silencer: less than 0.50” Hg

• Spark Arresting: required

• System Compatibility: compatible with selected main engine equipment

• Physical Size & Characteristics:

o Exhaust Inlet Diameter: 10” o Silencer Maximum Diameter: 26” or less o Silencer Length: 100” or less o Weight: no greater than 375 lbs.

o Construction Material: Aluminum or Aluminized Steel o Finish: powder coated, black

The main diesel exhaust silencer identified for the Contract Level Design is the GT A205-5110, or equal. This exhaust silencer satisfies the performance requirements.

The physical and performance characteristics of the GT exhaust silencers were integrated into the vessel’s exhaust stack design and layout, vibration and noise mitigation, structural and foundation designs, weight and stability calculations, arrangement and layouts, and exhaust system design (based on the selected equipment) to meet the Government’s requirements for the complex vessel design.

An additional brand that may have a model that meet the requirement exhaust silencer brand is Maxim.

Electrical Generating System

The primary components of the electrical generating system are the ship’s service diesel generators, engine coolers, and exhaust system. The electrical generating system for the vessel has been developed to provide a level of redundancy ensuring full operations with one generator off-line. The initial electrical load analysis determined the expected full AC electrical load is 150 KW plus a 20% margin: 180kW. The engineering demonstrated that the Brand Name ‘or Equal’ equipment identified in the various systems designs work together as a seamless electrical generating system. Additionally, the Brand Name ‘or Equal’ equipment selected physically fits in the vessel hull envelope, and the equipment has desirable performance, weight, and dimensional characteristics to suit a shallow draft design.

Ship’s Service Diesel Generators (SSDG)

The contract design requires two (2) 200 kW, keel cooled, Tier 3, marine, ship’s service diesel generator (SSDG) sets.

The ‘or equal’ performance requirements for the SSDGs are:

• Rating: Prime Power

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• ekW @ .8 power factor (pf): 200 kW or greater

• Maximum RPM: 1800 RPM

• Electrical Frequency: 60 Hz

• Electrical Phases: 3 phases

• Number of cylinders: minimum 6

• Certified EPA Marine Emissions Tier: Tier 3

• Physical Size o Length: no greater than 105” o Width: no greater than 55” o Height: no greater than 60”

• Weight: no greater than 5000 lbs.

• Fuel Consumption: no greater than 18 gallons per hour at full load

• Cooling System: closed loop via external coolers

The generator set identified for the Contract Level Design is the Northern Lights M200C13, or equal. This generator set satisfies the performance requirements. The physical and performance characteristics of the Northern Lights M200C13 generator sets were integrated into the vessel’s structural and foundation designs, weight and stability calculations, vibration and noise mitigation, arrangement and layouts, and multiple machinery and electrical systems designs (cooling, exhaust, HVAC, electrical, switchboard, fuel, and more) to meet the Government’s requirements for the complex vessel design.

Additional potential brands that may have models that meet the requirement are Cat, Cummins, Northern Lights and John Deere.

SSDG Coolers

The ship’s service diesel generators require a cooling system for proper and safe operation. External coolers will be utilized to cool the SSDGs. Recesses in the hull are designed and built to house the coolers and protect them from debris. The contract design requires two SSDG coolers to support the electrical generating system and correctly integrate with the overall vessel design.

The ‘or equal’ performance requirements for the SSDG coolers are:

• Cooler Sized for the following environmental conditions:

o Vessel Speed: 0 knots o River Water Temperature: 90 degrees F o Heat Rejection for Ship’s Service Diesel Generator utilized

• Physical Size: two (2) separate coolers must be able to fit into half of a single side recess on the vessel o Usable Length of Recess per cooler: 16.5’ o Usable Height of Recess per cooler:15” o Usable Depth of Recess per cooler: 12” o Weight per cooler: no greater than 400 lbs.

• Coolant: 50% water, 50% Ethylene Glycol

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• Material: 90/10 Copper-Nickel construction

The SSDG cooler identified for the Contract Level Design is the Fernstrum D10135U-ZE1, or equal. This external cooler satisfies the performance requirements. The physical and performance characteristics of the Fernstrum coolers were integrated into the vessel’s hull form and cooler recess development, structural designs, weight and stability calculations, arrangement and layouts, and cooling system design (based on the selected equipment) to meet the Government’s requirements for the complex vessel design.

An additional brand that may have model that meet the requirement brand is Duramax Marine.

SSDG Exhaust Components

For the integrated electrical generating system and ship design, an exhaust system design is prepared to ensure there are no performance issues with the engines, the exhaust route is suitable for operations and maintenance, the exhaust route and piping can be physically installed and isolated, and the silencer is integrated.

The contract design requires two exhaust silencers for the SSDG exhaust system, and it needs to correctly integrate with the overall vessel design.

The ‘or equal’ performance requirements for the SSDG exhaust silencers are:

• Noise Reduction: Critical Grade, 25 to 35 dBA

• Pressure Drop Across Silencer: less than 0.50” Hg

• Spark Arresting: required

• System Compatibility: compatible with selected SSDG equipment

• Physical Size & Characteristics:

o Exhaust Inlet Diameter: 6” o Silencer Maximum Diameter: 20” or less o Silencer Length: 65” or less o Weight: no greater than 175 lbs.

o Construction Material: Aluminum or Aluminized Steel o Finish: powder coated, black

The SSDG silencer identified for the Contract Level Design is the GT A202-5106, or equal. This exhaust silencer satisfies the performance requirements. The physical and performance characteristics of the GT exhaust silencers were integrated into the vessel’s exhaust stack design and layout, vibration and noise mitigation, structural and foundation designs, weight and stability calculations, arrangement and layouts, and exhaust system design (based on the selected equipment) to meet the Government’s requirements for the complex vessel design.

An additional brand that may have model that meet the requirement exhaust silencer brand is Maxim.

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d. Alternatives: For each of the areas and equipment identified in the justification, the design team evaluated multiple alternatives in an effort to limit the scope of the Brand Name ‘or Equal’ equipment identification, and to select equipment based on the vessel’s performance and operational requirements to satisfy the integrated design requirements. The Government does not intend to require the shipyard contractor to only use the specific brand and model equipment identified as equivalent variants that otherwise meet the performance requirements will be accepted. The intent is to demonstrate through the Contract Level Design that all the vessel’s performance and operational requirements can be met with the equipment identified and integrated throughout the different areas and systems. T he shipyard contractor will have the flexibility to select equipment that satisfies the ‘or equal’ performance requirements identified.

e. Impact of J&A Rejection: If this J&A is not approved, the Government will not be able to develop and advertise a Contract Level Design that engineers out the technical risk associated with the propulsion system and electrical power generation system, including related integrated systems, weight, draft, vessel performance and stability and therefore will meet the Government’s requirements. Without the approval of the J&A, the potential contractors will be fully responsible for identifying this critical equipment, developing integrated systems engineering, with both the Government and the contractor absorbing a higher level of overall project risk. The increased level of risk will bring higher bid prices, along with potential impacts to the vessel’s draft and mission execution performance. Given the limited period to develop proposals and bids, without design and equipment knowledge being shared with prime contractors, potential cascading impacts to the vessel’s draft and performance may not be readily apparent, causing complicated and impactful issues throughout the construction and may result in the Government accepting a vessel that does not meet mission requirements. T h e Tier 2 shipyards that participate in USACE floating plant construction are most efficient (production and project costs) when they can bid a design developed by the Government with limited performance risk.

Without incorporating this brand name specific information and equipment into the design, the risk of unanticipated design and vessel construction rework to accommodate changes can have grave implications to vessel’s budget, schedule, scope, and ability to meet mission and vessel’s requirements.

6. EFFORTS TO OBTAIN COMPETITION: The intent is to allow the prime contractor to request and obtain competitive proposals from equipment manufacturers and vendors. The prime contractor is not required to utilize the brand name equipment identified in the contract design so long as the equipment chosen is equal to the characteristics identified as needed. The specifications provide clear direction to the prime contractor regarding the design and performance responsibilities as it relates to the name brand equipment.

The market research (Part 8) attempted to identify brand name equipment for reputable manufacturers that have marine type products in use throughout the US Government and commercial inland river fleets.

Effective competition. The vessel itself and much of its equipment will still be subjected to effective competition. This competition will cover the vast majority of the final bid price

14 | P a g e of the vessel. The current construction cost estimate for both vessels is . The value of the equipment subject to this justification is of the construction value. It is only the key components, as described earlier in this document, that will not be fully competed. The key components will still be part of the overall competition and contractors can choose to make business decisions related to their bid price for the key components. Additionally, the Government will allow the prime contractor to propose equipment that satisfy the ‘or Equal’ performance requirements. Performance specifications, along with integrated design requirements, will be identified and provided for each Brand Name ‘or Equal’ equipment item in the contract package. In some cases, but not all, the prime contractor can source the brand name equipment from multiple vendors or distributors, promoting competition. Further, the prime contractor has flexibility to source non-brand name equipment, absorbing additional risk, but increasing competition between manufacturers.

a. Subcontracting competition. In accordance with FAR part 5.3 Synopses of Contract Actions, the Contract award information will be posted to beta.SAM.gov to allow for subcontracting possibilities. A subcontracting plan will not be required per FAR 19.702(b)(1) since the prime contract will be advertised as a small business set-aside.

7. ACTIONS TO INCREASE COMPETITION: Competition for the overall vessel construction contract is expected to be high. Competition related to this J&A and contract design that identifies nine (9) Brand Name ‘or Equal’ pieces of equipment will be increased by the following measures:

a. The prime contractor is within their right to request consideration of equipment outside of those identified on the contract drawing. In the past, the MDC has received requests for equipment substitutions, and with demonstration of satisfactory performance features, integrated engineering, and overall impact on the final design (in this case draft, speed, maneuverability, etc.) approved requests. The MDC will continue to consider all requests on their performance and application merits.,

b. Some, but not all, brand name components, can be sourced from multiple vendors or distributors, promoting competition.

8. MARKET RESEARCH: MDC has conducted informal market research through industry professionals, publications, online resources, institutional knowledge, prime contractors (shipyards) and A/E firms to identify potential name brand equipment for each item listed in the justification.

In most cases, technical information and quotes were requested from manufacturers to coordinate the design and determine which equipment offered the best value for the Government’s design.

Information and results from the Market Research are included in Part 5 of this J&A.

9. INTERESTED SOURCES: To date, no other sources have expressed any interest (written or verbally) in this acquisition. If other manufacturer or vendors propose other product(s) and have properties and performance equal to the listed systems, they will be considered by the MDC Technical Team.

10. OTHER FACTS: All relevant information supporting the Brand Name ‘or Equal’ equipment inclusion in this procurement is set forth above.