All_Exhibits.pdf

EXHIBIT A

DIRECTIONS TO LOCKS AND DAMS

Lindy C. Boggs Lock and Dam: To reach Lindy C. Boggs Lock and Dam, take Highway 107 southeast from Pineville for 20 miles and turn east on Highway 1196. The operation building is 17 miles from the highway.

John H. Overton Lock and Dam: To reach John H. Overton Lock and Dam, take Highway 107 southeast from Pineville for 12 miles, turn south on Highway 454, and then drive 6 miles to the lock and dam office.

Lock and Dam No.3: To reach Lock and Dam No.3, turn north on Louisiana Highway 158 and travel 1 mile to the access road. Turn left onto the access road and go 1 mile. To reach the opposite side of the lock, take Interstate 49 north from Boyce. Go 8 miles to the Lena exit, turn right and travel2 miles east to Louisiana Highway 1, turn left onto the highway, and go 1 mile north to Louisiana Highway 3279. Turn right, go 2.5 miles to Louisiana Highway 490, turn right and continue 4 miles to the lock and dam.

Russell B. Long Lock and Dam: To reach Russell B. Long Lock and Dam, from Coushatta take Louisiana Highway 480 south for 7 miles, turn right onto access road, and go 3/4 mile to the lock and dam office. To reach the area across the river, take Louisiana Highway 1 South from Armistead for 8 miles. Turn left onto the access road and go east for 2 miles to the site.

Joe D. Waggonner, Jr. Lock and Dam: To reach Joe D. Waggonner, Jr., Lock and Dam, take Market Street exit from Interstate 20 West in Shreveport. Go south on Market Street/Highway 1 for 25 miles. Turn left onto access road and travel 1/2 mile east to the lock and dam. To reach the area across the river, take the Barksdale Boulevard exit off Interstate 20 West in Bossier City. Go south on Louisiana Highway 71 for 23 miles. Turn right onto the access road and continue

1.5 miles west to the site.

Maps are available for review by contacting KC Ellis, email:

Kristopher.C.Ellis@usace.army.mil, Office #: 318-324-5481.

mailto:Kristopher.C.Ellis@usace.army.mil

EXHIBIT B

LINDY CLAIBORNE BOGGS LOCK AND DAM

J. BENNETT JOHNSTON WATERWAY, LOUISIANA

STRUCTURE DESCRIPTION

a. Location. The J. Bennett Johnston Waterway Lindy Claiborne Boggs Lock and Dam is located at mile 43.6 (1989 mileage) on the J. Bennett Johnston Waterway in Catahoula Parish, Louisiana, approximately 9 miles upstream of the confluence of the J. Bennett Johnston Waterway and Black Rivers, in a 1.7-mile-long cutoff that bypasses approximately 8 miles of winding oxbow. This lock and dam is the first of the five locks and dams that are planned between mile 43.6 and Shreveport, Louisiana.

b. Configuration. The lock configuration is a reinforced concrete "U" frame supported directly on foundation soil and consists of an 84- by 705-foot lock chamber; gate bays; culvert-type filling; and emptying system complete with tainter valves, miter gates, guard walls, guide wall piers, upper and lower floating guide wall pontoons, and two control stations. The gated dam is constructed on an "H" pile foundation and is separated from the lock with 260 feet of earthen fill on the riverside of the lock. Pile supported floodwalls connect the left descending bank to the landside lock wall, the riverside lock wall to the gated dam, and the gated dam to the right descending bank. The project also includes an earthen closure dam, riprap, access roads, an administration building, and other miscellaneous appurtenances. Structural steel bulkheads are provided on both the lock and dam for means of closure for repair and maintenance.

c. Piezometers. There are 59 piezometers under the lock and the backfill adjacent to the lock.

d. Reference Markers. There are 36 sets of four-pin reference markers and 16 single-pin reference markers located on the lock walls as follows: The four-pin sets of reference markers are located at each monolith joint on the landside and on the riverside lock walls. The single-pin markers are located at the end of each end wall monolith, near the center of each wall on monolith L-10, approximately 20 feet from the upstream and downstream ends of each wall on monolith L- 17, and on each upstream and downstream floating guide wall pier.

e. Settlement Plates. There are 10 settlement plates located in the backfill adjacent to the lock on both sides of monolith L-10; however, the risers were placed in the backfill outside the lock walls and have been silted over or destroyed.

PERTINENT DATA (Boggs)

Unit Quantity

GENERAL

Site, project (1967 mileage) Drainage area upstream from site (approx.)

Levee design grade at site Elevation, normal upper pool Elevation, minimum downstream water surface

STREAMFLOW

Average flow (1928-1972 estimate) Maximum flow of record (Apr 1945, Alexandria, LA) Project design flood flow Estimated minimum flow or record Estimated minimum flow-project conditions Elevation of record flood (1928-1972) Elevation of levee design flood Elevation of project design flood

LOCK

Usable lock dimensions Distance center to center of pintle Maximum lift Elevation of upper sill Elevation of lower sill Lock floor elevation Minimum culverts invert elevation Elevation of intake manifold inverts Elevation of chamber port inverts Elevation of outlet manifold inverts Elevation of top of lock walls Elevation upper and lower miter gates Elevation of top of guard walls Elevation of top of upstream and downstream guide walls

(floating) Freeboard on lock walls when lock becomes inoperative Height of upper gate Height of lower gate Size of culvert and valves Minimum depth of submergence, culvert, and valves Type of temporary closure

*All elevations are in feet and are reference to NGVD ml sqm1 cu ft/sec cu ft/sec feet feet feet feet

43.8 67,530 73.0* 40.0 4.0

30,600 233,000 255,000 1,200 61.0 67.0 68.9

84 X 705 17.6 -9.4 -11.4 -13.4 7.6 -13.4 -13.4 60.1 60.1 60.1 varies 42.5 69.5 12 X 12 bulkheads

PERTINENT DATA (Boggs) (continued)

LOCK (continued)

Type of lock operating machinery Time lock is inoperative Swellhead at dam when lock becomes inoperative Swell head at dam for design flood Size of ports (wall) Size of ports (basin) hydraulic percent 2 feet 0.4 feet 1 feet 2.57 X 3.0 feet 2.00 X 3.0

LOCK OUTLET MANIFOLD

Type Number and size of ports Port spacing center to center Elevation of port inverts

Sidewall 8 @4.5 X 7 -13.4

EXHIBIT C

JOHN H. OVERTON LOCK AND DAM

a. Location. John H. Overton Lock and Dam is located in Rapides Parish, Louisiana, approximately 16 miles downstream from the city of Alexandria. The Lock and Dam complex is positioned in a cutoff on the J. Bennett Johnston Waterway, approximately 87 (1967) river miles from the Mississippi River at its junction with the Old River.

b. Physical Description.

(1) Lock. John H. Overton is a nominal 84- by 705-foot lock with 700-foot upstream stationary guide walls and 637-foot downstream stationary guide walls. The lock is designed for a maximum lift of 24 feet with normal upper pool at elevation 64.0 and lower pool at minimum river conditions of elevation 40.0. The maximum upper pool level for passage of traffic will be at elevation 72.5 at which time the waterway system will be closed to navigation. The top of the lock wills is at elevation 74.5 that provides 2-foot freeboard over elevation 72.5 when navigation ceases. The lock consists of reinforced concrete U-frame sections supported directly on piles.

(2) Dam. John H. Overton dam is a pile-founded, gated, concrete structure consisting of five

60-foot-wide by 38-foot-high nonsubmersible tainter gates, individual hoisting equipment for each gate, concrete piers supporting the gates, and a concrete stilling basin with baffle blocks.

The dam is designed for a maximum differential head of 24 feet (normal upper pool elevation 64 and minimum tail water elevation 40.0).

PERTINENT DATA (Overton)

Project site (1967 mileage)

Elevation, normal upper pool Elevation, minimum downstream water surface

67,458 sq mi 64.0 33.0

Average flow (1928 - 1972 estimate) Maximum flow of record (Apr 1945, Alexandria, LA) Project design flood flow Estimated minimum flow of record Estimated minimum flow- proj cond Elevation of record flood (1928 - 1983) Elevation of project design flood, upstream Elevation at which navigation ceases (10 year flood)

30,600 cu ft/sec 233,000 cu ft/sec 255,000 cu ft/sec 873 cu ft/sec 1,200 cu ft/sec

84.7 72.6

Size of lock (usable length)

Maximum lift Elevation of upper sill Elevation of lower sill Lock floor elevation Minimum culvert invert elevation Elevation of intake manifold inverts Elevation of chamber port inverts Elevation of outlet manifold inverts Elevation top of lock walls Elevation upper and lower miter gates Elevation top of guard walls Elevation top of upstream and downstream guide walls Freeboard on lock walls when lock becomes inoperative Height of upper gate Height of lower gate Type of temporary closure Type of lock operating machinery Time lock is inoperative Swellhead at dam when lock becomes inoperative Swellhead at dam for design flood

84 X 705ft 785ft 24ft 41.2 25.7 23.7 21.7 34.7 21.7 21.7 75.2 75.2 75.2 75.2

1.9 ft

34.0 ft

49.5 ft bulkheads hydraulic 3 percent

1.4 ft

1.6 ft

PERTINENT DATA (Overton) (continued)

LOCK FILLING AND EMPTYING SYSTEM

Size of culvert and valves Minimum depth of submergence, culverts and valves Culvert inverts elevation side culvert ports ft 12 X 12 ft 6.3

LOCK INTAKE MANIFOLDS

Number and size

Submergence (normal upper pool) ft

6@ 7.5 X 10 12.5

LOCK CHAMBER MANIFOLD

Number

Elevation of port inverts Size of ports (chamber side) Size of ports (culvert side)

23 (each culvert) ft 22.2 ft 2.57 X 3.0 ft 1.73 X 3.0

LOCK OUTLET MANIFOLDS

Port spacing center to center Elevation of port inverts sidewall ft 8 @4.5 X 7 ft 9

21.7

DAM

Total length (face to face of abutments) Net length Elevation of sill Elevation of apron Length of apron Type of gates Size of gates Number of gates Method of operating gates Type of temporary closure ft 332 ft 300

28,7 12.7 ft 140.5 tainter ft 60 X 38 fixed hoist bulkheads

PERTINENT DATA (Overton) (continued)

BUILDINGS

Administrative Building Generator Building Water Treatment Plant Building Paint, Oil, Lube Building Control House Building Shop and Warehouse Building Chemical Storage House Building

EXHIBIT D

LOCK AND DAM NO. 3

a. Location. Lock and Dam No.3 is located in Natchitoches Parish, Louisiana, approximately 36 miles upstream from the city of Alexandria, Louisiana. The lock and dam complex is positioned in a cutoff on the J. Bennett Johnston Waterway between 140.0 and 142.0 (1967) river miles from the Mississippi River.

(1) Lock. Lock No.3 is a nominal 84- by 705-foot lock with an 808-foot upstream ported riverside guide wall and a 650-foot downstream riverside guide wall. The lock is designed for a maximum lift of 31 feet with normal upper pool at elevation 95.0 and lower pool at minimum river conditions of elevation 64.0. The maximum lower pool level for passage of traffic will be at elevation 90.5 at which time the waterway system will be closed to navigation. The top of the upstream lock walls is at elevation 103.0. The lock consists of soil founded reinforced concrete U-frame sections.

(2) Dam. Dam No. 3 is a soil-founded, gated, concrete structure consisting of six

60-foot-wide by 42-foot high nonsubmersible tainter gates, individual hoisting equipment for each gate, concrete piers supporting the gates, and a concrete stilling basin with baffle blocks.

The dam is designed for maximum differential head of 31 feet (normal upper pool elevation 95 and minimum tail water elevation 64.).

Project Site (1967 mileage)

Drainage area upstream from site (approx) sqmi 66,860 Elevation, normal upper pool 95.0 Elevation, minimum downstream water surface 64.0

Average flow (1928- 1976 Alexandria, LA)

31,500 Maximum flow of record (April1945, Alexandria) cu ft/sec 233,000 Project design flood flow (100-year) cu ft/sec 248,600 Minimum flow of record (Oct 1956, Alexandria) cu ft/sec 894 Elevation of project design flood, upstream 103.1 Elevation of 10-year frequency flow (tail water) 90.5

Size of lock (useable length) ft

84 X 705 Distance center to center of pintle ft 785 Maximum lift ft 31 Elevation of upper sill 70 Elevation of lower sill 46 Lock floor elevation 44 Minimum culver invert elevation 42 Elevation of intake manifold inverts 60 Elevation of chamber port inverts 42 Elevation of outlet manifold inverts 42 Elevation top of lock walls 103 Elevation upper and lower miter gates 103 Elevation top of guard walls 103 Elevation top of upstream guide walls 103 Elevation top of downstream guide walls 93.8 discharge (headwater) ft

Height of upper gate ft 33 Height of lower gate ft 57 Type of temporary closure steel bulkheads Type of lock operating machinery hydraulic Time lock is inoperative percent 3 Swellhead at dam when lock becomes inoperative ft 1.6

PERTINENT DATA (Lock 3)

Freeboard on lock walls above navigation design

PERTINENT DATA (Lock 3) (continued)

LOCK FILLING AND EMPTYING SYSTEM

Size of culvert and valves ft Minimum depth of submergence, culvert and valve ft Culvert inverts elevation

Side culvert ports 12 X 12 6.3

LOCK INTAKE MANIFOLDS

Number and size

Submergence (normal upper pool) ft 6@ 7.5 X 10 ft 12.5 ft 25

LOCK CHAMBER MANIFOLDS

Number Elevation of port inverts Size of ports (chamber side) Size of ports (culvert side)

23 (each culvert) ft 2.78 X 3.0 ft 2.0 X 3.0

LOCK OUTLET MANIFOLDS

Port spacing center to center Elevation of port inverts

Sidewall ft 8@ 4.5 X 7 ft 9

DAM

Total length (7 piers and 6 gate bays) Net length (gate portion of dam) Elevation of sill Elevation of stilling basin Length of still basin Type of gates Size of gates Number of gates Method of operating gates Type of temporary closure ft 423 ft 360 ft 190 Tainter ft 60X 42 Fixed hoist Bulkheads

EXHIBIT E

RUSSELL B. LONG LOCK AND DAM

J. BENNETT JOHNSTON WATERWAY

a. Location. Russell B. Long Lock and Dam is located in Red River Parish, Louisiana, approximately 60 miles downstream from the city of Shreveport, Louisiana. The lock and dam complex is positioned in a cutoff on the J. Bennett Johnston Waterway between 205.0 and 210.0 (1967) river miles from the Mississippi River.

(1) Lock. Russell B. Long lock is a nominal 84- by 785-foot lock with a 700-foot upstream ported river side guide wall and a 650-foot downstream riverside guide wall. The lock is designed for a maximum lift of 25 feet with normal upper pool at elevation 120 and lower pool at minimum river conditions of elevation 95. The maximum lower pool level for passage of traffic will be at elevation 119 at which time the waterway system will be closed to navigation. The lock consists of soil founded, reinforced concrete, U-framed sections.

(2) Dam. Russell B. Long dam is a soil-founded, gated, concrete structure consisting of five

60-foot-wide by 37-foot-high nonsubmersible tainter gates, individual hoisting equipment for each gate, concrete piers supporting the gates, and a concrete stilling basin with baffle blocks.

The dam also contains a hinged crest gate and its associated hydraulic cylinders. The dam is designed for a maximum differential head of 25 feet (normal upper pool elevation 95).

PERTINENT DATA (Long)

Quantity

Elevation, normal upper pool Elevation, minimum lower pool

63,650 sq mi 120.0 95.0

Average flow (1873-1978 Shreveport, LA) Maximum flow of record (April1945, Shreveport, LA) Project design flood flow (100-year) Minimum flow of record (October 1956, Shreveport, LA) Elevation of project design flood, upstream Elevation of 10-year frequency flow (tail water)

24,800cu ft/sec 303,000cu ft/sec 227,400cu ft/sec 690 cu ft/sec 127.5 115.5

Size of lock (useable length)

Maximum lift Elevation of upper sill Elevation of lower sill Lock floor elevation Minimum culvert invert elevation Elevation of intake manifold inverts Elevation of chamber port inverts Elevation top of lock walls Elevation upper and lower miter gates Elevation top of upstream guard walls Elevation top of upstream guide walls Elevation top of downstream guide walls Freeboard on lock walls above navigation design discharge (headwater) Height of upper gate Height of lower gate Type of temporary closure Type of lock operating machinery Time lock is inoperative Swellhead at dam when lock becomes inoperative

84 X 705ft 785ft 25ft 121.5

6.8 ft

33ft 51 ft steel bulkhead hydraulic less than 1%

2.2 ft

PERTINENT DATA (Long) (continued)

DAM, TAINTER GATED SPILLWAY

Total length (7 piers and 5 gate bays) Net length (gated portion of dam) Elevation of sill Elevation of stilling basin Length of still basin Types of gates Size of gates Number of gates Method of operating gates Type of temporary closure

DAM, CREST GATED SPILLWAY

Number of gates Size of gates Elevation of sill Elevation of scour slab

BUILDINGS

Warehouse Water Treatment Plant Paint, Oil, and Lube Building Control House

349ft 300ft 141 ft Tainter 60ft X 37ft

Steel Bulkheads

100ft X 7ft 113.0 82.0

EXHIBIT F

JOE D.WAGGONNER, JR., LOCK AND DAM

J. BENNETT JOHNSTON WATERWAY

a. Location. Joe D. Waggonner, Jr., Lock and Dam is located in Caddo Parish, Louisiana, approximately 20 miles downstream from the city of Shreveport, Louisiana. The lock and Dam complex is positioned in a cutoff on the J. Bennett Johnston Waterway between 247.0 and 250.0 (1967) river miles from the Mississippi River.

(1) Lock. Joe D. Waggonner, Jr., is a nominal 84- by 785-foot lock (705 feet usable length) with a 700-foot upstream ported riverside guide wall and a 650-foot downstream riverside guide wall. The lock is designed for a maximum lift of 25 feet with normal upper pool at elevation

145.0 and lower pool at minimum river conditions of elevation 120.0. The maximum lower pool level for passage of traffic will be at elevation 139.0 at which time the waterway system will be closed to navigation. The top of the lock walls is at elevation 153.0.The lock consists of soil-founded, reinforced concrete U-frame sections.

(2) Dam. Joe D. Waggonner, Jr., Dam is a soil-founded, gated, concrete structure consisting of five 60-foot wide by 37-foot high nonsubmersible tainter gates, individual hoisting equipment for each gate, concrete piers supporting the gates, and a concrete stilling basin with baffle blocks.

The Dam also contains a hinged crest gated spillway with a 100-foot wide by 7-foot-high hinged crest gate and its associated hydraulic cylinders. The Dam is designed for a maximum differential head of 25 feet (normal upper pool elevation 145 and minimum tail water elevation 120).

PERTINENT DATA (Waggonner)

Drainage area upstream from site (approx) Elevation, normal upper pool Elevation, minimum downstream water surface

247.5 60,650 sq mi 145.0 120.0

Average flow (1873-1978 Alexandria, LA) Maximum flow of record (April1945, Shreveport, LA) Project design flood flow (100-year) Minimum flow of record (October 1956, Shreveport, LA) Elevation of project design flood, upstream Elevation of 10-year frequency flow (tail water)

24,800cu ft/sec 303,000cu ft/sec 205,000cu ft/sec 690cu ft/sec 150.7 138.6

Size of lock (usable length)

Maximum lift Elevation of upper sill Elevation of lower sill Lock floor sill Minimum culvert invert elevation Elevation of intake manifold inverts Elevation of chamber port inverts Elevation of outlet manifold inverts Elevation top of lock walls Elevation upper and lower miter gates Elevation top of upstream guide walls Elevation top of downstream guide walls Freeboard on lock walls above navigation design discharge (headwater) Height of upper gage Height of lower gage Type of temporary closure Type of lock operating machinery Time lock is inoperative

84 X 705ft 785ft 25ft 120.0 120.0 100.0 98.0 110.0 98.0 98.0 153.0 153.0 153.0 140.5 8ft

33ft 51 ft Steel Bulkheads Hydraulic Less than 1%

DAM, TAINTER GATED SPILLWAY

Total length (6 piers and 5 gate bays) Net length of opening (gated portion of dam)

349.0 ft

300.0 ft

PERTINENT DATA (Waggonner) (continued)

DAM, TAINTER GATED SPILLWAY (continued)

Elevation of sill Elevation of stilling basin Type of gates Number of gates Width and height of gates Method of operating gates

DAM, HINGED CREST GATED SPILLWAY

Elevation of Crest Elevation top of hinged crest gate Elevation of stilling basin Net length of opening Number of gates Width and height of gate

BUILDINGS

Warehouse Water Treatment Plant Paint, Oil and Lube Building Control House/Office

110.0 87.0 Tainter 60 X 37ft

138.0 145.0 107.0

100.0 ft

100 X 7ft

EXHIBIT H

PROJECT LOCATION -------------------- PAGE

OF OFFEROR NAME

ANNUAL STAFFING PLAN

POSITION TITLE (LIST

EACH

POSITION SEPARATELY)

EMPLOYEE NAME (IF

KNOWN)

HOURS

JUN

JUL

AUG

SEP

OCT

NOV

DEC

JAN

FEB

MAR

REG

OVERTIME

Exhibit I

CONTRACTOR FURNISHED EQUIPMENT

Project Location------------- Offeror Name

Page_of_

Equipment Brand Name

Model and Serial No.

Year of Manu-facture

Will Equipment Be Owned, Leased, Rented, Or Provided by a Subcontractor

Current Odometer or Hour Meter Reading

Anticipated Annual Use on Contract

Estimated Total Effective Life

Current Location (Give Address for Govt. Inspection)

(Manufacturer) yyyy

Lease/Rent/ Owned/

Subcontractor

Miles/Hours

EXHIBIT K

PAGE OF

SUMMARY OF PAST EXPERIENCE AS A CONTRACTOR

OFFERER NAME:

NAME,ADDRESS,AND PHONE NUMBER

OF CONTRACTING AGENCY

TYPE OF WORK

PERFORMED UNDER

CONTRACT

NUMBER OF

EMPLOYEES

UTILIZED

CONTRACT NUMBER TOTAL

CONTRACT

PRICE

EXHIBIT L

SOURCE SELECTION SENSITIVE- FOR OFFICIAL USE ONLY

MEMORANDUM FOR: (OFFEROR'S POC)

FROM: (OFFERORS ADDRESS AND POINT OF CONTACT)

SUBJECT: Past Performance Questionnaire for Contract(s)

1. We are currently responding to the Vicksburg Consolidated Contracting Office Request for Proposal W912EE18R0012 for the Operation, Maintenance, and Repair of Facilities, Equipment, and Government-Owned Property at the Lindy Claiborne Boggs Lock and Dam, the John H. Overton Lock and Dam, the Lock And Dam No.3, the Russell B. Long Lock and Dam, and the Joe D. Waggonner, Jr. Lock and Dam on the J. Bennett Johnston Waterway in the State of Louisiana. This RFP specifically requires that we, as an Offeror, do the following:

Send out and track the completion of the Past Performance Questionnaire on ourselves and proposed subcontractors for each of the Offerors relevant contracts. The responsibility to send out and track the completion of the Questionnaire rests solely with the Offeror and shall not be delegated to any subcontractors, team contractors, or joint venture partners. The Offeror shall exert its best efforts to ensure that at least two Points of Contact per relevant contract submit a completed Questionnaire directly to the Government not later than, 6 December 2018 at 1700 hrs. CST. Each of the Offerors POC's shall mail or email the completed Questionnaire directly to:

USACE, VICKSBURG DISTRICT

ATTN: Brent Hester, CEMVK-CT-S

4155 CLAY STREET

VICKSBURG, MS 39183-3435

EMAIL: Richard.B.Hester@usace.army.mil

2. We have identified subject contract(s) as relevant to this acquisition and you as our POC. As such, please take a few moments to fill out the attached questionnaire and send it directly to the address listed above. The information contained in the completed Past Performance Questionnaire is considered sensitive and CANNOT be released to us, the Offeror. If you have any questions about the acquisition or the attached questionnaire, please address them to the Government's Point of Contact above. Thank you for your timely assistance.

Sincerely, (OFFEROR'S POINT OF CONTACT)

ATCH

mailto:Richard.B.Hester@usace.army.mil

Contractor:

Prime or Subcontractor:

Contract Number:

Contract Type (fixed price, cost plus fixed fee, cost plus award fee, etc):

Period of Performance:

Contract Value:

Description of Service:

RESPONDENT INFORMATION:

Name -----------------------------------------------------

Office Symbol and Organization Phone: _ (Commercial)

Agency name and address: ----------------------------------------------

E-mail Address: --------------------------------------------------------------

Position Title and Grade: ---------------------------------------------------

Date Questionnaire Completed: ------------------------------------------------

The YES/NO questions should be supplemented with explanatory narrative if answered "YES".

Please fill in the blank with the appropriate letter from the list below:

E - Excellent- Performance significantly exceeds all contractual requirements to the Government's benefit. The contractual performance of the element or sub-element being assessed was accomplished without need for corrective actions.

V- Very Good: Performance meets all contractual requirements and exceeds some to the Government's benefit. The contractual performance of the element or sub-element being assessed was accomplished with only infrequent, minor problems for which corrective actions taken by the contractor were highly effective.

S - Satisfactory: Performance meets minimum contractual requirements. The contractual performance of the element or sub-element being assessed contains occasional minor problems for which corrective actions taken by the contractor were acceptable.

M - Marginal: Performance does not meet some contractual requirements. The contractual performance of the element or sub-element being assessed reflects problems for which the contractor's proposed actions were only marginally effective.

U- Unsatisfactory. Performance does not meet most contractual requirements.

The contractual performance of the element or sub-element contains serious problems for which the contractor's corrective actions were unacceptable.

MANAGEMENT

1. Overall Management performance. _

2. Subcontract management.

3. Effective communication. ---

4. Government property control.

5. Appropriate number of personnel for the services provided.

6. Appropriate experience/mix of skills for services provided. _

7. Appropriate employee competency levels. _

8. Ability to effectively control the entire contract effort. _

9. Contract start-up (mobilization) transition. _

10. Working relationship with the Government. _

11. Responsiveness to government requirements. _

12. Knowledge/expertise demonstrated by contractor personnel. _

13. Ability to simultaneously manage multiple projects with multiple disciplines. _

14. Ability to assimilate and incorporate changes in requirements and/or priority. _

15. Ability to identify problems in

(a) Management (relative to the contract)

(b) Personnel (quantity and/or quality)

(c) Scheduling Projects

(d) Quality Control

16. Willingness to resolve the above problems in

17. Ability to resolve the above problems in

18. To your knowledge, has contractor had any contracts terminated for default? (If YES, please explain in "REMARKS").

19. Has your organization ever elected to not exercise an option due to contractor's poor performance? (If YES, please explain in "REMARKS").

20. What do you think was the Contractor's strongest management attribute and why?

21. What was the Contractor's weakest management attribute and why? Did the Contractor correct, or attempt to correct the weakness?

QUALITY

22. Contractor's accomplishment in meeting the quality standards for Technical Performance. ---

23. Were modifications issued due to contractor failure to meet technical requirements and/or delivery cost schedules? (If YES, please explain in "REMARKS'').

24. Has a cure notice ever been issued? (If YES, please explain in "REMARKS").

25. Has a show-cause letter ever been issued? (If YES, please explain in "REMARKS").

26. Quality of services. _

27. Compliance with accepted Quality Control Plan. _

SAFETY

28. Adherence to all safety regulations and accepted safety plan. _

29. Have there been any safety violations/serious accidents? (If YES, please explain in

"REMARKS").

FINANCIAL MANAGEMENT

30. Have there been any indications that the contractor has experienced financial problems?

(If YES, please explain in "REMARKS").

31. Has there been any indication that the contractor failed to plan/obtain adequate funding for your contract? (If YES, please explain in "REMARKS").

COST

32. Ability to meet the terms of the contract within the contractually-agreed price(s). _

33. Have there been any disputes/claims relative to the contract? (If YES, please explain in "REMARKS").

34. Have contract concessions/changes ever been made due to contractor's failure to accurately estimate costs? (If YES, please explain in "REMARKS").

35. Contractor's overall cooperation. _

36. Contractor's overall performance. _

37. Would you award similar contracts to this contractor? (If NO, please explain in

"REMARKS").

REMARKS:

EXHIBIT O

SUMMARY OF COSTS

OFFEROR NAME: LOCK & DAM NAME:

CONTRACT

PERIOD

DIRECT LABOR

COSTS

EQUIPMENT

COSTS

DIRECT MATERIALS &

SUPPLY COSTS

OTHER COSTS TOTAL PRICE

TOTALS

REGISTER OF WAGE DETERMINATIONS UNDER | U.S. DEPARTMENT OF LABOR

THE SERVICE CONTRACT ACT | EMPLOYMENT STANDARDS ADMINISTRATION

By direction of the Secretary of Labor | WAGE AND HOUR DIVISION

| WASHINGTON D.C. 20210

| Wage Determination No.: 2017-0016

Daniel W. Simms Division of | Revision No.: 1

Director Wage Determinations| Date Of Last Revision: 02/21/2017

Note: Under Executive Order (EO) 13658, an hourly minimum wage of $10.20 for calendar year 2017 applies to all contracts subject to the Service Contract

Act for which the contract is awarded (and any solicitation was issued) on or after January 1, 2015. If this contract is covered by the EO, the contractor must pay all workers in any classification listed on this wage determination at least $10.20 per hour (or the applicable wage rate listed on this wage determination, if it is higher) for all hours spent performing on the contract in calendar year 2017. The EO minimum wage rate will be adjusted annually.

Additional information on contractor requirements and worker protections under the EO is available at www.dol.gov/whd/govcontracts.

State: Louisiana

Area: Louisiana Parishes of Acadia, Caldwell, Catahoula, Concordia, Franklin, Grant, Rapides, Tensas

Employed on Department of the Army contract for operation, maintenance and repair of facilities, equipment and Government owned Louisiana Lock and Dams.

Collective Bargaining Agreement between Rig Masters, Inc. and Laborer's

International Union of North America Laborer's Local Union 99 effective January 1, 2017 through December 31, 2019.

In accordance with Sections 2(a) and 4(c) of the Service Contract Act, as amended, employees employed by the contractor(s) in performing services covered by the

Collective Bargaining Agreement(s) are to be paid wage rates and fringe benefits set forth in the current collective bargaining agreement and modified extension agreement(s).

Note: Executive Order (EO) 13706, Establishing Paid Sick Leave for Federal

Contractors, applies to all contracts subject to the Service Contract Act for which the contract is awarded (and any solicitation was issued) on or after January 1, 2017. If this contract is covered by the EO, the contractor must provide employees with 1 hour of paid sick leave for every 30 hours they work, up to 56 hours of paid sick leave each year. Employees must be permitted to use paid sick leave for their own illness, injury or other health-related needs, including preventive care; to assist a family member (or person who is like family to the employee) who is ill, injured, or has other health-related needs, including preventive care; or for reasons resulting from, or to assist a family member (or person who is like family

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to the employee) who is the victim of, domestic violence, sexual assault, or stalking. Additional information on contractor requirements and worker protections under the EO is available at www.dol.gov/whd/govcontracts.

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Operator Training Manual Version 2.0 Aug 2010

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Chapter 1 Quick Start

1-1 Introduction

This is a training manual for the people who operate the Locks and Dams on the Inland Marine Transportation System (IMTS). The manual was written to be part of a course for new lock operators, and it is intended that each lockmaster (with the aid of a training coordinator) will use this manual as part of the training program for lock operators.

This training manual was developed by a team effort. As the first step, the IMTS established a Training Action team that consists of navigation experts from across the country. The team includes a locks and dams chief, lockmasters and lock operators. The action team wrote the first draft that includes all of the general material that applies to all IMTS locks and dams.

For those sections that vary from one lock and dam site to another, the team wrote examples. As the second step, the district training coordinator worked with lockmaster and lock personnel at each site to add site-specific sections using the examples as a guide.

The end result is this IMTS training manual that has been adapted to the specific aspects of your lock and dam site. The teamwork allowed us to share materials where possible and avoid wasteful duplication of efforts.

Through the use of examples for the site-specific portions, it also allowed us to have a common level of difficulty for the testing and certification of lock operators.

As you will see, local supervision has been provided latitude for developing a large part of this manual. While our navigation customers want consistency in the way we move traffic through our locks, we all realize that each lock is different. For this reason, overarching regulations – those from Headquarters or higher authority – are addressed in a generic section of the manual while local regulations and policy are provided in a site-specific section under the lockmaster’s authority.

The lockmaster directs the activities in the training program by use of an Assignment Guide. That document lists the various tasks to be performed

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Chapter 1 2 of 18 by the new lock operator in a series of 52 Assignments. Some of those tasks involve reading the material in this manual and answering questions.

There are also tasks that involve on-the-job training as part of a crew, looking up procedures in the safety manual, or watching how a lock works.

1-2 Key Goals of Chapter 1 “Quick Start”

This chapter is called “Quick Start” because a key goal is to get you out working on the lock and dam as soon as possible, normally within the first week on the job. So this chapter was written to keep it short and focused on the critical things you need to know right away.

The key takeaways from this chapter are:

Orientation for the new employee Why the IMTS is important to the nation Why we need locks and dams in the system and how they work The two primary duties of a lock operator An explanation of the process of locking a boat through (“locking through”)

1-3 Orientation Checklist

All new employees are provided with a brief orientation of three phases:

Basic Orientation, On-the-Job Orientation, and Group Orientation. This orientation is summarized on ENG Form 3529, Employee Orientation Checklist (ER 350-1-410).

In addition, new employees should be provided safety indoctrination.

Supervisors should discuss the following topics with new employees on their first day of work:

Safety Attitude. No job is so urgent that you should do it in an unsafe manner to save time. Each employee is responsible for prevention of accidents to themselves, property, equipment, and fellow workers.

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Standard Job Procedures. Discuss the employee’s job duties, hazard analysis, and how they can be done safely. For activities where no hazard analysis has been written, an activity hazard analysis will be developed, reviewed, and revised before this activity will commence.

Personal Protective Equipment. Discuss how and when to use eye protection, hearing protection, hard hats, life jackets, respirators, safety shoes, and other protective equipment.

Emergency Procedures. Discuss what to do in case of accident or fire. Point out location of fire extinguishers and how to operate. Point out emergency shut-offs (electric, gas, water, etc.).

Motorized Vehicles and Equipment. Discuss safe operations, seat belt usage, and Defensive Driving requirements. Equipment shall not be operated without training. Most motorized equipment requires licensing.

Safety Awareness. Safety awareness should be developed by every employee, and applied to every job done. Employees should consider it a duty to call unsafe acts or conditions to the attention of other employees and the supervisor.

Safety Meetings. Employees are required to attend safety meetings.

General Safety Requirements Manual (EM 385-1-1). Employee should be given a copy of the Corps of Engineers Safety Manual, if possible, or shown the locations of the office copy. Employee should become familiar with the General Safety Regulations and should comply with the safety rules willingly.

Reporting Accidents. Employees should report any personal injury or property damage incident to their supervisor immediately.

Housekeeping. Employees should keep work areas neat and clean and replace tools and equipment in proper storage areas.

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1-4 General Information for Lock and Dam Operators

The Lockmaster is the prime supervisor at the lock project. He will delegate parts of his authority to employees as necessary.

Your attitude and cooperation with the rest of the crew at this project is important to the successful accomplishment of our mission.

The Lockmaster has an “Open Door” policy. Feel free to discuss any problems or matters that may be of concern to you.

You earn 4, 6, or 8 hours of annual leave, depending on Federal Service Time, and 4 hour of sick leave every pay period (2 weeks). Annual leave may be used at your discretion with prior supervisory approval. In general, sick leave may be used for illness or physician appointments. For more detailed information, consult with your “Personal Information Handbook.”

Your supervisor should be made aware of your leave requirements as soon as possible. In cases involving unexpected or sudden illness, you must contact the Lockmaster or his designee as soon as possible in order to minimize the impact of the daily work schedule (CEORLP 690-1-4). Abuse of leave could result in disciplinary action and should be avoided.

Family Sick Leave is available if you must be absent from work to care for a family member who is ill with a disease requiring isolation, quarantine, or restriction of movement. It will be approved if acceptable justification is furnished that the absence is necessary. For further guidance, consult the Federal Employee Family Friendly Leave Act, PL 103-388 or your “Personal Information Handbook.”

You will be provided with a locker in which to keep your personal items. It should be locked at all times. (You may have to provide the lock). The government cannot accept responsibilities for the loss of personal items.

The District has a Suggestion Program (Army Ideas for Excellence Program).

If you can identify a change in work procedures in which cost savings or increased safety or efficiency may be derived, you are encouraged to discuss your ideas with the Lockmaster for possible inclusion into the Suggestion Program. For additional information concerning the Suggestion Program, contact the District’s Resource Management Office.

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1-5 General Safety Rules

In their position as the supervisor of this lock and dam project, your personal safety is a major importance to the Lockmaster. Observance of all safety rules will be required of all employees.

You will be issued a hard hat, life vest, steel toe shoes, gloves, hearing protection, safety glasses, or goggles, as appropriate, and any other personal protection devices that may be required to perform your work assignments. These items must be worn at all times as required by District and Project Policy.

Each employee has the responsibility to properly maintain and wear required personal safety equipment. The following safety equipment will be furnished to all Corps personnel:

Steel Toe Shoes Gloves Eye Protection Hearing Protection Hard Hat

You must be responsible for your own personal safety. You must work safely and insist that others do the same; report all unsafe conditions or procedures to your immediate supervisor.

Immediately, report all accidents to your supervisor.

Using or being under the influence of illegal drugs or alcohol will not be permitted while performing your duties. Use of prescription medication should not be of a nature that it would impair your judgment. Your District’s “Personal Information Handbook” will explain the Corps’ Drug Free Workplace Program (DFWP).

There can be certain hazards associated with this position which can be minimized or even eliminated with proper care and protection. A few examples of hazards, which could be greatly reduced, are listed as follows:

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Falling into water (lock chamber or river) Inclement weather conditions Getting caught in machinery or moving lines Falling from ladders or walkways Work with various paints, solvents, and cleaning agents Skin lacerations, abrasions, or personal injury resulting from construction or repair of project features Eye irritation from windblown objects Improper lifting techniques can result in back, leg, or arm strains Excessive noise

All safety rules are not addressed here; refer to EM 385-1-1 for further information.

1-6 Available Facility Operational Safety Equipment

Lock and Dam projects are supplied with the following operational safety equipment which is available for use in the event of an accident:

Safety Equipment to use in the event of an accident Fire Extinguisher Life Rings Eye Wash Shower First-Aid Supplies Safety Blocks Respirators Sirens Self-Contained Breathing Apparatus Lock-Out, Tag-Out Equipment Safety Skiffs

The Lockmaster or his designee will be responsible for locating all operational safety equipment for the new employee.

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1-7 Why the IMTS is Important to the Nation

The growth and expansion of the United States in the decades before the War Between the States were closely tied to improvements in the nation's transportation system. As farmers shifted from growing just enough to sustain their families to producing crops for sale, demand grew for cheaper and faster ways to get goods to market.

As settlers moved into the trans-Appalachian region, they found the river systems crucial for exporting products to distant markets. Many streams were navigable, and they led to larger rivers such as the Cumberland, Ohio and Tennessee, which in turn fed into the Mississippi River and flowed past the port of New Orleans. With roads unable to handle bulk traffic, farmers could take their harvest to a city located on a navigable river and ship their products by boat. The Nation’s river system was thus a major means of transporting agricultural products, and its free navigation was vital to American interests.

The simplest means of river transport were rafts, but they were unstable, and rapids especially posed a serious danger. Flatboats could carry more cargo, providing an interior space for the storage of products and supplies.

Real improvement, however, came with the keelboat. Its design made it more controllable, and a small crew using poles could propel a keelboat downstream at a fairly rapid rate. As many as one thousand keelboats per year headed down trans-Appalachian tributaries and rivers to New Orleans in the early 1800s. Unfortunately, rafts, flatboats, and keelboats had one major disadvantage - they could only make a one-way (downstream) trip.

After arriving in New Orleans or their other downstream destination, the rafts and flatboats were usually broken up and sold for wood.

River transport played a major role in the growth of this country from the early days.

Pictured at left: A flatboat (in the foreground) and a keelboat on the Ohio River around Pittsburgh in the late 18th century.

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The invention of the steam engine and development of the Steamboat forever changed the face of inland marine transportation in the United States. Not only could steamboats transport commodities and exports both upstream and downstream; they could carry passengers.

Steamboats made river ports important commercial points for entire regions; canals had a similar impact in the Northeast and the Midwest, particularly near the Great Lakes. Steamboat transportation met with great enthusiasm. Steamboats quickly succeeded rafts, flatboats, and keelboats as the main vehicle for river travel. As steamboats evolved, they were built with shallower drafts, so they could operate in as little as three feet of water. Because of their size and design, they could carry hundreds of tons of freight and dozens of passengers. Towns along the rivers benefited greatly from the economic exchange provided by steamboats. Cincinnati, Ohio, for example, grew from a small settlement in 1770 to the sixth largest city in the country in 1840 on the strength of river travel.

Steamboats made a huge impact upon the river transportation system.

Picture above are steamboats at Memphis, Tennessee in 1906.

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Congress empowered the Corps of Engineers to manage the Nation’s navigable waterways. Although its work on fortifications was important to national defense, perhaps the greatest legacy the early Corps bestowed to future generations was its work on canals, rivers, and locks and dams.

America was a young nation, and rivers were its paths of commerce. They provided routes from western farms to eastern markets and for settlers seeking new homes beyond the Appalachian frontier. The rivers beckoned and enticed, but then could treacherously destroy the dreams of unwary travelers and shippers whose boats were punctured by snags and sawyers or stranded by sandbars. Both commercial development and national defense, as shown during the War of 1812, required more reliable transportation arteries. Out of those unruly streams, the Corps of Engineers carved navigation passages and harbors for a growing nation.

Construction of the Locks on the Panama Canal 1904-1914

Example of Legacy: the Panama Canal

One example of the remarkable legacy from the Corps of Engineers is the construction of the Panama Canal from 1904 to 1914. The Army Corps of Engineers was able to succeed where others had failed. One amazing fact was that this project actually came in two years ahead of schedule!

George Washington Goethals was in charge of the Panama Canal project.

He had worked on the navigational improvements of the Ohio River starting in 1884. Then in 1889 he transferred to work on the navigational improvements of the Cumberland and Tennessee Rivers. After being promoted in 1891, he was in charge of the design and construction of the Riverton Lock with an unprecedented lift of 26 ft. This set a world record for lock height. He later led the fight to use locks on the Panama Canal.

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The transformation and modernization of river vessels coincided with channel improvements, including construction of multi-purpose dams with high-lift navigation locks. Today, the Corps of Engineers manages a safe and reliable system of “marine highways” that allows the Nation to maintain its position as a global power. The Corps maintains more than 12,000 miles of inland waterways and operates over 200 locks and ancillary facilities. This system allows commerce to move throughout the nation on multiple segments. Consistent with environmental sustainment and safety objectives, these segments act as the nation’s transportation arteries to the world.

Transportation of bulk commodities along our navigable waterways is very economical and efficient. A standard 15 barge tow transports about as much cargo as 225 rail cars or 870 trucks stretching 35 miles on an interstate highway, and modern diesel powered towboats accomplish this task at a cost per ton-mile about half that of rail or one-tenth that of trucks.

One of the historical water transportation projects of the Army Corps of Engineers was the Panama Canal which has three locks and allows for traffic from the Atlantic to the Pacific Ocean. The Culebra Cut or Gaillard Cut is shown at the right. It was under the direction of Mayor David du Bose Gaillard of the US Army Corps of Engineers and was recognized as one of the greatest engineering feat of its time.

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More than 60 percent of domestic waterborne tonnage travels on the inland navigation system, including major commodities such as petroleum, coal, grain, sand, gravel, and stone. The locks accommodate 80 percent of all domestic barge traffic. The inland and coastal waterway transportation system carries one-sixth of the Nation’s volume of industrial materials, commodities, and products. Coastal ports and the Great Lakes furnish the deep and shallow draft capabilities important to U.S. foreign trade, on which nearly 25 percent of the Nation’s economic activity depends. The navigable harbors, rivers, waterways, and canals support the mobilization and sustainability of the Nation’s military and is critical to National defense.

The Amazing Capacity of Barges: a comparison to railroads and trucks for dry cargo.

A standard 15 barge tow on the Cumberland River. This tow carries as much as 225 rail cars or 870 trucks. It is much more fuel efficient and better for the environment.

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Industries are not the only users of the river. The locks are open to any vessel. Sometimes in the summer there are lines of pleasure boats waiting for lockages on busy weekends.

These are only a small percentage of those who benefit from the Corps' navigation structures. Many people use the navigation pools or reservoirs for pleasure boating without ever using a lock. Water sports are increasing in popularity and the water quality of the rivers has improved. Because of this, usage of the rivers will continue to grow.

The Amazing Capacity of Barges: a comparison to railroads and trucks for liquid cargo.

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1-8 Why We Need Locks and Dams

Navigation structures are necessary to make inland waterways viable, year-round transportation corridors. Prior to the construction of the locks and dams in the region, some river depths were less than 12 inches at times during the year and would not support commercial or pleasure boat traffic.

The natural river beds are long, uneven downhill slopes with shallow areas and deep pools.