ZEUS_PWS .pdf

Title: USNS Zeus Cable Handling Equipment

Technical POC:R. Zachary Norris Richard.z.norris.civ@us.navy.mil 7572871882

Enclosures: (1) Discrepancy List.

1. Background: The Military Sealift Command (MSC) requires support from the original equipment manufacturer (OEM) for the Cable Handling Equipment (CHE) to assist in troubleshooting and grooming the CHE aboard the USNS Zeus (T-ARC 7), and to assist

USNS Zeus in addressing items identified in Enclosure (1).

2. Scope: MSC requires the services of the OEM, GBS Group, to attend the USNS Zeus and complete pier side repairs and software design changes for the CHE system and support additional two (2) days of sea trials to fully test the design changes and system functionality while underway and address performance degradation identified by the USNS Zeus sponsor and crew. Only services provided by the OEM of the USNS Zeus CHE system will be accepted by MSC.

3. Specific Tasks: The Contractor shall perform the following tasks.

3.1. Kickoff/Coordinate Arrival to Vessel – Upon task order award, the contractor shall contact the TPOC to coordinate exact dates for arrival to vessel, expected completion of repairs and sea trial coordination.

3.2. Troubleshooting Support – The contractor shall perform trouble shooting on board the

USNS Zeus pier side at NOB addressing items listed in Enclosure (1). All tools, computers, or software required to perform this task are to be provided by the contractor.

3.3. Address Deficiencies/Provide Updated Software to Vessel – The contractor shall, in coordination with the vessel chief engineer or designated person, perform any required software or system attribute changes based on results from troubleshooting efforts. All tools, computers, or software required to perform this task are to be provided by the contractor. Updated software or component set points are to be provided to the TPOC and to the vessel on a CD-ROM disc.

3.4. Ship Check Report – The Contractor shall generate a ship check report and submit it to the TPOC, USNS Zeus Principal Port Engineer, and the vessel’s chief engineer.

The report is to summarize the daily troubleshooting efforts and list the identified or potential causes of performance degradation. The report is to provide recommendations for addressing the problems with the CHE systems if the problems identified during the POP were not able to be addressed during the trip.

4. Deliverable Format: It is the responsibility of the Contractor to plan for submission of all deliverables in order to ensure that the final deliverables are accepted by MSC prior to the end of the period of performance.

No. Deliverable/Activity Due Date

3.1 Kickoff Within 5 BD after Award

mailto:Richard.z.norris.civ@us.navy.mil

3.2 Troubleshooting Support During vessel Visit

3.3 Address Deficiencies/Provide updated software to ship During vessel Visit

3.4 Final Field Report End of PoP

*BD = Business Day(s)

5. Place and Period of Performance. The overall Period of Performance will begin on May

14, 2022. All work shall be performed onboard the USNS Zeus.

6. Invoice Schedule: The Contractor shall submit an invoice upon acceptance of the final deliverables by the Government unless an alternate invoice schedule is proposed by the

Contractor and accepted with the initial proposal.

7. Key Personnel: Key personnel shall be responsible for the development of all deliverables.

7.1. Lead Electrical/Automation Engineer – The Contractor supply an individual having knowledge and experience with the design and operation of the USNS Zeus vessel CHE system, and having experience with the software and controls used by the CHE system.

This individual is required to have the ability and tools necessary to perform corrective software and set point changes to the vessel’s CHE system.

8. Ship and Base Access: Vendors are responsible for correctly submitting forms/applications.

Vendors are encouraged to monitor email using “Request a Read Receipt” function and to confirm receipt of facsimile transmissions. Permit is required to access Navy facilities.

Base/Repair Facility. Access Request is required seven days prior to ship check or performance start date.

8.1. Due to enhanced security measures, ship and base access is required for pre-award ship visits (e.g. ship-check) and for contract performance. Specifically, the following permissions are required:

• Base/Repair Facility Access Request

• Vehicle Access Request

• Ship Access List

8.2. Defense Biometric Identification System (DBIDS) is being implemented for access to

DoD facilities in CONUS, HI, Guam and Puerto Rico (replaces RapidGate). Vendor is responsible to acquire DBIDS credentials prior to performance start date. Delays that may result from inadequate planning are contractor responsibility. Vendor instructions and program information is available at https://www.cnic.navy.mil/om/dbids.html.

DBIDS credentials require (in succession) (1) Present a letter or official document from the Government sponsoring organization that provides the purpose for your access, (2)

Present valid identification, such as a passport or Real ID Act-compliant state driver's license, (3) Present a completed copy of the SECNAV 5512/1 form to obtain your background check, (4) Upon completion of the background check, the Visitor Control

Center representative will complete the DBIDS enrollment process, which includes your photo, finger prints, base restrictions, and several other assessments, and (5) After all of this is done, the contractor will be provided with the DBDIS credential. For vendors with existing Navy Commercial Access Control System (NCACS) cards, see https://www.cnic.navy.mil/om/dbids.html for instructions to obtain DBIDS credentials.

Vendor is responsible to confirm that each employee held DBIDS credentials are active for the specific facility and performance period in accordance with DBIDS.

8.3. Vehicle Access: Required for vehicle access to Navy facilities. Follow supplemental instructions on Base Access forms or base-specific vehicle access forms.

8.4. Ship Access List: On company letterhead attachment via email, the vendor is required to provide the TPOC with an accurate, current list of performing personnel prior to being admitted aboard the vessel.

8.5. Additional access permissions may be required.

ENCLOSURE 1. Discrepancy list.

During the recent mission, there were a few discrepancies and observations with the cable console. The following is a list of these:

Constant Tension

During constant tension, we had set tension for 5700lbs. The mode hunted around that set point ranging from

5100lbs to 6500lbs with speeds going from 0.00m/s to 0.25m/s. It was noticed that the speed increase and decrease were slow to respond, causing the extreme tension range. This also caused longer periods of the cable going out at max speed peek range(0.20m/s to 0.25m/s) and all stop(0.00m/s). The fast payout caused the cable to pile up in front of the plow, with the plow having to react to this without damaging the cable. This now slack caused the program to pull back to all stop for a period of time to bring tension back up. Then it repeated this process for over an hour until we had to go into manual mode to safely operate. We tried doing constant tension one more time at

6200lbs but got the same results.

Other issues are the following:

-Screen has slow refresh rate

-Screen has slow response in setting tension

-Add manual entry option instead of relying on “fine/coarse” adjustments

-May need to go with tension range instead of around one set point, adjust speed change rates

-Add block for controlled stop set-up

Manual Mode

While in manual mode, we were able to maintain a consistent tension of 5700lbs, ranging from 5400lbs to 5900lbs with speeds adjustments from 0.08m/s to 0.12m/s. We also maintained a constant tension of 8600lbs, ranging from

8900lbs to 8300lbs with speeds adjustments from 0.29m/s to 0.31m/s. While this isn’t an ideal way to maintain constant tension, this could be used as a way to program Constant Tension mode.

Issues:

-Slow response in displaying speed change

-Have additional block for real time feedback on current throttle position(what the throttle is calling for)

Constant Speed

We didn’t use constant speed because of its slow reaction time for speed changing.

Issues:

-Slow response to setting speed change

-Add additional block for a controlled stop

-Add manual entry option instead of relying on “fine/coarse” adjustments

FWD DOHB

Both FWD DOHB’s were continuously hunting around a set point. You could see the DOHB load cells “A” bank and “B” bank fluctuating. These banks need to be calibrated, we currently don’t have a procedure to do this. Also, at times, when initiating a “payout/haul-in” the DOHB lagged behind causing extreme slack or high tension. Sometimes we had the DOHB going out of and into tension mode to resolve this or having to change the

DOHB tension point higher, have it respond, then change it again back to the original set point.

AFT DOHB

The STBD AFT DOHB doesn’t show tension until you manually enter in a set point for tension mode. During the initial set-up going from speed mode to tension mode, you can see the cable having tension but, the DOHB will still read-out 0lbs. It’s not until you switch to tension mode and enter in a set value that the DOHB begins reading tension. Also, both DOHB’s “A” bank and “B” bank need calibrating.

Cable Drums

There was an Audible thumping noise coming from the cable drum gear box. This noise was noticeable at higher speeds. We had to limit out payout speed to prevent this noise from happening. The bull gear and gear box need to be inspected for all cable drums.

CID Monitor

During mission, it was noticed that ships speed was not indicating on the CID monitors at the consoles, the cable deck or on the bow/stern. This is used by the Plow/Cable Superintendent/Supervisor to adjust the cable and ships speed accordingly so that a tension mishap doesn’t occur.