Specification - Propulsion (SWBS 200-299)

200-1.1 [Orig] The propulsion system shall consist of twin marine diesel engines with reverse/reduction gears and waterjets. Engines shall have the same rotation.

200-1.2 [Orig] All propulsion plant components shall be rated for not less than the full power and torque of the installed engine and shall be capable of transmitting the full power, torque, and thrust of the propulsion system in the ahead and astern directions.

200-1.3 [Orig] The propulsion system shall be designed and installed in accordance with Original Equipment Manufacturer (OEM) recommendations and guidance. The Contractor shall obtain and provide certification letters from the OEM, verifying that the particular equipment installed on this craft is in compliance with all OEM requirements. Such certifications shall be provided for the following equipment: propulsion engines; reduction gears; shafting; and waterjets. (CDRL 200-001 Certifications)

200-1.4 [Orig] The propulsion system shall be free of critical torsional, longitudinal, and whirling vibrations throughout the operating range, which include possible engine misfires, over speeds in turns and rough water operation including jet cavitation and cyclic ventilation. Propulsion mass elastic system shall not produce vibratory stresses or deflections in excess of those permitted in accordance with MIL-STD-167-2, Type III, Section 5.2 and Type IV, Section 5.3 and Type V, Section 5.4 or by the equipment/component manufacturers. The propulsion plant shall operate in a satisfactory manner over its entire operating range, without exceeding the noise and vibration limitations specified in Section 073.

200-1.5 [Orig] The propulsion system shall be capable of continuously operating at idle with the reverse/reduction gear in neutral for 10 hours.

200-2 [Orig] Propulsion Equipment Ratings

200-2.1 [Orig] The manufacturers' ratings for the equipment shall be based on the mission profile described in Section 044-4. The manufacturer’s ratings may have different conditions than will be found in service on the RB-M. The equipment’s ratings shall be adjusted for auxiliary loads and environmental conditions that could vary the power available for propulsion. The power used to determine the acceptability to manufacturer’s rating shall be the worst-case condition with adjustments for auxiliary loads and environmental conditions in both the additions to power for the driven equipment and deductions from power for the prime mover. The manufacturer’s horsepower tolerances shall be taken at their most adverse limit.

200-2.2 [Orig] The major propulsion system components, including engines, gears, waterjets, and electronically controlled propulsion systems shall be models from a current production series operated in commercial marine service or U.S. Government marine service for at least two years at the rating proposed for the RB-M. Changes to major propulsion system component model numbers or designation are acceptable as long as the Contractor can demonstrate that the major propulsion system components are a continuation of models from a current production series.

233 [Orig] PROPULSION DIESEL ENGINES

233-1 [Orig] Emissions

233-1.1 [Orig] The engines shall be certified by the OEM that they comply with exhaust emission regulations of International Maritime Organization (IMO) MARPOL (73/78) Annex VI. The manufacturer shall certify that the engines comply with exhaust emission regulations of 40 CFR 94, Control of Air Pollution from Marine Compression-Ignition Engines (CDRL 200-001). No request for a national security exemption will be endorsed and no preexisting exemption will be accepted by the agency as a substitute for full compliance with the requirements of 40 CFR 94.

233-2 [Orig] Engine Rating

233-2.1 [Orig] The propulsion engine's OEM shall make the declaration of ISO standard power (CDRL 200-001). The propulsion diesel's declaration of power shall be ISO standard power as defined in ISO 3046/1.

233-2.2 [Orig] The service power as defined in ISO 3046/1 shall be declared. The service power shall account for parasitic loads of equipment not installed during determination of ISO standard power and worst case engine room environmental conditions from Section 070-4 and variations of fuel caloric values and installed exhaust system back pressure. Additional auxiliary loads will consider an efficiency of no greater than 0.8. The fuel consumption and oil consumption declarations shall be at the service power. ISO 3046/1 governs all adjustments. USCG fuel shall be MIL-PRF-16884K grade F76 with a minimum Cetane Number of 42 when tested in accordance with ASTM D613. The engine OEM shall specify the lubricating oil; MIL-PRF-2104H is preferred.

233-2.3 [Orig] Engines shall be compatible with F-76 and F-44 (JP-5) fuels as specified in COMDTINST M9000.6E, Naval Engineering Manual, Chapter 541, Section B-5.

233-3 [Orig] Fast Lubricating Oil Change System (FLOCS) Connection

233-3.1 [A00005] A FLOCS connection shall be installed on the hydraulic tank, both diesel engines and both marine gears to allow for convenient oil changes using a USCG-furnished portable pump and oil collection container.

233-3.2 [Orig] The FLOCS connection shall consist of a lube oil flexible suction hose and a ¾-inch male quick disconnect, positive shut-off coupling individually connected to the engines and marine gears.

233-3.3 [Orig] Fittings shall be compatible with a FLOCS 15 Oil Evacuation Unit, Aeroquip Part No. FF9315-01, and NSN 4930-01-191-6166.

233-3.4 [Orig] FLOCS suction hose shall be of sufficient length to extend above the engine room deck grates.

233-4 [Orig] Crankcase Fumes

233-4.1 [Orig] A system shall be provided to collect all oil mist and oil fumes generated by each engine and dissipate them through each engine’s air intake.

233-5 [Orig] Engine Cooling System

233-5.1 [Orig] Engine jacket water shall be cooled with raw water through an inboard heat-exchanger system.

233-5.1.1 [Orig] Raw water shall be strained through a duplex-type strainer. The strainers shall have the provision to clean one bowl, while operating the engine on the adjacent bowl. Strainer bowls shall be clear to allow for visual inspection. The basket shall be removable from the top of the strainer, without dismantling the strainer or disconnecting the piping. Access to the basket shall be via a quick access and all retaining mechanisms shall be captured to the strainer to prevent loss.

233-5.1.2 [Orig] Each engine shall have separate sea suctions, and shall be fitted with stainless steel ball type seacocks.

233-5.2 [Orig] Raw water systems shall have vents and drains so that the system can be completely drained, flushed and completely winterized without disassembling piping system joints.

233-5.3 [Orig] Engine components, except charge air aftercoolers and fuel coolers, shall be cooled with jacket water. The jacket water shall meet the requirements on COMDTINST M9000.6E, Naval Engineering Manual, Chapter 233. Jacket water may be used as a heat source for cabin heating.

233-6 [Orig] Emergency Shut Down

233-6.1 [Orig] Each engine shall be provided with an emergency shut down control to activate an emergency shutoff for the fuel or air supply. The emergency shut down device shall be of the type which requires manual resetting before the engine can be restarted. It shall be operated remotely from the pilothouse. The actuator for the port engine shall be placed to the port side of the corresponding actuator for the starboard engine.

233-7 [Orig] Jacket Water Heating System

233-7.1 [Orig] Engine jacket water shall be heated to provide for rapid starting in colder climates. The jacket water heating system shall be powered by shore power only. The jacket water heating system shall be thermostatically controlled to heat the jacket water to a minimum temperature of 90 degrees Fahrenheit when the outside air temperature is at zero degrees Fahrenheit. The temperature shall be measured at the jacket water temperature gauge sending unit.

233-8 [Orig] Lube Oil Sample Valve

233-8.1 [Orig] Each engine shall have a lube oil sample valve installed as per COMDTINST M9000.6E, Naval Engineering Manual, Chapter 262.C.5.

241 [Orig] MARINE REVERSE/REDUCTION GEARS

241-1 [Orig] General

241-1.1 [Orig] The craft shall have marine reverse/reduction gears for operating the engines with the waterjets disengaged and for reversing to back flush the waterjets. The gears shall use the same type lube oil as the main propulsion engines. Gear oil shall be cooled by heat exchanger with engine cooling seawater.

241-2 [Orig] Gear Lubrication System

241-2.1 [Orig] A FLOCS connection shall be installed. (See Section 233-3).

247 [Orig] WATERJETS

247-1 [Orig] Performance Requirements

247-1.1 [Orig] The waterjet impeller shall not cavitate so as to overspeed or damage the impeller in any operational condition including towing conditions. Voluntary operator RPM limits to preclude cavitation are only allowable in towing condition. If engine RPM must be voluntarily limited by the operator to control cavitation in towing conditions, limits shall be posted to be visible at the helm station(s).

247-2 [Orig] Steering and Reversing Gear Deflection and Performance

247-2.1 [Orig] The proposed waterjet shall be provided with integral thrust reversing capabilities. The full range of steering shall be available when going astern.

252 [Orig] PROPULSION CONTROL AND MONITORING SYSTEMS

252-1 [Orig] General

252-1.1 [Orig] The Contractor shall provide a propulsion control and monitoring system operable from the pilothouse console which has provisions for starting, stopping and controlling each engine (and waterjet).

252-1.2 [Orig] The RB-M shall be provided with primary and secondary helm stations. Each helm station shall be provided with controls for each engine’s speed, each waterjet’s steering and reverse bucket position, each marine gear, and the trim control system in accordance with ABYC Project P-24, Electric/Electronic Propulsion Control Systems. In addition, a backup steering and propulsion control system shall be provided.

252-1.3 [Orig] Controls shall provide appropriate resistance to movement and a range of travel appropriate to allow effective and accurate adjustment of the system controlled. In general, proportional controls shall be linear-proportional.

252-1.4 [Orig] Interlocks shall be provided to ensure that each marine gear is in neutral when the corresponding propulsion engine is started, and that each engine’s throttles are set to idle when shifting the corresponding marine gear.

252-1.5 [Orig] Controls for steering, combined engine speed and reverse bucket control, and trim shall be located at each helm station for operation by a seated operator. The steering control shall be at the port side of the helmsman and the engine speed and reverse bucket control shall be at the starboard side of the helmsman. Controls for the marine gear shall be located on the console within reach of the helm station.

252-1.6 [Orig] Backup controls shall be provided to permit control of the craft in the event that the helm stations are disabled. The backup controls shall provide a means of controlling the speed of each engine and of the steering and reverse buckets of each waterjet. The backup controls may be located on the console, accessible from one of the helm stations, or in a portable control box that may be secured to the console or moved to either helm station

252-1.7 [Orig] Propulsion and steering control shall only be possible from one set of controls at any time. Transfer of control between helm stations or between a helm station and the backup controls shall include a means of preventing inadvertent and abrupt changes in control input during control transfer. In the event of a control system casualty or failure, the speed of the engines shall default to idle and the reverse/reduction gear shall default to the neutral setting.

252-2 [Orig] Roll Over Engine Control (objective)

252-2.1 [Orig] If the RB-M is self-righting, the engine controls shall have an automatic feature which brings the controls to idle operation if the boat is inverted. This feature intends to limit water being drawn into the engine space should the intake become submerged. The throttle settings shall remain at idle until the controls are reset by the operator.

259 [Orig] EXHAUST SYSTEMS

259-1 [Orig] General

259-1.1 [Orig] The engine exhaust system shall meet the installation requirements of ABYC Project P-1, Installation of Exhaust Systems for Propulsion and Auxiliary Engines, as modified herein.

259-1.2 [Orig] A complete and separate exhaust system shall be installed for each engine. The exhaust system shall prevent cooling water, seawater or rain water from entering any engine with one, both or neither engines running.

259-1.3 [Orig] Any engine mounted exhaust system component which requires thermal insulation in accordance with Section 077-1.2, shall utilize sectional and removable insulation blankets manufactured to MIL-STD-769J. The materials shall have an impervious cleanable cover that does not adsorb oils.

259-1.4 [Orig] Exhaust system components shall be resistant to failure in the event of interruption of any cooling water that is normally provided. A cooled exhaust system may utilize 5086, 5456 or 6061 aluminum pipe/tubing, 316L stainless steel pipe/tubing and/or short sections of marine exhaust hose. Dry exhaust systems manufactured from metal shall be 316L stainless steel for engines with maximum exhaust gas temperatures of less than 750 degrees Fahrenheit. If exhaust temperature can exceed 750^oF then metal systems shall be 321 stainless steel or Inconel 625.

259-1.4.1 [Orig] Proprietary alloys or other materials having enhanced corrosion resistance, increased resistance to high temperatures, lighter weight or superior strength compared to 304 or 321 stainless steel and CrMo steel may be offered by the Contractor as substitutes provided that the proposed material is in no way inferior to the required materials with respect to properties required for the intended service.

259-1.5 [Orig] The exhaust system shall be self-draining. A pressure tap connection shall be provided in each exhaust system near the engine connection to be used for taking exhaust back pressure measurements as per OEM requirements.

259-1.6 [Orig] If the exhaust system is water cooled, an audible and visual alarm shall be provided for each exhaust system (port and starboard) to indicate the loss of cooling water.

261 [Orig] FUEL SYSTEM

261-1 [Orig] General

261-1.1 [Orig] Each fuel tank shall have a fuel level indication gauge with the readout visible from the helmsman position.

261-1.2 [Orig] The fuel system shall be provided with a fuel flow meter and total fuel consumed indicator for each engine with an accuracy of within 3% of the reading. Fuel flow readings shall be in gallons per hour and total fuel consumed readings shall be in gallons. The flow meter shall be equipped with a fuel consumed reset switch adjacent to the gauge (see Section 410). Reset switches shall be protected to prevent accidental resetting of the fuel flow meters. The ECMS (Engine Control Monitoring System) may be used to provide the fuel monitoring capability.

261-1.3 [Orig] Each diesel engine shall include a supply pump, a relief valve on the discharge side of the pump, an engine mounted fuel filter provided by the engine manufacturer, a duplex filter strainer, and the necessary piping, valves and fittings. The duplex filter strainer shall have incorporated into the unit a fuel filter restriction gauge indicating the filters status. Isolation valves shall be incorporated into the fuel filter assembly to enable changing fuel filters while the engine remains running at reduced speeds.

261-1.4 [Orig] The fuel system shall have independent supplies and returns. The fuel supply shall have a fire safe shut-off ball valve mounted on the tank penetration. The fire safe shut-off valve shall be remotely operated to the shut position from a manned compartment. Each fuel return line from the diesel engine to the supply tank(s) shall be fitted with a check valve and arranged to prevent siphoning. There shall not be any on/off valves in the fuel return lines.

261-1.5 [Orig] Multiple tanks shall have manifolds to allow suction from and return to any tank.

261-1.6 [Orig] Each fuel tank shall be provided with the ability to sound the tank level using a sounding rod from the fuel fill station or within reach of the fuel fill station.

261-1.6.1 [Orig] Sounding rods must be calibrated and marked in increments of 25 gallons up to the maximum level of the tank. Numeric markings shall be provided to indicate fuel level at every 100 gallons. Sounding rods shall be aluminum and provided with a satin finish to clearly indicate fuel level when in use. Sounding rods shall extend to the top of the fill or sounding tube. The fuel fill and sounding tube caps shall be attached by a 12” stainless steel chain or lanyard.

261-1.6.2 [Orig] Sounding rods shall have secure stowage near the fill station. Sounding rods can be stowed in the fuel fill or sounding tubes

261-1.6.3 [Orig] The fuel tank bottom where the sounding rod hits shall be provided with a means of positively stopping the sounding rod and protecting the tank from sounding rod damage due to long term sounding rod impacts.

261-2 [Orig] Tank Stripping/Defueling

261-2.1 [Orig] ] A ¾-inch male quick disconnect, positive shut-off coupling FLOCS connection shall be installed on the tank to strip out residual water or fuel. The connection shall be located on the top of the tank and be easily accessible. The suction pipe shall be internal to the tank and shall extend to within 3/8” from the lowest point in the tank.