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October 15, 2020 | International, Aerospace, Naval, Land, C4ISR, Security, Other Defence

Contract Awards by US Department of Defense – October 14, 2020

NAVY

CAPE Environmental Management Inc.,* Honolulu, Hawaii, is awarded a $90,000,000 cost-plus-award-fee modification to previously awarded indefinite-delivery/indefinite-quantity contract N62742-16-D-1807 for environmental remedial action services at various sites within the Naval Facilities Engineering Command (NAVFAC) Pacific area of responsibility (AOR). This modification brings the total cumulative contract value to $185,000,000. The work to be performed provides for, but is not limited to, remedial actions such as removal actions, expedited and emergency response actions, pilot and treatability studies, facility operation and maintenance and performing other related activities associated with returning sites to safe and acceptable levels. Task orders and modifications will be primarily funded by environmental restoration (Navy); base realignment and closure; and customer-reimbursable funds. Work will be performed in Hawaii (65%); California (25%); Guam (4%); Washington (1%); and other locations within the NAVFAC Pacific AOR below 1% (5%), and is expected to be completed by July 2021. No funds will be obligated at time of award; funds will be obligated on individual task orders as they are issued. The Naval Facilities Engineering Command Pacific, Pearl Harbor, Hawaii, is the contracting activity.

Schuyler Line Navigation Co. LLC, Annapolis, Maryland, is awarded an $11,406,250 modification under previously awarded firm-fixed-price contract N32205-18-C-3508 to fund the second one-year option period. The option will continue to provide one U.S. flagged chemical and oil products tanker MT SLNC Goodwill in support of the Department of Defense Logistics Agency Energy for the transportation of clean petroleum products in the Far East region. The current contract includes a 12-month base period, three 12-month option periods and one 11-month option period. Work will be performed in the Far East region, and is expected to be completed by Oct. 14, 2021. The option will be funded by working capital funds (Navy) for fiscal 2021. The Military Sealift Command, Norfolk, Virginia, is the contracting activity.

CORRECTION: A contract awarded on Sept. 9, 2020, to Core Services Group Inc.,* Virginia Beach, Virginia (N00189-20-D-0020), to provide test and evaluation support services for Commander, Operational Test and Evaluation Force Aviation Warfare Division, was announced with an incorrect value amount. The correct amount is $42,000,000, and if options are exercised, the total amount will be $47,000,000.

DEFENSE ADVANCED RESEARCH PROJECTS AGENCY

SecuriGence LLC,* Leesburg, Virginia, was awarded a $68,745,415 (excluding unexercised options) fixed-price-award-fee, firm-fixed-price, time and materials, labor hour task order for multi-network support services. This task order provides and manages the entire range of information technology (IT) services, support, engineering and infrastructure necessary to implement the Defense Advanced Research Projects Agency IT operational, mission and research objectives. Work will be performed in Arlington, Virginia, with an expected completion date of February 2022. Fiscal 2020 research and development funds in the amount of $4,500,000 are being obligated at time of award. This task order was a competitive acquisition and three offers were received. The Defense Advanced Research Projects Agency, Arlington, Virginia, is the contracting activity (GS-35F-626GA HR0011-21-F-0006).

ARMY

Calgon Carbon, Moon Township, Pennsylvania, was awarded an $18,920,000 firm-fixed-price contract for activated, impregnated copper-silver-zinc-molybdenum-triethylenediamine carbon in support of M49 and M98 filter production at Pine Bluff Arsenal, Arkansas. Bids were solicited via the internet with one received. Work locations and funding will be determined with each order, with an estimated completion date of Oct. 13, 2025. The U.S. Army Contracting Command, Rock Island Arsenal, Illinois, is the contracting activity (W52P1J-21-D-3002).

General Dynamics Land Systems Inc., Sterling Heights, Michigan, was awarded a $12,076,618 modification (P00013) to contract W56HZV-19-C-0062 for Utility Bus Interface Modules. Work will be performed in Tallahassee, Florida, with an estimated completion date of July 30, 2021. Fiscal 2021 revolving funds in the amount of $12,076,618 were obligated at the time of the award. The U.S. Army Contracting Command, Detroit Arsenal, Michigan, is the contracting activity.

DEFENSE LOGISTICS AGENCY

CORRECTION: The contract (delivery order) announced on July 7, 2020, for BAE Systems Information and Electronic Systems Integration, Greenlawn, New York (SPRPA1-20-F-C20G), for $26,305,633, was announced with an incorrect award date and incorrect delivery order number. The correct award date is Oct. 14, 2020, and the correct delivery order number is SPRPA1-21-F-C200.

*Small business

https://www.defense.gov/Newsroom/Contracts/Contract/Article/2382161/source/GovDelivery/

On the same subject

  • Space Acquisition: Speed May Not Fix Problems, Critics Say

    May 27, 2020 | International, Aerospace

    Space Acquisition: Speed May Not Fix Problems, Critics Say

    "The answer isn't 'we've just gotta go fast'," said one critic. By THERESA HITCHENSon May 26, 2020 at 4:10 PM WASHINGTON: The latest version of the Air Force's long-overdue report to Congress on space acquisition reform fails to address a number of foundational questions, critics say, including: go fast to do what; who gets to decide the what; and who is accountable if things go pear shaped? DoD is asking Congress to cut legislative strings and approve special powers to streamline space acquisition programs worth billions — pushing the need for speed to ensure the US military's technical edge over China and Russia, as first reported by colleague Sandra Erwin. The proposed changes are focused mainly on ways to get the Space Force out from under current acquisition rules, both those imposed by Congress and internally by DoD regulations. They also are “mostly a rehashed list of things that every service has asked for since time immemorial,” one national security space veteran told Breaking D, with a virtual eye roll. Or in the words of the recently-released teaser for the upcoming Netflix comedy “Space Force”: “Your attitude seems to be: ‘Give us money and don't look'.” “The problem is, I think, it's asking for a lot of trust from Congress that in space in particular hasn't been necessarily warranted to date,” said Joshua Huminski, director of the National Security Space Program at the Center for the Study of the Presidency & Congress. A space acquisition report, due to Congress on March 31, was delivered on May 20. Air Force acquisition head Will Roper called a press briefing last Friday to discuss it, only to abruptly cancel a couple hours later with no explanation. A congressional aide told Breaking D on Friday afternoon that they could not release the version of the report transmitted to Congress because it was not a final version; and an Air Force spokesperson later confirmed that — well after business hours on Friday evening and before the long Memorial Day weekend). So, it's not really the final version. The spokesperson said: “The Department of the Air Force continues to work with DoD and interagency partners to finalize the Space Force Alternative Acquisition System report. An initial version of the report was delivered to the Hill, but we anticipate delivering the final report to Congress soon.” As one space analyst notes wryly: “Not exactly a clean rollout.” The nine proposed reforms are required because “current space threats demand a shift to a system that more broadly delivers agile solutions to meet an ever-evolving technical baseline and integrate into an open architecture,” according to the current report language. Three of the recommendations will require legislative changes; one will require agreement from the House and Senate Appropriations Committees. Specifically, the nine recommendations address the following acquisition authorities for the Department of the Air Force and the Space Force: Unique Acquisition Category (ACAT) Thresholds, Major Defense Acquisition Program (MDAP) Definition, and Milestone Decision Authority Delegation for Space Systems. “Efficient Space Procurement (ESP)” Codification for the DAF/USSF. USSF-Unique “New Start” Notification Procedures. Budget Line Item Restructure. Modified JCIDS [Joint Capabilities Integration and Development System that sets program requirements] Approach for Space Systems. New Policy Regarding Key Decision Point and Reporting Requirements for Development, Fielding, and Sustainment of Space Systems. “Useable End Item” Determination Authority. Separate USSF Topline Budget. USSF-Unique Head of Contracting Activity (HCA). As an example of bending the current DoD rules for the Space Force, the “Budget Line Restructure” asks Congress for authority to move money around by combining individual programs within in a large “portfolio” of similar efforts — an effort unlikely to win congressional approval, if past attempts are a guide. Numerous critics noted it goes directly against the intent of Congress when it mandated in 2016 that DoD develop a Major Force Program to allow better tracking of both the macro military space budget and individual projects from year-to-year via a specific, standardized “program element number” in budget documentation. Further, as Breaking D readers know, the report punts on one of the key mandates included in the 2020 National Defense Authorization Act (NDAA): to create a Space Acquisition Executive separate from the Air Force acquisition authority, a position now held by Roper. The NDAA requires that the Air Force appoint a Senate-confirmed assistant secretary for space acquisition and integration. That person, the act said, “will “synchronize with the Air Force Service Acquisition Executive on all space system efforts, and take on Service Acquisition Executive responsibilities for space systems and programs effective on October 1, 2022.” The SAE is to oversee the Space and Missile Systems Center, the Space Rapid Capabilities Office (SpRCO), and the Space Development Agency (SDA) — all of which currently have separate acquisition authorities and lines of oversight. Roper has fought tooth and nail against a fully separate SAE since it was proposed by Congress, according to numerous DoD sources even threatening to resign if it is created outside his purview. Sources close to the debate say that Gen. Jay Raymond, who currently is double hatted as head of the Space Force and Space Command, also does not want to see a change in the status quo that would put another layer of acquisition oversight in the mix. Thus, the current version of the draft report simply states that Roper will hold SAE authority for now. This, several sources said, in reality is a place holder signaling that DoD intends to recommend in future that Congress essentially ditch the idea. “We want to ignore your direction on the separate SAE [Space Acquisition Executive] – thanks, but we know better,” the former national security space official summed up. “And it ain't a signal – it's a shot across the bow.” “On face value, I think it does seem to suggest they are trying to avoid the separate Space Acquisition Executive, which when combined with the bucketing of money is unlikely to be well received by Congress,” Huminski said. “Congress is going to want some balance here, at least I think,” he added. “If the Space Force wants the authority to move money around within the portfolios, they are going to need to provide some measure of confidence to Congress that it is being done in an efficient and transparent manner, which could be the SAE—at least someone accountable for those money moves.” Failure to restructure the space acquisition organization, critics point out, leaves open the critical question of how DoD plans to fix the problem of lack of coordination with the Army and Navy on user equipment, for which they have acquisition authority. (We're looking at you, GPS III.) While the Space Force in the near term will comprise only Air Force personnel either seconded or transferred, the expectation is that eventually it will include Army and Navy personnel as well. A number of critics further charge that the requested changes do not sufficiently address the fact that previous space program cost overruns and schedule delays can be attributed to lack of coherent, coordinated and disciplined management at the program level within Space and Missile Systems Center itself, not due to outside factors. “All of the changes they've asked for are external to the Space Force,” said one former DoD official, rather than taking a hard look at past program management. “Instead it's: ‘Congress has to change; Ellen Lord [DoD acquisition czar] has to change; the JROC [Joint Requirements Oversight Council] has to change.” “The answer isn't ‘we've just gotta go fast',” the official added. “One of the biggest challenges is the proverbial acquisitions rubber meeting the road—unless the Space Force changes what they are buying, changing how they buy it may not matter,” Huminski explained. “If the same architectures and same vehicles and same capabilities are bought, just faster, what was the point of changing anything at all?” DoD sources defend the proposal, saying that Congress asked for, and expected to receive, ‘bold recommendations' on how to change the current space acquisition system. Noting that there are many conflicting pressures, one DoD source said that concerns about transparency and who does what exactly have been overtaken by concerns that the Space Force “be empowered to go fast, innovate, and achieve the space dominance wanted by POTUS.” Another government official keeping tabs on the issue said sympathetically that in some ways, “they are damned if they do, and damned if they don't.” While some in Congress likely will be annoyed by the recommendations push to get out from under current regulations, the source said, others would have complained loudly if DoD failed to move from the status quo. Spokespeople for a number of key House and Senate members involved in defense oversight did not respond to requests for comment. However, DoD sources and several analysts with close Hill ties said Congress is most likely to be concerned by the recommendations that infringe upon Congress's own powers. For example, members of the House and Senate Armed Services Committees are almost certain to protest the recommendation that assumes approval if Congress doesn't respond to “New Start” notifications within 30 days. https://breakingdefense.com/2020/05/space-acquisition-speed-may-not-fix-problems-critics-say

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  • How COVID-19 Could Change The A&D Supply Chain

    March 16, 2020 | International, Aerospace, Naval, Land, C4ISR, Security

    How COVID-19 Could Change The A&D Supply Chain

    Michael Bruno The COVID-19 outbreak is the biggest punch to the gut commercial aviation has taken since the Sept. 11, 2001, terrorist attacks. And coming on the heels of the Boeing 737 MAX crisis, Airbus and Boeing widebody production rate cuts, U.S. trade wars and the flight-shaming movement in Europe, the coronavirus emergency is challenging the aerospace manufacturing sector and its global supply chain. Is the historic upcycle of commercial aircraft orders over? Will orders be canceled and deferred? Will business aviation go out of favor? Only time will tell, but it has been interesting to hear what aerospace and defense (A&D) executives are worrying about. First, lost revenue from disrupted operations in China is not among their worries. Practically no one in A&D manufacturing has revised their 2020 financial forecasts—provided in January or February—because of COVID-19 alone. “To date, we have no reported cases of our employees having contracted the virus, and the direct impact to our trading activities has been minimal,” Senior Plc CEO David Squires said March 2. Likewise, GE CEO Larry Culp did not change the company's financial outlook because COVID-19 was already cited in a forecast given last month. “In our view, in all likelihood it is going to be temporary, but it doesn't mean it is going to disappear tomorrow,” Culp said at a March 4 shareholder briefing. To be sure, some OEMs and suppliers with Chinese operations had to shut down in recent weeks due to COVID-19. But those factories are back up, and the impact to revenue was limited. For instance, only 20 of Triumph Group's roughly 5,000 active suppliers are located in China or South Korea. All 20 remain operational, and no supply chain interruptions have occurred. On the supply side, the glancing blow could have a lot to do with the fact that not much in Western aerospace is sourced in China. According to U.S. Commerce Department data, the U.S. imports just $1.1 billion annually in aircraft, spacecraft and related parts. What is more, that figure has been dropping since 2016—before the U.S.-China trade war—and was expected to fall off a cliff for 2019 and 2020 regardless of the “Phase One” trade deal truce. China always was a twofold market for U.S. aerospace: Sell parts and services to existing Western-supplied fleets there, and partner for local production of nonproprietary parts and systems for emerging Chinese fleets. But China is ramping up efforts to get its own fleet into operation and is pairing with Russian suppliers more often. Any growth in overall aerospace trade likely would have to come from a jump in Chinese orders of Airbus or Boeing airliners, which was not widely expected in the wake of the Jan. 16 trade truce and is not anticipated now after the recent plummet in Chinese air traffic. Although collapsing demand worldwide for air travel could have a devastating effect on A&D manufacturing and supply, executives do not consider it likely. COVID-19 quickly turned into a short, sharp shock to the system, but industry leaders see the same underlying macro conditions driving long-term growth. Chief among them: expanding middle classes worldwide that spend more discretionary funds traveling by air for leisure. During the 2020 Aviation Summit in Washington, new Collins Aerospace President Stephen Timm was asked if the airliner-customer landscape could look a lot different in coming years due to the scare. “Frankly, we're going to see differences,” Timm said. “This will be a blip—a serious blip that we have to deal with today—but compared with the macro aerospace industry, we're in a really good place.” Where do industry insiders see change coming to the supply chain? For one thing, COVID-19 could help deepen resistance to business travel, said some attending Aviation Week's Annual Aerospace Raw Materials and Manufacturers Supply Chain Conference on March 9-12. That would exacerbate the ongoing drop in demand for widebodies. Still, the biggest change could come in accelerating a budding shift in A&D supply from globalization to regionalization. Executives and consultants at both the Wharton Aerospace Conference on Feb. 29 and Aviation Week's supply chain event discussed how COVID-19 cements a belief that just-in-time global supply chains are too risky and not worth the lower cost anymore. Instead, they look to capitalize on aerospace manufacturing hubs in Asia, Europe-North Africa and North America to supply themselves. The trend could start with aerostructures for future single-aisle airliners, especially as composite materials are increasingly incorporated. “From a colocation strategy,” says one supplier executive, “you will see it in the next-gen airplanes.” https://aviationweek.com/aerospace/manufacturing-supply-chain/how-covid-19-could-change-ad-supply-chain

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