SOW_EOS_Kongsberg_Controls_Upgrade.pdf

TS Golden Bear EOS Kongsberg Control Upgrade

KONGSBERG TS GOLDEN BEAR EOS CONTROL UPGRADE

ABSTRACT

Present Control system is GE Fanuc based and is 20-28 years old and no longer reliable and some of the components are no longer supported which affects the reliability of the system

The Kongsberg system must have the following but not be limited to:

General System Description The system will offer a complete working environment for safe and efficient monitoring and control of vessels’ machinery. Modular design will allow flexibility in configuring the system to individual requirements, covering the whole range from low complexity alarm systems to integrated control and monitoring systems. Sub-systems shall include:

• Alarm and monitoring

• Power management

• Auxiliary machinery control

• Ballast / bunker monitoring

• Not included in the upgrade are Ballast control and Fire Pump Control

Controls shall offer coordinated real time information exchange, control and presentation of information across the operator stations. As a segment the Management system it may communicate and interact with the other segments. New Controls must offers integration both at a station to station level as well as at a system to system level.

Safety and reliability In addition to meet the industries safety and reliability requirements, Controls must support redundancy and must be tailored to match the overall redundancy level presently available. The built-in self-diagnostic facilities monitor all system components and internal communication

Operator’s stations shall provide a uniform and intuitive user interface, enabling operators to develop professional skills in system operation, and thus the risk of human errors are reduced and operational efficiency is increased.

Secondary operator interface shall be made by local control stations which are used to inspect and adjust process parameters and variables, typically located in the engine room.

Cost

These savings result from:

• Extensive cabling reductions

• Reduced man-hours for engineering, installation, commissioning and documentation

• Standard hardware components, provides reduced life-cycle-costs

With different functions applied on the same standard hardware platforms, the amount of on-board spare parts can be reduced and savings made. In addition, excellent maintainability and simple upgrading solutions reduces overall life cycle costs.

Type approval and class society

The new controls must comply with the requirements of IMO and classification societies.

It must be type approved by ABS, LRS, GL, RINA, BV, KRS, CCS, PRS, RMRS, NK, and DNV and USCG.

Quotation must describe the refit upgrade of the Marine Automation and Propulsion Control Systems to the MARAD vessel Golden Bear.

The system must quoted Monitoring and Control System and the Propulsion Control System including clutch control, Safety-systems, Engine-control, and Engine Order Telegraph. Included is as well Pre-Engineering, Project Engineering, Installation, Commissioning, tests and sea-trial.

A project meeting is needed to clarify and conclude the technical solutions. This can be done at the same time as a kick off meeting of the project after received order and following pre-engineering.

Propulsion Control System

The existing system is in a way two systems as backup to each other. The quotation must cover one system, class approved, with necessary redundancy on i.e. field bus communication. With regards to control positions at the Bridge and in ECR ship will have Bridge control capability; however, primary and normal engine operation to be conducted in the ECR. Contractor to explain to MARAD and ship how the class companies approve marine systems today and how they will design and have approved the same logic as what presently exists. Contractor to provide a system that is equal to or better than existing system with all the logic that presently exists and Contractor design must pass all regulatory requirements with that same logic

Alarm Monitoring and Control System

A minimum of dual monitors with the Operator Stations in the ECR. The HMI will be user friendly with good overview for eventually later pump indication mimics and possible full integration of the Ballast System.

The Ballast System is interfaced with serial line and mimics at the Operator Stations.

This control will not be part of the planned upgrade; however, the display of the ballast tanks will be included in the upgrade. A future project will incorporate the control of the ballast system

The existing system contains eight (8) distributed I/O cabinets, if any more cabinets should be needed, example extension of the system, this would eventually be a CFR (Condition Found Report). To each cabinet, Contractor will provide CAN A/B but re-use power line

Contractor shall include dual monitors with the Operator Stations in the ECR. The monitor will be user friendly with good overview for pump indication mimics and future full integration of the Ballast System.

The Ballast System is interfaced with serial line and mimics at the Operator Stations.

Then the ballast valve computer, separate system or integrated in future etc.

Installation, cabling and installation equipment/material shall be included in this quotation.

Alarm and monitoring function

• Home page with shortcuts to all views

• User access login system

• Mini Trends for all tags in expandable operation dialogues

• Setting of Date & Time

• Mimic shortcuts in tabular views with tag pointing feature

• Split screen function for up to 4 views displayed simultaneously

• Display palettes day/dusk/night

• CPU and memory monitoring

• Self-diagnostic

• Online context help system

• On screen keyboard

• Favorites views

• Exhaust Deviation monitoring

• Inhibit functions / Indication

• Top bar with alarm indication and navigation shortcuts

• Alarm group view on expandable side bar

• Alarm parameters and tag details in expandable operation dialogues

• Alarm Detection / Indication with importance levels

• Adjustment of alarm levels and delays

• Alarm acknowledge

New System must support Password Protection with authorization levels from monitoring only, operational access to full system maintenance and configuration.

The built in Command Control mechanism must enable transfer of operational responsibility between different locations in accordance with classification requirements.

Operation

System operation must be quick and intuitive by using the view navigation mechanisms to display the requested view, and by using the tracker ball or mouse to pinpoint objects. Click on the object to open the operation dialog for basic operation. The dialog may be expanded to show additional information on each object such as mini trends and parameters.

Views

System must support various types of views such as Process Views illustrating process flow and List Views presenting process values and alarms in tabular form. Alarm and Event list shall show all existing alarms as well as historic alarms and events.

Trend views shall be available for presentation of user defined process variables.

System status views present status on input / output devices, self-supervision results, and parameter / configuration data.

All list views shall have extended filter and sorting functionality

History storage and Trend system

The built-in Trend System shall allow the user to define tailor-made trend views with any combination of process variables, ranges, time spans and other parameters. The trend system shall enable the operator to observe the development of process variables and component states over time. This is a required tool for machinery troubleshooting and process optimization.

The built in historic storage shall have at least 7 days capacity. Process values and internal calculated values will be stored in the history on all operator stations for all changes lasting more than 10ms. For extended history storage the contractor to supply a data log.

Self-diagnostics

The System shall have built-in self-diagnostics facility continuously monitors all system components and communication structures in case a failure is detected, an alarm is generated and corrective actions, such as fail-safe mechanisms, are automatically activated.

Electronic documentation

Project documentation such as system as-built documentation, functional descriptions, maintenance manuals shall be electronically stored within the system, and shall be readily available.

List views

System will provide list views for monitoring purposes. The list views include service description, tag number, numeric values and alarm status as appropriate. Each view is arranged in a tabular form.

Standard list views included:

• Active alarms view

• Alarm history view

• Custom views

• Tag summary view

• Event history view

• Counters view

• Signal override view

• Tabular views filtering and sorting

Process Views

In addition to the list views, System will provide tailor made Process Views illustrating liquid flow,electric connections, etc.

• PMS / single line diagram

• Auxiliary machinery systems

• Ballast system/cargo systems Process Views reflects the process diagrams and includes piping, instrumentation, valves, pumps and other process equipment as required for overview and operation of the equipment. Colors and symbols are according to Contractor’s standard.

Customized mimic diagram – monitoring only

Tank calculation and monitoring

The level gauging system gives the operator a tool to monitor the momentary filling and emptying of tanks. Capacity tables are stored into the system, and the result of the calculations are referred to and presented on the monitor.

Standard level / ullage correction is conditioned inputs not compensated for either specific weight, trim- or list corrections. The inputs may be via DPUs or / and serial interfaces from external tank gauging systems The following functions are available in the cargo control system:

• Monitoring

• Ship display including total weight of tank type contents

• Tank level / ullage

• Specific gravity

• Volume in Gallons

• Weight in Tons (English)

• Level / ullage correction without trim- and list correction

• Draught correction AP, FP, LPP/2 (if applicable)

• API display (American Petroleum Institute) (if applicable) Note: tank tables to be provided in excel format

Logging and printing

All alarm data shall be logged continuously. Every view shall be printed on request or set as scheduled print. It is also possible to store reports as pdf files on the disk and export to removable USB drive. Following can be printed

• Active alarms

• Alarm history

• Custom views

• Other tabular views

• Mimics

• Trends

Project Management

When the contract is signed, Contractor will assign a project manager who will be responsible for administration and day-to-day communication with the MARAD until delivery and installation of the system specified in the quotation.

Factory Acceptance Test (FAT)

The project manager is responsible for preparing an FAT procedure in accordance with Contractor’s Quality Assurance program. The test procedure will be sent to MARAD in due time before the actual test. The FAT is included in the quotation.

Customer Acceptance Test (CAT)

The project manager is responsible for preparing a CAT procedure for the delivered system in accordance with the Contractor’s Quality Assurance program. The test procedure will be sent to the MARAD in due time before the actual test.

Design freeze

The project shall define a design freeze date which leaves sufficient time for the

Contractor to produce, test and document the quoted system before FAT shipment. The design freeze date will be 12 weeks prior to FAT or shipment of equipment, whichever comes first. The System shall be an integrated propulsion control system, designed to manage all control, safety and alarm functions necessary for operating the main engines and all other accessories for propulsion control.

The System shall be based on a modular concept that allows flexibility in system architecture, covering a range from the most simplified to the most advanced propulsion control system available.

The System shall consist of a family of "distributed processing units" (DPUs) that are interconnected by a redundant field-bus, and operated by user friendly operator panels.

The main operator panel shall be used in the engine control room. It shall feature high-resolution full color graphic mimic touch displays and ergonomic handles.

PRESENT SYSTEM INSTALLED ABOARD SHIP

Data Control (Alarm and Monitoring) - approximately 900 points

Data Collection System (DCS) which would also be known as “alarm & monitoring” has about 900 points though some of these are virtual (such as exhaust temp. delta T, etc.).

The new system needs to have additional spare space included (characteristically there needs to be approximately 10% spare).

Propulsion Control System

A Propulsion Control System (PCS) which has a few interfaces with the DC. That system underwent complete upgrade in 2008.

Ballast Control System

A Ballast Control System (BCS), upgraded in 2012 should be maintained separate as it is interfaced with the ballast testing Integrated Monitoring and Control (IMAC) system.

As noted above, the Ballast system control will remain as is and only the display of tanks and systems will be included in the upgrade. A future upgrade will include the control of the Ballast system

Fire Control System

A Fire Control System (FCS), or more accurately 3 each FCS, which run the fire pump and valve logic. This will not be included in the upgrade and will be included into the new upgrade sometime in the future.

REFERENCES

Technical Marine Service (TMS) present Logic and System information Engineering Library with reference to all system parameters

STATEMENT OF WORK

Kongsberg (Contractor) is responsible for all aspects of the design and labor and materials and transportation and rigging of the equipment that makes up the new system to be installed aboard the vessel.

Contractor is responsible for developing design and passing regulatory review by the ABS and USCG – MSC who are the regulatory bodies for the TS Golden Bear.

Contractor must review the design with MARAD and Chief Engineer prior to submitting same to ABS and USCG-MSC. Any corrections noted by MARAD and/or Chief Engineer must be incorporated within the System prior to submittal by Contractor to ABS and USCG – MSC.

Contractor is responsible for the removal and proper disposal of the present system components that need to be removed to make way for the new contractor supply equipment and hardware. Chief Engineer and MARAD have the option of keeping whatever parts that are needed for the ship or MARAD purposes and those parts will be kept separate from the parts to be disposed of by Contractor.

Contractor to supply the following hardware at a minimum aboard the ship plus whatever items are required by the approval by regulatory bodies:

• 2 each monitors with associated keypad and Mouse in the EOS for Alarm and Monitoring System and Propulsion control and Fire System

• One each monitor with associated keypad and Mouse in the EOS for the Ballast Control System which must interface with the Ballast Testing Integrated Monitoring and Control (IMAC) system

• 2 each Central Processing Units (CPU’s) in the EOS that are redundant in nature and constantly updating data even though it may be in the standby mode. In the event on CPU fails, the standby unit will come on line immediately with updated data. This is not meant to be master and slave type of operation.

• 8 each cabinets exist in present system with 900 points total and approximately 10% spare space.

• EOS Throttle Control/Telegraph to be interfaced with the Propulsion Control System and Bridge Control Telegraph/Throttle Control. Primary Throttle Control to be in the EOS.

• Alarm panels that presently exist in the public areas to be upgraded to be used to with the System – Officer’s Mess, Upper Class Mess, etc Note: Ship is normally manned 24/7 and is not operated as ACCU attendance.

However, under some US Government type emergency situations ship may have need of ACCU status and therefore needs to have capability for that type of operation.

• HMI monitor that is presently situated in the Engineering Library to be upgraded to the be used with the new System with new keypad and mouse and monitor

• Additional monitors in the following areas

1. First Engineer’s and Assistant Engineers Offices on Main Deck– one monitor with keypad and mouse with all rights for alarm reply and silence and administrator rights via passwords

2. Chief Engineer’s Office on Main Deck – one monitor with keypad and mouse with all rights for alarm reply and silence and administrator rights via password

3. Chief Engineer’s office on 03 Deck Forward House adjacent to Chief Engineer’s cabin – one monitor with keypad and mouse and all rights for alarm reply and silence and administrator rights via password

• Bridge monitor to have capability for ACCU type operation in the event that the ship is called up for emergency purposes for US Government type operations.

Contractor’s system to have the following but is not limited to:

• Redundant CPU’s which are each capable of operating the system and are updated automatically and will operate immediately if the other fails for whatever reason

• Duel Network arrangement between the individual cabinets DPU’s and I/O devices to the EOS and CPU’s to insure continued flow of data in the event that any one component fails

• Self- Diagnostic capability with read out in the provided monitors and/or component indicating system

• Contractor’s new DPU’s and I/O devices to connect to the ship’s existing cables and transmitters and sensing devices in the field. The contractor is not responsible for the repair of a faulty field device or connecting cable.

• English units to be provided for readout of tanks and engines and other devices and equipment

• Ballast system will not have any controls from the new system and will only display tank levels. Controls will remain the same is existing including the Ballast Water Testing system

• Fire Pump control system will not have any control from the new system and will remain the same as existing

• Crash Astern – This is not an accepted practice as it could have negative effects on the ship’s equipment and machinery. The method that is used is that the ship is slowed from sea speed to stop then when the way is off, the engine is put slow astern to break the way on the ship. Under normal circumstances, the process is done manually. It is not intended that the design of the new system to be done automatically

• Normal engine operation is as follows

1. At Sea – one (1) engine or two (2) engine operation to drive shaft

2. Maneuvering – two (2) engine operation

3. Control from the EOS throttle control in reply to the EOT from the bridge signals.

• Clutch operation from the Propulsion Control.

The ship’s normal operation is contrary to the following statements by ABS:

46 CFR 62-35-5(E)(3) Remote propulsion control systems must be failsafe by maintaining the preset (as is) speed and direction of thrust until local manual or alternate manual control is in operation, or the manual safety trip control operates. Failure must activate alarms on the navigating bridge and in the machinery spaces.

SVR 4-9-2/11.7.1 In the event of power supply failure, the propulsion prime movers are to continue to operate at the last ordered speed and the propellers at the last ordered direction of thrust until local control is in operation or control power is safely resumed.

Therefore, in the event of a power supply failure, the clutch is to remain engaged. CFR cite is included for reference only.

Reasons for ship operating contrary to above CFR guideline:

The TS Golden Bear has two Enterprise V16 R5 Engines both connected to a common Reduction Gear via clutches driving a common shaft. Both engines have no engine-driven lube oil pump and rely upon electrically driven lube oil pumps to supply lubrication. The propulsion control supplies a single data signal to engage the clutch for either the port or starboard engine clutch control cabinet which is essentially a slave to the Propulsion Control. If there is a loss of power the engines need to disengage the clutch to prevent catastrophic failure of the engine(s) as they would have no lube oil supply. Additionally, if the both engines were running at sea and one engine had a mechanical failure of some kind, it would need to disengage the clutch so that the engine that has not failed does not turn over the engine that has suffered a mechanical failure to prevent further damage.

In other words, if power fails or if an engine has a mechanical failure the correct “fail safe” for the engine is to have it disengage the clutch NOT have it stay engaged.

It might be noted that the CFR probably is based upon a design of ship with one (1) main engine connected via clutch to a reduction gear which drives the one (1) shaft versus the arrangement of the TS Golden Bear that has two (2) main engines connected to via clutches to a common reduction gear driving a one (1) common shaft.

• Pump operation and other equipment will be via Contractor’s new monitor and cursor system to start and stop pumps and other equipment on the designated schematic for that system

• Throttle Control and Load Programming – manual and automatic

1. Throttle control will be done from the EOS manually with programmed speeds for Dead Slow, Slow, Half and Full Ahead (Forward and Astern)

2. For speeds above Full Ahead System will provide either manual or automatic controls

a) Automatic – Speed setting and then activation which will accelerate speed approximately 1 rpm per minute from Full Ahead to Speed Set position or for reduction in speed from sea speed to full ahead at 1 rpm per minute.

b) Ahead Manual – Speed above Full Ahead can be adjusted manual via pushbuttons (increase – decrease) and likewise for decrease in speed

c) Astern Manual – Speed above Full Astern can be adjusted manual via pushbuttons (increase – decrease) and likewise for decrease in speed

Contractor to schedule their contract as follows:

• Design system in preparation for submittal to ABS and USCG-MSC

• Review system design with Chief Engineer and MARAD for their approval prior to submittal to ABS and USCG-MSC. Corrections to design as agreed upon

• Submittal to ABS and USCG-MSC for review and approval

• Begin removal of old system and installation of new system after Day on the Bay cruise which is during the weekend of October 7-8, 2017

• Completion and Dockside testing for Regulatory agencies by December 1, 2017

• Docktrial = Dockside testing capability for USCG COI and ABS annual inspections prior to March 31, 2018 which is the due date for the USCG COI.

• Seatrial = Underway testing of the system during the Departure of ship from Vallejo CMA dock to San Francisco circa April 30, 2018. Testing to be done with ABS and USCG in attendance between Vallejo, CA and San Francisco, CA departure day from California Maritime Academy dock in Vallejo, CA.

• Additional Seatrial or underway testing and fine tuning. The ship will leave from San Francisco and transit to Long Beach, CA for propeller cleaning. This short passage of more than a day can be used by the Contractor for final troubleshooting and controls settings

Contractor spare parts and service capability must have the following to support the new System:

• International technicians in all major ports of Europe, United States, Asia and Central and South America. Technicians must be able to get to ship within 48 hours in any of the noted continents.

• Contractor’s installed system must have spare parts capability to supply parts within a 10 day period of time in the event a major component fails during cruise (normally from April to August annually). Parts must have support capability of at least 15 years or more so that all components in the Contractor’s system will able to be renewed if it fails from the Contractor’s stock or have an equally compatible component that will function similar to the failed part.

Training of the ship’s crew is required once the system has been commissioned and found acceptable by MARAD and Chief Engineer

• Provide a minimum of two (2) days of training to the ship’s Engineers and Deck Officers

• Provide handouts that outline the basics of the system as installed and also basic operational skills

• Provide advanced training to Chief Engineers (2) and First Engineer (1) with focus on changing setpoints and other specific operations necessary to keep the system operational and how to troubleshoot problems on same

Docktrial and Seatrial of the new system

• Contractor to supply the services of a technician who has commissioned at least three (3) Marine systems similar to Golden Bear for the Docktrial and Seatrial to make any necessary adjustments and corrections to programming if necessary

• Refer to the suggested schedule above for dates and events for the Docktrial and Seatrial

Service Agreement- To be done under a separate contract

• Contractor will be expected to enter into a multi-year contract with MARAD to make multiple visits per year for a Base Year and a 5 Year option. This contract will be done separately from this design and supply and install contract.

• Contract will be for annual assist and repair in preparation for the USCG COI and ABS annual inspection plus additional visits to be determined. Also included in the service contract will be agreements regarding out port service calls when ship is on cruise and away from the US.

DELIVERABLES:

Documentation

The following documentation is included:

3 sets of Instruction manual for each vessel

3 sets of Project data (Final drawings, Parameter settings) for each vessel

Note: Drawings must also incorporate the existing cable/sensor label with the Contractor’s new upgraded system

Spare Parts - $25,000 Manufacturer’s recommended Must be included:

• 2 each – DPU devices

• 4 each – I/O devices

• 2 each – monitors

• 2 each – keyboards

• 2 each – Mouses

• 1 only - CPU

Language

All documents are in English language. This also applies for name plates and caution plates. Name plates and caution plates will be supplied according to

Chief Engineer and MARAD requirements.

ADDITIONAL WORK AND SUPPLEMENTARY

Contractor to submit a written Condition Found report (CFR) to the COTR for any additional work outside the contract. Approval for additional work must be approved by either the COTR ($5000 or less) or the Contracting Officer (over $5000)

Contractor to provide cost breakdowns as they relate to labor, material, subcontractors and travel costs, if applicable. Supplementary costs must be approved by COTR by written CFR, RFQ, Quotation and Delivery Order process.

Supplementary Labor – 100hrs @ $____/Hr = $__________________

Supplementary Material - $20,000