Attachment 1 - TJ MCS TECH REFRESH SOW.pdf

NOAA THOMAS JEFFERSON

CENTRALIZED MACHINERY CONTROL SYSTEM TECHNOLOGY REFRESH

STATEMENT OF WORK

1. Introduction

1.1. Background and Purpose

The current Centralized Machinery Control System (CMCS) contains numerous obsolete components and supportability has become increasingly challenging. In addition, the current Tank Level Indication (TLI) system is a stand-alone system and not integrated into the CMCS.

Furthermore, the ship has undergone various modifications that have expanded the monitoring requirements. In FY2005, the Ship Service Diesel Generators (SSDGs) were upgraded to include tier 2 diesel engines. In FY2006, a bow thruster was added. In 2016 two of the ship’s fuel oil storage tanks were repurposed as sewage and grey water holding tanks and two ballast tanks were repurposed as Potable Water storage tanks to expand the ship’s operational time within No Discharge Zones.

This technology refresh effort is intended to replace the existing CMCS with a new system based upon a distributed producer/consumer model, consisting of Intel processor-based Human Machine Interface (HMI) displays, redundant PLC-based system, and remote alarm panels networked together. The new CMCS shall be comprised of Commercial Off the Shelf (COTS) equipment, packaged and mounted in the existing Main Control Station Console, CMCS components to be installed in a new Pilothouse Starboard Console that is being developed by another Contractor, along with Engineer’s Alarm Panels, and miscellaneous other components required to provide an integrated CMCS system.

1.2. Abbreviations

Acronym Definition ABS American Bureau of Shipping ACCU Automated Control system Certified for Unattended engine room. An ABS Class

Notation for unmanned propulsion space operation AI Analog Input AMR Auxiliary Machinery Room AO Analog Output ATS Automatic Transfer Switch CDROM Compact Disc Read Only Memory GFI Government Furnished Information CFR Code of Federal Regulations CDRL Contract Data Requirements List CMCS Centralized Machinery Control System CMMI Capability Maturity Model Integration DAU Data Acquisition Unit DE Diesel Engine DI Digital Input DO Digital Output DVTP Design Verification Test Procedure

EAP Engineers Alarm Panel ECP Engineering Change Proposal EOS Engineering Operating Station EOT Engine Order Telegraph FAT Factory Acceptance Test FCB Fire Control Box FCP Fire Control Panel FM Firemain FMEA Failure Mode Effects Analysis FO Fuel Oil FW Fresh Water GUI Graphical User Interface HP Horsepower Hz Hertz IEC International Electrotechnical Commission IEEE Institute of Electrical and Electronic Engineers MCS Machinery Control Station PLC Programmable Logic Controller PSTP Periodic Safety Test Procedures RTD Resistance Temperature Detector SCC Ship Control Console SW Seawater TLI Tank Level Indicator UPS Uninterruptable Power Supply USCG United States Coast Guard

2. Existing Centralized Machinery Control System

2.1. Overview of Centralized Machinery Control System

The CMCS continuously controls and monitors specific points in the vessel’s equipment and machinery spaces. Operators are immediately alerted to any abnormal conditions by audible alarms and visual indicators located on the Machinery Control Station (MCS) Console, Pilothouse Starboard Console, Mess Deck Engineer’s Alarm Panel, and at Engineer’s Alarm Stateroom Panels. Incorporated into the CMCS is a stand-alone fire detection system.

Propulsion controls are provided by pneumatically driven throttle control units, along with an Engine Order Telegraph System. Propulsion engine safety shutdown controls are also provided by independent PLC systems that are part of the CMCS.

Figure 1 provides a block diagram showing the major components that are part of the CMCS.

2.2. Machinery Control Station (MCS) Console

The MCS console is the central terminal for the machinery plant monitoring and alarming. All signal conditioning and alarm functions are located in card racks within the console, providing easy access for maintenance and repair.

Dual lamp Indicators are used to display all alarms and status indication. Digital meters provide continuous display of pressure and temperature. Illuminated pushbuttons are provided to activate and display the function.

The Propulsion Throttle Control Unit, Engine Order Telegraph, Watch Call, and Attendance Monitor units are mounted on the MCS panels. A control switch transfers all propulsion control functions to the Pilothouse Starboard Console for unattended operation.

2.3. Pilothouse Console

The Pilothouse Starboard Console has full control of the propulsion system when transferred from the MCS. In addition, the console provides vital and summary alarm indicators from the monitoring and alarm system, Throttle Control Unit, Engine Order Telegraph, Attendance Monitor, and a supervised Fire Detection System Annunciator panel.

2.4. Engineers Remote Selector Panel

An Engineer’s Remote Selector Panel is provided on the MCS to select either the Chief Engineer’s or the 1stAssistant Engineer’s (AE) Stateroom panels.

2.5. Engineers Stateroom Panel

Identical Engineer Stateroom panels, located in the Chief and 1st Staterooms, along with a panel in the Mess, allows summary alarms for the vital alarms to be visually displayed along with an audible alarm. The audible alarm on this panel only can be silenced (not acknowledged), allowing the visual indication to continue to flash, but the system audibles are active until

Figure 1: THOMAS JEFFERSON CMCS acknowledged at the MCS consoles. In addition to the summary alarms displayed on the panel, Watch Call and Assistance Needed functions are also provided on this unit.

2.6. Watch Call System

The Watch Call System consists of a master control panel and remote panels located in the engineer’s staterooms. To Initiate a call, the selected engineer’s switch is depressed. The switch illuminates, and the audible and WATCH CALL indicates in the stateroom. The correct response by the called engineer is to depress the ACK button. This silences the audible and extinguishes both illuminated indicators. (The master station can cancel the initiated call by pressing the MASTER CANCEL switch.)

2.7. Assistance Needed Alarms

Two actions will cause the Assistance Needed Alarm to activate: either depressing the ASSISTANCE NEEDED push button on the MCS console, or failure to acknowledge any alarm at the MCS after a 30 second time delay. Visual indicators are also located on the Engineer Stateroom Panels.

2.8. Attendance Monitor

The Attendance Monitor allows the Bridge operating personnel to monitor the engineer on watch in the machinery spaces during manned operations. The Pilothouse Starboard Console initiates operation of the monitor, and the engineer on watch must respond to the periodic monitor audible and visual indicator, ATTENDANCE MONITOR, by depressing the illuminated pushbutton within a set time. Failure to respond results in a “FAIL TO REPORT” alarm which should be investigated.

2.9. Power Supply

The Main Power Supply converts the ship’s supply to 24 VDC using high reliability solid state and heavy-duty components. An integral battery charger and battery bank provide instantaneous backup power in the event of failure of the normal and emergency ship’s power. An Automatic Bus Transfer (ABT) switch provides rapid failover from the normal power feed to the emergency bus.

2.10. Indicators

Several types of display indicators are used in the Monitoring and Alarm System:

a. Direct Reading Pressure Gauge

b. Direct Reading DC Voltmeter

c. Digital Meter for Pressure and Temperature

d. Dual Lamp Indicator to display alarm status of a monitored point.

All continuous displays of monitored parameters are indicated on digital meters. Red, seven segment LED, 0.3 inches high characters are used in the display. A filter snaps on the front to provide easy, glare-proof visibility. The two-meter scales used on the MCS console are 250 mv for 250 full scale and 1.2 volts for 1200 full scale. The displays are used for pressure and temperature parameter readings.

2.11. Sensors

The basic elements of the monitoring system are the sensors. The various types used are dry contacts (positioned mechanically), pressure switches, temperature switches, flow switches, level switches, thermocouples, RTDs and transducers. Each perform a specific function or provides an analog signal that is processed for either display, alarming at setpoints, or both.

All switch type sensors operate in the same manner: a movement of a normally open microswitch actuator caused by either a mechanical roller or shaft, pressure diaphragm, capillary tube or liquid flow. Normally closed contacts that open for abnormal conditions are used to indicate the alarm status and as a secondary function, monitors the two conductors (cable) status. A cut cable or broken connection will cause the alarm to activate.

Resistance Temperature Devices (RTDs) are made of 100-ohm platinum and measure temperature accurately by changing resistance with temperature.

RTDs are sensor inputs to a Transmitter Module that processes the change in resistance to a current loop (4-20 ma) output. The 4-20 ma signal is further conditioned at the Receiver Module to provide means of calibrating the channel by an adjustment to the zero and span. An adjustment setpoint provides an alarm output signal and drive a digital display meter.

Thermocouples (TC) are normally used to monitor engine cylinder and exhaust temperatures.

The thermocouple generates a small voltage which is a function of the temperature at its tip (junction). These sensors receive the same signal conditioning as RTDs for monitoring and alarms. TCs also can be monitored by a microprocessor-based monitor to continuously scan each channel for display, alarms for high temperature, as well as differential temperature.

2.12. Temperature Monitor

The TM-5O00E is a computerized Temperature monitor designed to sample up to 32 channels of either thermocouples or resistance temperature alarm devices (RTD’s). The TM-5OOOE processes the measured values, calculates group averages, and the difference between channel and averages. Measured and calculated values are then compared to setpoint values.

When setpoint levels are exceeded, one or more alarm relays are actuated and alarm statements appear on the display.

Specific characteristics (i.e. number of channel’s, groupings, alarm and setpoints) are programmed into the computers READ ONLY MEMORY (ROM) per the application requirements. Field changes are accomplished by replacing the ROM.

All channels are continuously sampled and compared in less than 2 seconds, although the display is updated at the slower rate of one channel every two seconds. A channel status statement, sent over a serial link, at 300/1200 Baud, indicates channel number, measured and differential readings, and each alarm relay status. This information can be sent to other computers, terminals, data loggers, printers, and modems if so required. Setpoint values can be viewed directly on the LCD display and pre-programmed with the front panel keypad and program switch. There is no loss of protection while setpoint values are being changed.

2.13. Engine Order Telegraph

The Engine Order Telegraph System or EOT allows the Bridge operating personnel to communicate propulsion orders to the engineer on watch at the MCS Console for attended operation.

Indicators display the command and response action and an alarm bell advises of any misaligned selectors. A WRONG DIRECTION alarm bell or buzzer will sound if the MCS selector is aligned in the opposite direction and until the shaft has stopped and rotates in the ordered direction.

2.14. Machinery Junction Box Units

Junction-Box Units provide the interface between the machinery and the MCS console.

Various cables enter each junction-box from the sensors located on or near the particular machine. Each J-Box contains pressure transducers, signal conditioning for RTD or TC inputs and routes the signals to the MCS via one (1) cable. Junction-Box units are used for the Main Engine, Auxiliary Engine, each Generator Engine, and the Emergency Generator Engine.

2.15. Fire Detection System

The Fire Detection System is a supervised, stand-alone, US Coast Guard approved system.

The Fire Alarm Panel houses the electronics that monitor the various sensors in the system.

Ionization (smoke) detectors, thermal (rate of rise) detectors, and manual pull stations normally are used in a system, depending upon the area to be monitored.

Power from the ship's normal and emergency bus, together with an internal battery bank, insure continuous operation under all conditions. Transfer to the battery bank causes a system Trouble Alarm to be activated with associated audible and visual alarm indication.

2.16. Control Air System

The Control Air System provides single lever Main Engine and Auxiliary Engine control from one location: Pilothouse Starboard or MCS Consoles or at the local control station for the propulsion engine. The design incorporates the following functions:

a. Only one engine will drive the propeller at any time.

b. Engine selection or transfer may only be accomplished if the receiving engine is running.

c. Control must be in neutral, all clutches exhausted, disengaged, and the shaft brake engaged.

d. To engage the Auxiliary Engine Ahead or Astern, the Auxiliary Gear Forward or Reverse must be engaged before engaging the Auxiliary Input Clutch on the Main Gear.

e. Provides interlocks to prevent Auxiliary Engine overspeed following engine transfer.

f. Provides an interlock to prevent engine stall following high speed reversal.

The control air system consists of an air treatment panel, control heads (Mathers throttle control units), transfer switch, main engine clutch control, auxiliary engine clutch control, shaft brake control, and air regulator.

2.17. Miscellaneous MCS Subsystems

2.17.1. Shaft Revolution Counters

The Shaft Revolution Counter employs a non-contact method of counting the total number of revolutions a shaft has accumulated, turning in either direction. The system consists of a small steel target attached to the propeller shaft or shaft coupling, one proximity sensor, and one junction box. A centrally located driver and readout module completes the system.

The MCS enclosure contains all the remaining circuitry, printed circuit board, power supply, digital display, battery back-up, and other components required for system operation.

The Digital Revolution Counter display is a self-contained, 8-digit, 7-segment LED PCB which contains all the circuitry necessary to provide a continuous total revolution count readout for the shaft. A means of clearing (reset) each display is provided. Inadvertent resets are prevented by use of a keylock switch located on the MCS console.

2.17.2. Automatic Shutdown PLC for Main and Auxiliary Engines

Automatic shutdown of the Main and Auxiliary Propulsion Engines are accomplished with SLC-150 and SLC-100 Programmable Logic Controllers (PLC). The programs for the PLCs are standard ladder logic programs stored on an EPROM.

2.17.3. Generator Shutdown Panel

The electric plant generation system includes a Generator Shutdown Panel that provides an automatic standby start functionality if an SSDG fails. This functionality is implemented in an Allen-Bradley Model 1745 programmable controller.

2.17.4. Bilge Level System

The bilge level is monitored in the Steering Gear compartment (two each), Forward Machinery space, Aft Machinery space, Bow Thruster Void, Transducer Void, and Potable Water Machinery Room (two each).

The level sensors for machinery bilges are located at different levels to monitor high and/or high-high levels. The Oily Waste Separator running time is monitored and set for 30 minutes to detect excessive run time due to flooding of the bilge.

2.17.5. Ground Fault Detection

Ground fault on the 24VDC power system is provided by two lamp indicators. For normal plus (+) and minus (-) DC voltage floating above ground, both indicators will be equally illuminated DIM. A ground fault on the +24VDC bus will extinguish its indicator (L1) and cause the 24VDC common indicator (L2) to be illuminated brightly. Partial grounds or leakage will cause an imbalance in the intensity of each indicator. The lowest intensity indicator indicates the fault.

3. CMCS Technology Refresh Requirements

3.1. General CMCS Requirements

The new CMCS shall be designed in accordance with ABS Steel Vessel Rules and shall retain the ACCU notation and ABS certification of the present CMCS. System and hardware requirements shall also meet USCG CFR Part 62 Vital System Automation and Subchapter J, and IEEE-STD-45.

The new CMCS shall be based on a redundant PLC hot back-up solution, providing automatic failover on the loss of the primary PLC processor and without loss of CMCS functionality. PLC redundancy modules and a dedicated high-speed data link shall be used to provide the hot back-up failover capability for the PLC pair.

The PLCs shall be manufactured in the United States with a history of supportability greater than 20 years. The PLC make and model shall be supportable for 10 years after it is installed on the vessel.

The new MCS design shall utilize a minimum of ten (10) slot chassis with a minimum of two spare slots in order to provide the most effective and efficient distribution of shipboard I/O, as well as limiting the loss of I/O and control capability in the event of a chassis failure. The redundant PLC pair shall reside in the MCS console. PLC Remote I/O chassis may be used for interfacing signals not directly interfaced to the PLCs in the MCS console. PLC processors shall include a removable, non-volatile, solid state memory card for backup storage of the machine level code. All PLC units shall be provided power from dedicated power supplies. PLC modules shall be hot swappable allowing for removal and re-insertion while under power.

HMI workstation display computers shall be provided to give the CMCS operator(s) machinery monitoring and control capability and situational awareness. Each HMI workstation shall be capable of displaying all monitored data. Monitoring data shall be synchronized at all HMI workstations. Commands issued from the HMI workstations shall be sent to the PLC processors and acted upon as plant conditions allow.

PLC processors and HMI workstations shall interface with each other using a dedicated redundant Ethernet Local Area Network (LAN)providing protection against a single cable fault.

New CMCS enclosures shall be rated NEMA 4 or IP65. The CMCS shall satisfy environmental requirement of ABS SVR Part 4, Chapter 9, Section 8. Any reused existing enclosures shall be restored to their degree of enclosure prior to any modifications.

All incoming signal wires to the MCS and Pilothouse Starboard Consoles, and junction boxes shall be wired to terminal blocks.

3.2. Machinery Control Station Console

The Machinery Control Station (MCS) Console enclosure shall be retained and re-purposed for the new CMCS components. The MCS has two upper panels and two lower panels. The majority of the components shall be removed from both the inside the MCS enclosure and from the face and desk panels of the MCS. The old MCS Console panels themselves shall be discarded and new console panels shall be fabricated and installed in their place.

The following panel-mounted components shall be retained and mounted in the new panels:

a. Control Air System components

b. Shaft Revolution Counter

c. Rudder angle indicator

d. Steering station non-follow-up control lever

e. R/O system remote control panels

For MCS console’s two upper panels, a total of four HMI display units shall be installed: two on each panel. Each HMI display shall be a minimum of 19-inch viewable image size. The HMI displays may be either LCD or LED and shall be touch screen units and include connections to shared keyboards and trackballs. A total of two keyboard/trackball units shall be installed in the lower panels: one on each panel.

The panel-mounted HMI displays shall be connected to fan-less brick style ruggedized HMI workstation computers. Each HMI station shall be capable of monitoring the entire machinery plant.

The functionality of the following panel-mount pushbuttons shall also be retained but replaced with new pushbuttons:

a. Main engine in control button

b. Auxiliary engine in control button

c. Generator start buttons

d. Generator emergency stop buttons

e. Main engine emergency stop button

f. Auxiliary engine emergency stop button

The components inside the MCS console shall be removed with the exception of the Control Air pneumatic components related to propulsion control. The new MCS components shall be installed in their place. These items shall include the redundant PLC equipment as detailed in Section 3.14 along with wiring harnesses to terminal blocks, HMI displays and workstation computers, redundant Ethernet communications, DC power supplies, and power distribution components.

The TLI enclosure located to the right of the MCS console still retains some TLI circuits but it was re-purposed to house the Main and Auxiliary Propulsion Shutdown PLCs. The Main and Auxiliary Propulsion Engine Shutdown PLCs shall be removed and integrated into the CMCS as detailed in Section 3.14. This enclosure shall be retained and reused. Any miscellaneous components no longer needed shall be removed. New I/O terminal blocks shall be installed to interface field wiring and new install cable harnesses for replacement the Main and Auxiliary Propulsion Shutdown and TLI functionality. This enclosure may also be used to house any other PLC equipment required to integrate these functions into the new CMCS.

The EOT units at the Machinery Control Station, Pilothouse Starboard, and at the local control station shall be removed and replaced by new (Prime Mover Controls (PMC) EOT system being provided as GFE by NOAA.

The existing Mathers Throttle Control Units at the Machinery Control Station and Pilothouse Starboard Consoles shall be retained and re-installed in the new MCS face panels. Additional details are provided in Section 3.12.

The existing CMCS 24VDC Power Supply Unit shall be removed and replaced with a new CMCS UPS and redundant 24 VDC Power Supplies as detailed in Section 3.6.

The Dynalco TM-5000E equipment and associated thermocouple cables that connect to the unit shall be removed. This functionality shall be integrated into CMCS. This includes the associated datalogging equipment.

The following local control boxes behind the MCS console shall be removed and their functions shall be incorporated into the HMI:

a. Overboard Open/Close

b. Firemain Crossover Open/Close

c. Saltwater Supply Open/Close

d. Ind Bilge Suction Open/Close

e. Bilge Pump Off/On

f. Fire Pump Off/ON

The existing Datalogger enclosure and associated cabling to the MCS console shall be removed and be integrated into the new CMCS.

3.2.1. SSDG1, 2, and 3 I/O Interface

A number of I/O signals from the SSDG engines are currently provided via a serial data bus from the SSDG Engine Control Module to the MTU Monitoring Boxes located on top of the MCS

Console. These signals shall be integrated into the CMCS design. The MTU Monitoring Boxes shall be removed along with any unused cabling. Note that a second serial data line is interfaced from the SSDG engines to a separate standalone Engine Diagnostic PC Unit. This external PC unit and its signal interface shall be retained and will not be part of the CMCS.

There are redundant SSDG engine sensors that currently interface to the CMCS, cabling to these redundant sensors shall be removed. NOAA will remove the sensors.

The Control Air transducer from SSDG 1 shall be integrated into the CMCS.

3.2.2. Auxiliary Propulsion Engine I/O Interface

Existing signals and functionality that interface the Auxiliary Propulsion Engine to the CMCS including the Auxiliary Propulsion Engine Shutdown function shall be provided in the new CMCS.

3.2.3. Main Propulsion Engine I/O Interface

The EOT unit on the gauge panel will be removed and replaced by the GFM PMC EOT unit and integrated with the EOT unit in the Pilothouse Starboard and MCS Consoles. As detailed in Section 3.8

Existing signals and functionality that interface the Main Propulsion Engine to the CMCS including the Main Propulsion Engine Shutdown function shall be provided in the new CMCS.

The existing Ballast Tank Level Indicator (TLI) panels in the Main Engine Room shall be removed and replaced by a new CMCS Operator Interface Panels (OIP) as detailed in Section 3.4.

3.3. Pilothouse Console

The Pilothouse Starboard Console which includes CMCS equipment is being re-designed by another Contractor as part of this overall Technology Refresh program. The Contractor shall provide and integrate a combination of existing and new CMCS components. The Contractor will be required to provide instruction on removal of the existing CMCS components and integration of the new CMCS upgrade for this Pilothouse Starboard Console.

Space will be reserved for a single HMI display which shall be installed on the front panel of the Console. The HMI display shall be a minimum of 19-inch viewable image size.

This HMI displays may be LCD or LED units and shall be touch screen units and include connections to shared keyboards and trackballs. The keyboard/trackball unit shall be installed in the lower panel.

Since there is only a single HMI in the Pilothouse Starboard Console, some existing hardwired controls and indications may be retained to ensure continued safe operation in the event of the HMI failure.

In addition to the HMI display, space shall be reserved for the new contractor provided HMI brick computer, remote PLC I/O rack, any associated signal termination panels, and Ethernet switches as required to be mounted inside the Pilothouse Starboard Console.

The legacy EOT unit will be removed and replaced by GFE PMC EOT unit.

The Mathers Throttle Control Unit shall be retained along with the associated Control Air components and re-installed in the new Pilothouse Starboard Console.

3.4. TLI Operator Interface Panels (OIP)

Currently, four Tank Level Indicator (TLI) local gauge manifolds are mounted in two locations.

Two Ballast Tank TLI manifolds are mounted on the inboard side of the ladder by the Auxiliary Engine. These shall be removed and replaced by a new TLI OIP. Two Fuel Tank TLI manifolds exist on the STBD side of the Main Engine and will be removed and replaced by a second OIP.

The new TLI OIP shall include an HMI touchscreen display, HMI PC brick computer, power supplies, and speaker. HMI display may be either LCD or LED and shall be a minimum of 19-inch viewable image size. Display information shall be restricted to appropriate TLI information at that location.

The recently added TLIs for the Sewage and Grey Water Holding Tanks and Potable Water Storage tanks shall also be integrated into the CMCS.

3.5. Engineer’s Operator Interface Panel

A new Engineer’s OIP that can display all CMCS information but does not provide control capability shall be installed in the Chief Engineer’s office/state room. The new Engineer’s OIP shall include an HMI touch screen display, HMI PC brick computer, power supplies, and speaker.

The HMI display may be either LCD or LED and shall be a minimum of 19-inch viewable image size.

3.6. Power Supply

The existing CMCS 24VDC Power Supply unit shall be removed and replaced by a new Uninterruptible Power Supply (UPS) system that feeds 120 VAC UPS power to redundant 24VDC power supply units in the Machinery Control Station Console. The new UPS shall be fed from both Main and Emergency 450 or 120 VAC ship’s power sources. An Automatic Bypass Switch (ABT) shall be incorporated in the UPS design to automatically switch between the two input power sources. Any transformers required to interface the UPS to ship’s power system shall be provided by the Contractor.

The new UPS System shall be located near the Machinery Control Station. The UPS shall be capable of powering the entire CMCS for a minimum of 30 minutes when all shipboard power is lost or secured. The UPS shall include a manual Maintenance Bypass Switch, located external to the UPS in order to maintain continuous power to the CMCS, while performing UPS battery or other UPS maintenance actions. The UPS battery tray(s) shall be hot swappable and provided with slide out or open access for removal and maintenance activity. Selection of UPS and batteries should consider commonality with other ship UPS systems.

The CMCS 24 VDC Power Supply Units shall be an N+1 design so that when a power supply fails, the CMCS continues to operate normally. Failure of either the UPS or any 24 VDC Power Supply shall be alarmed.

3.7. Sensors

A preliminary CMCS Alarm Signal List is provided in Section 9.4.1 reference f. This list summarizes information for the alarm signals that interface to the MCS Console. The Contractor shall validate and update this information prior to incorporating it into the new CMCS design.

A new signal interface specification shall be developed by the Contractor using the NOAA CMCS Signal List to encompass new derivations and setpoints for the new signal requirements.

This new Signals List shall be delivered in iterations, as required, to NOAA when there is an official revision that impacts the baselined software or hardware. See Section 4.3 drawing requirements for details.

The existing pressure transducers for main and auxiliary engines that are currently located on associated junction boxes shall be replaced. These sensors must be equivalent performance standards and integrated to the new CMCS. New sensors or transducers shall be approved by NOAA prior to use.

To support a future CMCS enhancement to integrate the Bow Thruster and HVAC Systems, the CMCS design shall incorporate installed spare capacity that includes an Ethernet port for interfacing to the Bow Thruster and a serial communication interface (details to be provided during design phase) for the HVAC units.

3.8. Engineer Order Telegraph (EOT)

Currently two pairs of Engine Order Telegraph (EOTs) units exist on the ship. One pair connects the Pilothouse Starboard Console to the MCS Console. The second pair allows the MCS Console to send orders directly to the engine room. These four EOT units will be removed and replaced with three 8202 series units manufactured by Prime Mover Controls Inc. (PMC). These three units will all be interconnected thus eliminating the need for two EOT units in the MCS Console.

This EOT unit will be GFE but the Contractor will be required to integrate this system into the new CMCS.

3.9. Watch Call and Assistance Need System

The existing Engineering Alarm Panel System shall be removed. This includes Engineers Stateroom Panels in Chief Engineer’s and 1st AE’s Stateroom, Mess Alarm, and the Engineers Remote Selector Panel on the MCS Console. All associated cabling with this system shall be removed.

The Contractor shall provide and install a new Watch Call and Assistance Needed System that satisfies ABS ACCU requirements and integrate it with the CMCS. The new system shall be based on a serial data design. The new system shall include panels in the Chief Engineer’s, 1st AE’s, 2nd AE’s, and 3rd AE’s Staterooms as well as the Mess Deck. Current functionality in the existing Engineer’s Alarm Panel System shall be incorporated.

3.10. Attendance Monitor

The Contractor shall incorporate an Attendance Monitor function into the CMCS that satisfies ABS ACCU requirements and that provides the Bridge personnel with a means to ensure that the engineer on watch is not injured, is alert, and is able to respond to the monitor. When enabled, every thirty (30) minutes, CMCS shall provide visible and audible notification to the CMCS watchstander that he/she needs to press the Attendance Monitor HMI button. When this button is pressed, the next thirty-minute cycle will begin. If the button is not pressed within two (2) minutes of the notification, CMCS shall generate a Fail to Report alarm.

3.11. Fire Detection System

The existing Fire Detection System is a Concilium system with a MODBUS interface. The System includes two remote panels: one in the Pilot House Starboard Console and one in the MCS Console. Subject to ABS approval, these two remote panels shall be removed, and their functionality integrated into the new CMCS. This integration shall include receiving alarms, monitoring and control signals and output alarm acknowledgment and controls.

3.12. Control Air System

The existing Control Air System shall be retained and re-installed as part of the updated CMCS.

The MCS Console Control Air System pneumatic air connection to the existing Mathers Control Head throttle unit shall be modified as needed and a working system re-established at the MCS Console.

Similarly, the Control Air System pneumatic air connection from the MCS Console to the existing Mathers Control Head throttle unit at the Pilothouse Starboard Console shall be re-installed and modified as needed and a working system re-established.

3.13. Data Log Printing

A color laser printer shall be provided as part of the updated CMCS. This printer shall support two-sided printing. The printer shall be attached to the CMCS network so that it is available from other CMCS units. The printer shall be integrated into the CMCS design to allow the printing of HMI screens, reports, and data logs. The operating system software shall support the replacement of or addition of future printers by NOAA with the inclusion of available software drivers.

3.14. Proposed CMCS Architecture

The Contractor shall develop a PLC-based system architecture as detailed in this section. The Contractor will be responsible for the final design and its implementation.

The two identical and redundant PLC processor racks shall be installed in the MCS console located at each end. Upon startup one of the processors shall become the primary while the other shall become the backup. The primary processor shall perform all monitoring and control of the system, while the secondary is constantly synchronized with the primary via the redundancy link. In the event of any failure of the primary processor, control shall immediately transition to the backup processor as it shall then be the master controller. A means shall be provided to allow the operator to switch between primary and backup PLCs.

The ACCU functionality of Main and Auxiliary Propulsion Engine Shutdown PLCs in the MCS Console shall be incorporated into either the new CMCS PLC pair or into new dedicated Shutdown PLCs in MCS console, depending Contractor’s design and approval by ABS. In addition, no electronic back-up or paper copy of either the Main or Auxiliary Shutdown PLC program are available from NOAA. Guidance on the propulsion shutdown functionality is provided in Section 9.4.2 reference a, but the Contractor shall be responsible for implementing this new design.

A similar ACCU functionality exists for electrical system. An SSDG Standby Generator PLC is located in the Shutdown Panel near the Switchboard nears to be replaced and integrated into the CMCS, as detailed in Section 3.19.

HMI workstations and OIPs shall have a COTS-based industry-standard operating system.

Loss of a CMCS workstation shall not result in the loss of any other CMCS component.

3.15. HMI Design

The Human Machine Interface shall be designed in accordance with Section 9.3 reference i.

HMI display type may be either LCD or LED type and shall include touch screen capability.

Keyboards and trackballs shall be incorporated as noted earlier. Hardwired pushbuttons, indications, and gauges shall be installed as required to meet ABS certification requirements or operational requirements.

For information displayed to the operator in alphanumeric form, the update rate shall be 1 Hz or greater for non-tank level indications. The update rate for tank level indications shall be optimized or configured for filtering to reduce cyclic behavior due to ship’s motion.

For analog information for which the rate of change is significant to the operator, the information update rate shall be presented in graphical format and shall be updated at 2 Hz or greater.

For commands to machinery, the update rate shall be sufficient to ensure the absence of undesirable dynamic behavior such as limiting cycling, hunting, instability, or jitter within the operational limits of the machinery device.

For discrete information displayed to the operator, the display rate shall be 2 Hz or greater, The application shall incorporate provisions to disable the keystroke combinations that permit immediate system shutdown, access to concurrently running applications and direct access to the operating system. These keystrokes are as follows: CTRL-ALT-DEL, ALT-TAB, ALT-ENTER, ALT-F4, SHIFT-DELETE, CTRL-F4 and CTRL-ESC.

For touch screens, a means shall be provided for the operator to disable the touch screen such that the display can be cleaned without activating HMI functions, without interruption of the display of HMI Graphical User Interface (GUI) pages, and while maintaining control of the HMI functions from the keyboard and trackball with two select pushbuttons.

In combination with operating system security measures, the HMI application shall incorporate security features to require and distinguish between user access levels. HMI screens for Operator use at the Pilothouse Starboard Console shall be monitoring only.

In situations where there are local and remote controls, the local/remote switch position shall be monitored and displayed. Remote control functions shall be unavailable when in local control.

Abbreviations used on MCS HMI screens shall conform to Section 9.3 reference p.

This hierarchy of the screens, as a minimum, shall include the following: overview, system, and subsystem levels as required to display all relevant data. Links to any other required applications shall be provided. The use of keystroke combinations as the means of accessing separate applications shall be avoided. Upon return to the HMI application, the operator shall be returned to the previously displayed HMI/GUI mimic page.

The main window shall display the node name, user currently logged on, the current user access level, and provide the proper access and control capabilities for the application. Any required access to the operating system, application, or system configuration shall be coordinated from this area. Any system management or configuration actions or other actions associated with particular user rights shall be initiated from this page. This area shall also be used to display general application information including software versions.

System status page - A page shall display the current status of the MCS equipment and its network. The systems shall initialize as abnormal until it is recognized and reported as no fault. Once a fault or alarm is diagnosed by the system then the appropriate description and level of alarm shall be reported to the system status page to inform the operator. This information shall be displayed sequentially, in a predetermined order, on a series of system-based pages. As a minimum, the display shall present parameter name, engineering units, actual value, alarm set points, and range. Alarms shall be clearly differentiated from other parameters. Parameters shall be grouped by system.

3.16. Machinery Control System Network

A fast switching redundant local area network system, based on the Ethernet family of standards in Section 9.3 reference m, shall be installed inside an enclosure to communicate between all components of the CMCS, such as PLC chassis, HMI display workstations, Portable laptop units, OIPs, and data loggers.

Ethernet cables routed between CMCS components shall be copper for connections within the same ship space and shall be fiber optic when the cable routing is between two or more ship spaces. Ethernet copper cabling shall be a minimum CAT 5E. Fiber Optic cables shall include a full set of spare fibers with fiber terminations for easy field substitution.

Network component switchover shall not cause malfunction of the MCS for longer than 3 seconds, during which time the MCS will continue to operate at the last inputted parameter. A malfunction is defined as the inability of MCS units to communicate with MCS component for more than 3 seconds. All nodes shall identify and attempt to recover from communication errors by re-transmitting messages over the original communication path. If original path retransmission fails, retransmission over alternate paths shall be attempted. The MCS shall send test/health messages between its units at least once every minute and all errors shall be reported to on the MCS System Status Page.

3.17. Supervisory Control HMI Processing

The HMI workstations and OIPS shall utilize an HMI software package that is widely used, 3rd -party supplied, industry standard, and that has been previously integrated with the PLC sub-system being used.

3.18. Monitoring and Control System Requirements

All CMCS display stations shall have the ability to monitor all the engineering plant signals and status of the CMCS system. Control shall be at any console with the applicable privileges based on the operator rights and the node designated for control of a machinery and or space(s).

3.18.1. General Software Requirements

The Contractor shall demonstrate Capability Maturity Model Integration (CMMI) Level 2 or 3 type practices without the necessarily requiring certification (some are outlined below to endorse repeatability and good software development practices).

Creation and development of software shall be disciplined with proper development and change management processes. There shall be no ad-hoc software builds or patches in a deployed or locked down version of the MCS software package. The Contractor shall establish a Configuration Control Board (CCB) and shall conduct documented peer reviews and Software

Quality Assurance approvals. All discrepancies from the system test shall be documented and reviewed in the CCB for the purpose of analysis, correction, implementation in a future revision, and subsequent testing. NOAA shall be included as an observer and invited participant for the formal CCB meetings.

All source code and executable files shall be managed in a central repository and maintained using commercially available configuration management software and then turned over to the NOAA program office after successful commissioning of the developed system and again as an updated version at the conclusion of each warranty year period.

PLC programming languages shall be in accordance with Section 9.3 reference g or similar.

The Contractor shall prepare software documentation as detailed in Section 4.3.

The Contractor shall follow Section 9.3 reference o or later to establish a common framework for software processes, activities, and tasks that are to be applied during development of CMCS. The overall system requirements shall be identified and documented in the System Design Requirements (SRDs). These system requirements shall be further derived into software and hardware requirements specifications documented as HWRS & SRS respectively. After completion and acceptance of these requirements by NOAA, then the Contractor shall proceed with software and system development.

The Contractor shall prepare and conduct CMCS Design Reviews as detailed in Section 4.2

3.18.2. Signal Interface Requirements

The MCS software shall allow the operator to specify any sensor or equipment known to be unavailable for monitoring. The operator shall have the option of setting the signal(s) out of service or entering a default value (override) for the sensor. The signal’s displayed value shall be clearly distinguished as being either out of service or having a default (override) value set. If the signal is set out of service, the signal input value shall also be unavailable for any automatic sequencing control.

An MCS page shall be provided to display a list of out of service signals and their default values.

3.18.3. Monitoring and Control HMI Software

3.18.3.1. Alarm Requirements

Each signal along with new MCS derived signals shall be checked and verified in accordance with the information and updated requirements of this section. Alarm audible tones shall be annunciated and listed in the highest order at the associated station in control on a priority basis, such that higher priority alarm unacknowledged tones will mask lower priority alarm unacknowledged audible tones.

Alarm information messages shall be displayed on the video displays in one of three modes:

“Unacknowledged”, “Acknowledged” or “Reset”. The three modes shall be clearly differentiated using different color text in the alarm page. Alarms shall only be acknowledged at the station-in-control. The acknowledgement and reset of alarms shall be recorded and shall include the time of event and the MCS station acknowledging the alarm. Nuisance alarms due to secured equipment, ship motion, and normal transients shall be prevented by use of inhibits, time delays, hysteresis, or other techniques. Set points, alarm logic and circuitry shall protect applicable components or systems without being affected by normal changes of the signals.

Alarm messages shall include alarm or parameter name, alarm state, such as low and high, signal value, units, and set point, as applicable.

Alarms shall be listed and viewable in the alarm window per the highest level of priority as unacknowledged following order by Priority levels of audible alarms shall be provided as follows:

a. Level 1 shall be a red alarm defined as main propulsion shutdown, electrical system shutdown, or any ship control failure/shutdown, or pose as a direct hazard to personnel

b. Level 2 – Not used

c. Level 3 shall be a yellow alarm defined as malfunction or fault in the machinery plant that require attention as the local level

d. Level 4 shall be blue/cyan and defined as minor faults in the system defined per built in diagnostics; communication faults or diagnostics of MCS equipment.

3.18.3.2. Cybersecurity Requirements

Physical locks shall be provided to all enclosures with connectivity to the Network. Each new MCS enclosure shall be provided with an intrusion door switch and alarming to the MCS HMI which can terminate inside of a PLC.

Network shall use VLANs when applicable to differentiate traffic for control information and non-control information. New VLANS may also be created to separate categories of data traffic.

Unique user login credentials shall be required for each user and specified role for all control and management functions other than monitoring of the CMCS.

Password protection shall be employed at the following levels for the new HMI

a. Ship’s Operator (For Control Actions)

b. System service or Maintainer

c. System Administrator

Password level protection shall be employed for administration for the programming environment for development, creating new executables, and downloading software or firmware into the new MCS. These levels shall include:

a. System Administrator

b. Programmer

Password level protection shall be provided for the Network Switch for

a. System service or Maintainer

b. System Administrator

The Chief Marine Engineer shall have Admin Rights to modify alarm setpoints, etc.

3.18.4. MCS System Supportability

The new CMCS system must be 3rd party supportable. The software delivery shall include all MCS non-commercial software products and changes to commercial software products developed, managed, and built for the purpose of making the MCS system optional as a whole.

The Contractor shall conduct its oversight of subcontractors who are developing non-commercial software and changes to commercial software in accordance with configuration and change management processes.

The Contractor shall identify all software products used in the design, development, testing, or troubleshooting of the MCS system including the network, PLCs, GUIs, component level firmware, and configuration. The Contractor shall provide the configuration of and data within all software products. This shall include but is not limited to pseudocode, automated configuration management tools, test software, troubleshooting tools, simulation programs, compilers, and linkers. The source code, configuration and data for all noncommercial software shall be provided.

Two laptops for troubleshooting and maintenance shall be provided, which shall include the following:

a. Transfer of data logs from system and recording onto removable media.

b. Loading, configuration, and management of software to all components in the new MCS

c. Ability to select and view all signals in electrical and engineering units, setpoints, coefficients, etc.

d. Other maintenance, troubleshooting and system recovery functions as required.

All software tools shall be provided to configure and load software programs

3.18.5. Software Data Rights

All software developed and used for this delivered CMCS, including the commissioning, shall be provided with Government Purpose License Rights. All licenses for software shall be transferred to Government at the acceptance of the system.

3.18.6. Data Logging and Recording System (DLRS)

Redundant Data Loggers shall capture and record all analog and discrete signals in the system with date and time stamp at a frequency of no less than 2 Hz. The recorded data shall be viewable on-demand at an HMI console. Viewing of recorded data shall be filterable by date and time, entry type, and parameter. Log data shall be exportable to an external laptop and or removable media. The exportable data shall be in a text and *.CSV format or similar. The ability to manage the data logger storage capacity by off-loading data to removeable media shall be provided. Alarms shall be provided when the data logger storage capacity is reaching a limit.

The following electronic Data Log Reports shall be provided:

a. Engineering Log – The Engineering Log report shall provide a record of operator commands, automation commands, plant status, and status changes.