Attachment 2- SOW.doc

STATEMENT OF WORK

STATEMENT OF WORK (SOW)

FOR

140’ WTGB MACHINERY CONTROL SYSTEM UPGRADE

1.0 GENERAL

1.1 Background

The United States Coast Guard (USCG) has previously competed and awarded a contract to modify, replace, repair, or maintain the existing ship propulsion monitor and control system for nine 140’ WTGB class cutters. This contract was predominantly fulfilled by the subcontractor Allied Power Systems (APS), including: Factory Acceptance Testing, prototype install, acceptance testing including a bollard pull test, and two subsequent shipboard installations. The USCG has subsequently been left with a partially fulfilled material order, three ships with a new system installed, and six ships with a system for which technical repair is limited due to obsolescence. The USCG is looking for a new primary contractor to fulfill the role of project management and ensure continuity of services under this contract.

1.2 Scope

This specification covers the requirements to modify, replace, repair, or maintain the existing ship propulsion monitor and control system for nine 140’ WTGB class cutters. The main objective is to provide services which ensure the control system meets the desired operating parameters detailed in this document. These services include conducting appraisals, inspections, reports, repairs, and tests on a recurring basis throughout the contract period and any option years exercised under the contract. Required services will include shipboard performance, onsite service(s) during sea trials and in-shop engineering support to include software. The service representative(s) and engineer(s) will be required to provide supplemental parts and perform all labor to complete appraisals, inspections, reports, repairs, design modifications, and tests. The Government has already made a large material purchase under the previous contract and will make those materials available to the vendor awarded the contract. Control system algorithms and settings shall be programmed to resolve existing deficiencies noted in this specification. If replacement of additional existing equipment is deemed necessary, the Contractor shall use COTS (Commercial Off The Shelf) equipment and shall not use proprietary software or hardware. Any suggestions or improvements to this control system will need to be approved by the USCG contracting officer.

At a minimum, the Government will require an upgrade to the remaining six 140’ WTGB class cutters during the base year and the first two option years. Three hulls have already been upgraded. Upon completion of the initial upgrade, associated repairs, remote troubleshooting telephone support, engineering services, and associated reports are also required as outlined below. The Government will subsequently require a minimum of four (4) grooms onboard cutters per option year. These services will be determined by the Contracting Officer’s Representative (COR) and approved by the Contracting Officer (KO) based upon the nature of the casualty. Troubleshooting problems beyond the scope of the groom will be handled as an optional item. The KO and COR may choose to activate any combination of optional items as necessary to troubleshoot and repair equipment casualties or provide engineering support. Materials and parts not connected to services may be procured under this contract to resolve equipment casualties.

When the system configuration is changed, provide updates to technical manuals and drawings to document the changes. The quality of such changes shall be no less than that of the affected technical manual or drawing before the update.

Generally, most required services will be performed aboard the vessel at a Government mooring. In some instances, work aboard the vessel will be necessary while it is moored or dry-docked at a commercial facility, such as a shipyard.

1.3 OBJECTIVE

The objective is to upgrade and replace obsolete components onboard all 140’ WTGB assets, following design work performed under the previous contract. Work must be performed with reference to previously completed changes. Previously submitted draft documents of the design changes will be made available to the vendor and any subcontractors.

All 140’ WTGB class cutters operate primarly during winter months as key assets for the Coast Guard’s ice breaking operations in the northeast and Great Lakes.

1.4 APPLICABLE DOCUMENTS

1.4.1 Compliance Documents

The following documents provide specifications, standards, or guidelines that must be complied with in order to meet the requirements of this contract:

· IEEE-STD-45, Recommended Practice for Electric Installations on Shipboard. 10/11/02.

· M9000.6D COMDTINST, Naval Engineering Manual. 9/20/2000.

· COMDTINST M9085.1C, Naval Engineering Computer Aided Design Standards. 11/12/2011.

· 46 CFR, Subchapter J, Electrical Engineering. 10/2005.

· 46 CFR, Part 62, Vital System Automation. 10/2004.

· NEMA MG-1, Motors and Generators. 2016

· NEMA ICS1, Industrial Control & Systems, General Standards. 2000

· ISO/IEC 17025:2005 General Requirements for Testing and Calibration Laboratories

· ANSI/NCSL Z540.3-2006 Requirements for the Calibration of Measuring and Test Equipment

· ISA Standard S18:1 “Annunciator Sequence and Specification”. 2004.

· ABS, “Rules for Building and Classing Steel Vessels”, Part 4, Machinery Equipment and Systems, 2014.

· MIL-DTL-24784/4C, ASSOCIATED DETAIL SPECIFICATION Manual, Commercial Off-the-Shelf (COTS) Equipment Manual Requirements, 11/03/2007.

· D-000-0100 “Bar Coding for US Coast Guard Engineering Logistics Material”. 02/2006

· IEC 1131-3, “Part 3: Programming Languages”. 2013

· ISO/IEC/IEEE 29148 Systems and Software Engineering – Life Cycle Processes – Requirements Engineering 2011

· IEEE/IEA 12207, “Standard for Software Life Cycle Processes”. 1996

· IEEE 829, “Standard for Software Test Documentation”. 1983

· IEEE 730, “Standard for Software Quality Assurance Plans”. 1989

· IEEE J-STD-016, “Software Life Cycle Process-Software Development Acquirer-Supplier Agreement”. 1995

· IEEE 1003, “Portable Operating System Interface.”

1.4.2 Reference Documents

The following documents may be helpful to the Contractor in performing the work described in this document:

· DRAFT Graphical User Interface Technical Publication

· DRAFT Software, Log Diagrams, and Source Code Technical Publication

· DRAFT System Integration & Test Plan Technical Publication

· Factory Acceptance Testing Results

· Hardware Design Technical Publication and Drawings

· Coast Guard Tech Pub, TP-3475-235 “PROPULSION ELECTRIC EQUIPMENT”

· Coast Guard Tech Pub, TP 10035-235-A “MAIN PROPULSION MOTORS - SERIAL NUMBER 1026CA, 1733BA, 1889BA - INSTRUCTION BOOK”

· Coast Guard Drawing, 101-WTGB-320-006, “Power System One Line”

· Coast Guard Drawing, 140-WTGB-320-001, “Power System One Line Wiring Diagram”

· Coast Guard Tech Pub, TP-3473-233-A “MAIN DIESEL ENGINE, MODEL 38D8-1/8 - INSTRUCTION BOOK”

2.0 REQUIREMENTS

2.1 GENERAL SYSTEM DESCRIPTION.

This specification describes the general administrative, technical requirements and information defining the responsibilities required from the Contractor providing marine grade Machinery Propulsion Control and Monitoring System (MPCMS) modifications and support for the 140’ WTGB cutter’s diesel electric propulsion system. The entire control system shall comply with all applicable sections of IEEE-STD-45, ABS, Part 4 and 46 CFR.

2.1.1 Propulsion Generator Diesel Engines

The two engines are Fairbanks-Morse model 38D8-1/8 rated at 1426bhp.

2.1.2 Propulsion Generators

The two generators are Westinghouse, 1000kW, 900VDC, 1111Amps, 900 RPM, 6 poles, 24 brushes, 0.01061Ω armature resistance, 6.25204 Ω shunt field resistance, 0.00138 Ω series field resistance. Armature inductance is 0.00072 H and the field inductance is 12.05 H. The field inductance at saturation is 4.63 H. All resistances and inductances are at 75° C. The armature time constant is 0.032 seconds. The field time constant is 1.95 seconds @137V. The field time constant is 0.65 seconds at saturation.

2.1.3 Propulsion Motor

The propulsion motor is a Westinghouse single 2500 hp, 900V, 245/305 RPM single armature DC motor. Power is provided for the motor by two (2) diesel engine driven DC generators each rated 1000kW, 900V, 850 RPM. The propulsion motor can be supplied from either diesel generator independently, (single engine operation) or both diesel generators connected in parallel (two engine operation). 2205 amps, 0.00771 Ω armature resistance, 2.57215 Ω shunt field resistance, 0.00745 Ω comm + comp. Armature inductance is 0.00074 H and the field inductance is 8.33 H. The field inductance at saturation is 1.79 H. All resistances and inductances are at 75° C. The armature time constant is 0.048 seconds. The field time constant is 3.06 seconds @149V. The field time constant is 0.65 seconds at saturation.

2.1.4 Control of Propeller Speed

The propeller is directly coupled to the shaft of the single DC propulsion motor; hence, its speed is a direct function of motor speed. Speed of the DC motor is controlled by varying the diesel engine speed, excitation of the DC generator field or fields in two engine operation, and the excitation of the DC motor shunt field. Reference signals to control these variables are provided either automatically or manually. The propeller designed for this ship will require 2500hp at 320RPM free route. However, the motor is rated for 305 RPM and this speed should not be exceeded in any operating condition.

2.2 Single Propulsion Generator Requirements

The existing propulsion motor controller shall be modified or replaced to meet the following requirements of single propulsion generator operations.

2.2.1 Propulsion motor armature current shall be limited to ensure single generator armature current does not exceed 1111A.

2.2.2 If the system is operating in dual propulsion generator mode and one propulsion generator is powered down, intentionally or inadvertently, the control system shall automatically shift into single propulsion generator mode. Specifically, this means the armature current must automatically be limited to the above requirement regardless of operator input.

2.3 Data Logging Upgrade Requirements

The existing data logging system currently retains MPCMS logs for 72 hours. The existing data logging system shall be upgraded or replaced as needed to record and retain at least 2 years of propulsion controller system data.

2.4 Degradation Detection Requirements

For the purposes of protecting propulsion plant components, the Contractor shall propose a technical solution to anticipate equipment degradation that are known precursors to an arc flash event on propulsion generators and motors. Advance warning of an arc flash event shall notify operators via MPCMS that maintenance actions are required in order to preserve integrity of the equipment and ensure personnel safety.

2.5 Power Deficiency Resolution Requirements

Currently the propulsion controller does not drive the propulsion system to maximum power specified in section 2.6 and 2.7. Test results show the propulsion controller limits the motor armature voltage to less than 80% rated capacity. This deficiency shall be resolved by either modifying the existing propulsion controller or replacing components such as drivers, etc. that can meet the desired performance specifications.

2.6 Nidec-Avtron Obsolescence Requirements

If resolution of the power deficiencies noted in section 2.5 does not involve replacement of the Nidec-Avtron ADDVantage-32 “Classic” hardware, the Contractor shall address existing obsolescence issues with Nidec-Avtron ADDVantage-32 “Classic” drives. Specifically, the ADD-32 shall be replaced with previously purchased Parker 550+ drives.

2.7 Modes of Operation

The Contractor must ensure that the propulsion equipment operates as described below, and with the maximum range of power available from the equipment. A ship check may be performed on a converted asset to assess performance and copy programming.

2.7.1 Automatic Control Mode

(1) The propulsion equipment on line is controlled by one of four single lever controllers (throttles). Three throttles are located in the pilothouse consoles OS5, OSC, and OS6, and the fourth is in the propulsion control console OS3L.

(2) The automatic load control system provided will translate the throttle settings to generate references for diesel engine speed, DC generator field current, and DC motor field current. Operation from minimum engine speed (340 RPM, idle) to rated (850RPM) speed is a stepless program, and during free route operation the ship's speed will vary linearly with throttle settings. The maximum no load rpm is 850RPM. Automatic load control allows the diesel engine to operate at ordered speed as the propeller load is increased due to ice resistance and/or towing operation. Load control is operable over the entire ship's operating range, from free route to bollard operating conditions. This is accomplished by first increasing the motor field current which reduces the torque required from the diesel engines until it matches the available engine torque at the operating speed. If strengthening the motor field to maximum does not lower the required engine torque sufficiently, then a reduction of generator field current is made.

(3) The programs of the auto load control system are established at start-up for either single or two engine operation. Should one diesel generator be shut down during two engine operation the system will transfer to the single engine program and continue to operate. Should two engine operation be desired when in single engine operation the throttle levers must be returned to zero. During single engine operation Reversing propeller shaft rotation is accomplished by reversing the DC generator field current, hence, the polarity of voltage supplied to the motor armature. This is accomplished each time the controlling throttle (in the propulsion control cabinet or the pilot house consoles) is moved through the center OFF position. When operating two engine, load sharing of the diesel generators may be adjusted by the GEN #1-GEN #2 Load Balance potentiometer mounted in OS3R.

(a) During single engine operation, the engine not in operation may be run for warmup by assigning an exciter to provide generator shunt field excitation. After diesel start permissives are available, the diesel may be started and run. The single engine on line may be operating in either AUTO or MANUAL mode, however, the engine being warmed up can only be operated manually by adjusting the diesel speed with the Manual Diesel Speed Control in OS3R, and the generator field by the appropriate Manual GEN Bus Voltage Control potentiometer in OS3R.

(4) All PI or PID controllers shall use anti-windup integrators to prevent saturation. The Proportional and Integral terms of all the controllers shall be adjustable in software.

(5) Ramp Function Generator, Rate Limit (RFG). The ramp function generator takes an input from the throttle at the control location selected, and its output feeds the diesel speed and the bus voltage function generators. Acceleration and deceleration rates shall be adjustable by software. Once set, they determine the maximum rate of acceleration and deceleration of ship speed regardless of the rate of change of throttle reference. These shall be adjustable in software from 0 to 100% in 3 to 30 seconds. See figure 3.2.1 in appendix A.

(6) Diesel Speed Function Generator. The diesel speed function generator shall have two curves. The first curve is for fuel economy and the second is for performance. For fuel economy the diesel engine is run at the minimum speed to produce the propeller shaft horsepower required at the speed requested by the throttle. Although the existing control system is a two segment curve, the Contractor shall provide an adjustable curve that can be easily changed in the software. Switching between the fuel economy and performance curves shall be easily selected in software.

(7) The functions of the Bus Voltage Function Generator, and Automatic Motor Field Reference Generators combined operation provides predetermined change in free route ship speed as a function of the throttle reference input, as defined in the Throttle Position Diesel Speed table in Section 2.8.2.1 below. Use both armature voltage and motor field current to achieve the desired shaft speeds.

(8) Voltage Function Generator. The output voltage, as a function of the input from the RFG, is set up to provide a two segment curve (see figure 3.2.1.2 in appendix A). Over the first 40% of throttle travel the reference increases motor armature voltage by increasing the current supplied to the DC generator shunt fields. When rated generator flux is reached, diesel speed is increased from this point which continues to increase motor armature voltage, and the bus voltage is increased at the same rate to prevent saturation of the voltage controller.

(9) Automatic Motor Field Reference Generators. The maximum DC motor shunt field flux for single or two engine operation is established by motor shaft speed requirements. For single engine operation it is set at 100% (56A) and for two engine at 83% (46A). The fields are adjusted lower than this to allow a range of field strengthening when the throttle reference exceeds 83% or when the load on the motor exceeds 100% (1111 amps single engine and 2222 amps two engine).

(10) Regeneration Limit Controller. The regeneration limit controllers limit regenerative power to approximately 15% of rated to prevent overspeeding of the diesel engine. Regeneration can occur in quadrants II or IV of figures 3.2.1.11 through 3.2.1.12 in appendix A. The regeneration limit controller shall be adjustable. See figures 3.2.1.11 through 3.2.1.12 in appendix A.

(11) Voltage Reference Controller. The voltage reference controller shall be a PI controller with software adjustable proportional terms, integral terms and voltage setpoints. See figures 3.2.1.3 and 3.2.1.4 in appendix A. In single engine operation below 100% armature current (1111A), the bus voltage limit is 900VDC. As the armature current increases from 100% armature current (1111A) to 120% armature current (1333A) the bus voltage deceases linearly from 900VDC to 750VDC. In two engine operation below 100% armature current (2222A), the bus voltage limit is 900VDC. As the armature current increases from 100% armature current (2222A) to 120% armature current (2667A) the bus voltage deceases linearly from 900VDC to 750VDC.

(12) The auto mode control shall implement the functional control design depicted in figure 3.2.1 in appendix A.

2.7.2 Manual Mode

(1) Under full manual control the auto load control is not functional. Reference signals to control diesel speed, and establish motor and generator field currents are obtained from potentiometers in the propulsion control console OS3R. Each is independently adjustable and operation is totally controlled by the operator.

(a) Diesel speed shall be adjustable from 340 RPM to 850 RPM by the Manual Diesel Speed Control.

(b) Motor field current shall be adjustable over an allowable range of control. In single engine mode, approximately 73% rated (41A) to rated field current (56A). In two engine mode, approximately 50% rated (28A) to 68% rated (48A).

(c) Diesel GEN #1 (PORT) and GEN #2 (PORT) field flux is controlled from zero to rated (56A) by the Manual GEN #1 Bus Volt Control potentiometer and Manual GEN #2 Bus Volt Control potentiometer. The generator field references in manual operation are brought directly into the exciter voltage subsystem with the generator current loops open. With both generators on line there is no automatic load sharing and the load balance pot previously discussed is not functional.

(2) The manual mode control shall implement the functional control design depicted in figure 3.2.2 in appendix A.

2.7.3 Auto Generator Manual Motor Control Mode

(1) In the AUTO GEN-MAN MTR mode of operation the diesel speed and generator field current references are provided by the auto load control system discussed above, and the motor field current is manually adjusted as described above.

(2) The auto generator-manual motor mode control shall implement the functional control design depicted in figure 3.2.3 in appendix A

2.7.4 Operation

(1) The propulsion plant may be operated single engine with either diesel GEN #1 or diesel GEN #2 providing power to the single D.C. propulsion motor. Maximum free route propeller shaft speed in single engine operation is 254 RPM, and in two-engine 305 RPM. Each D.C. generator and the D.C. propulsion motor have a standby field exciter system, which serves as a backup for the main field exciters. In addition, the equipment may be operated in any of three modes, AUTO, MANUAL, or AUTO GEN-MAN MTR. The diesels may also be operated in a MECHANICAL mode, independent from the electrical system.

(2) The AUTO mode is the normal mode of operation and should always be used unless the auto load control system is not operating. In this mode, control of ship's speed is provided automatically by throttles in the PCC or PHC, calibrated in 10% increments from 10 AHEAD to OFF to 10 ASTERN.

(3) The MANUAL mode of operation is used for bringing on a diesel generator for warmup prior to putting it in service, and as an emergency means of supplying power to the D.C. propulsion motor. When operating in this mode, diesel speed, generator field current and motor field current are set by potentiometers provided in OS3R. These adjustment potentiometers are not provided in the pilothouse.

(4) The AUTO GEN-MAN MOTOR mode allows the diesel speed and generator field current to be controlled from the throttle input as in AUTO, while the motor field current is controlled by the manual adjust pot provided.

(5) In the MECHANICAL mode, the diesel speed shall be controlled by a mechanical tie to a speed governor in the event that the normal electrical governor fails. The back-up mechanical closed loop speed control will operate independent of the other speed control. The generator and motor field excitation can be controlled by any of the three modes previously discussed.

2.7.5 Overload Protection

(1) DC generators and the DC motor shall be protected in all modes of operation by fault current sensors in their respective armature circuits. These adjustable sensors SGOL (Starboard Generator OverLoad), PGOL (Port Generator OverLoad), and MMOL (Main Motor OverLoad) shall open the main contactors. The main contactors are SGMCN (Starboard Generator Main Contactor Negative), SGMCP (Starboard Generator Main Contactor Positive), PGMCN (Port Generator Main Contactor Negative) and PGMCP(Port Generator Main Contactor Positive). Adjustable sensors SGOL & PGOL shall open the contactors when current levels reach greater than 150% (1667A) of rated current. Adjustable sensor MMOL shall open the contactors when current levels reach greater than 150% (3333A) of rated current. See figure 3.2.4.1 of Appendix A.

(2) Overload sensors shall be instantaneous, bi-directional and automatically reset after tripping the main contactors.

(3) The Contractor shall supply these fault current sensors. See figure 3.2.5.1 in appendix A.

2.8 Performance and Vessel Characteristics

2.8.1 See figure 3.3.1 in appendix A for definitions of the conditions below.

2.8.2 The control system shall meet the following vessel performance specifications:

1. Free Route, single and two engine operation. Free route ship speed shall vary linearly with throttle position.

Relation of throttle position to diesel speed RPM for single-engine, two-engine, free route or bollard.

The automatic mode diesel speed settings above shall be easily changed during sea trials.

2. Bollard

3. Maneuvers

4. The Contractor shall verify that the controller, when implemented in accordance with section 2.7, will achieve all the dynamic performance specified in section 2.8. Any modifications to the control design specified in section 2.7 shall be supported by analysis or simulation and approved by the USCG contracting officer. The Contractor shall submit a Dynamic Response and Mathematical Model Analysis report along with model data.

2.9 System Components

2.9.1 Replacement hardware, if required, shall be commercially available equipment and shall not use proprietary software or hardware.

1. The Contractor shall ship complete sets of hardware to cutters no more than three weeks in advance of the system upgrade. Shipping addresses shall be procured from the KO or COR.

2. The system will use programmable digital controllers and the scan rates shall be at least 10 times faster than the time constant of the associated control. Multiple scan rates are acceptable. The main propulsion controller software code for control processors shall be portable to newer hardware technology and be in accordance with IEC 1131-3. The control system shall use an open architecture for future hardware and software upgrades. Identifying the maintenance and calibration requirements along with mean time between failures (MTBF) for the proposed system components shall be included with the proposal. All interfacing cables and connectors shall be supplied by the Contractor.

2.9.2 Operator’s Manual and Technical Publications

1. The Contractor shall provide a full set of technical manuals, including Operations and Troubleshooting and General System Description, both in printed and electronic format (.pdf extension), and authored in Standard American English. The Contractor shall develop and provide technical manuals in accordance with the “ASSOCIATED DETAIL SPECIFICATION Manual, Commercial Off-the- Shelf (COTS) Equipment Requirements”, MIL-DTL-24784/4.

2. Software for the programmable hardware can either be included in the technical manuals listed above or documented separately. The software manuals must also be in accordance with “ASSOCIATED DETAIL SPECIFICATION Manual, Commercial Off-the- Shelf (COTS) Equipment Requirements”, MIL-DTL-24784/4.

2.9.3 Location of Equipment

If for any reason that the equipment cannot be located in the locations specified, note this in the submittal.

2.10 Dynamic Control Characteristics

2.10.1 The dynamic characteristics list on the following figures shall be used as guidance; however the performance characteristics shall be in accordance with section 2.7. The control system may have more refined control, but at a minimum the control features shown in the figures below.

2.10.2 Propulsion Modes

1. Automatic Control Mode (See Figure 3.2.1 in appendix A). Also described in section 2.7.1.

2. Manual Motor Mode (See Figure 3.2.2 in appendix A). Also described in section 2.7.2.

3. Automatic Generator and Manual Motor Mode (See Figure 3.2.3 in appendix A). Also described in section 2.7.3.

2.10.3 Logic and Mode Control

All logic and mode controls shall comply with ABS “Rules for Building and Classing Steel Vessels”, Part 4 “Machinery Equipment and Systems”, section 11 and IEEE-STD-45 “Recommended Practice for Electric Installations on Shipboard”, section 36 and 37.

2.11 Environmental Characteristics & Requirements

All propulsion control equipment shall meet or exceed the following environmental requirements of IEEE-STD-45, sections 1.6, 36, and 37.

1. Enclosures for electrical equipment located in machinery spaces shall be drip proof NEMA Type 2.

2. Storage temperature range: +32oF to 130oF (+0oC to +55oC).

3. Relative humidity: 95% non-condensing.

4. EMI: EMI from the control system shall not effect any other system on the vessel. EMI from the vessel’s communications and electrical systems shall not effect the controller. The EMI shall comply with IEEE-STD-45, section 31.5.

2.12 Software Requirements

2.12.1 All software used shall comply with IEEE-STD-45, section 37.20 “Control system programming” and ABS Part 4/11.3.7. A FMEA (Failure Mode and Effect Analysis) must be submitted to the Coast Guard for any computer based hardware. Software shall be documented in accordance with all applicable sections of IEEE-STD-45.

2.12.2 The main propulsion controller software code for control processors shall be portable to newer hardware technology and be in accordance with IEC 1131-3. The propulsion controller software code shall be documented using Ladder Diagrams (LD) and Functional Block Diagrams (FBD). Main propulsion controller Main Machine Interface (MMI) software shall be written in an open automation software language based on OPC standards for 32-bit multi-threading, multi-process, object oriented programming.

2.12.3 The control system shall use an open architecture for future hardware and software upgrades. The software shall be designed in accordance with the following standards: IEEE 830-1993, Recommended Practice for Software Requirements Specifications; IEEE/IEA 12207, Standard for Software Life Cycle Processes; IEEE 829-1983, Standard for Software Test Documentation; IEEE 730-1989, Standard for Software Quality Assurance Plans; IEEE J-STD-016-1995, Software Life Cycle Process-Software Development Acquirer-Supplier Agreement; IEEE 1003, Portable Operating System Interface.

2.12.4 Data Rights. All intellectual property (i.e. software, firmware, and associated documentation) developed for this contract shall become the property of the government. The Contractor shall provide the Coast Guard with all controller software and perpetual licenses for its use on nine afloat assets and at five ashore technical support units. These licenses also must be provided in a distributable form (i.e. compact disk) for the Coast Guard to support re-installation after hardware repair, replacement, or recapitalization.

2.12.5 Screenshots of the MMI software’s Graphical User Interface (GUI) shall be submitted to the KO and COR for review and approval on behalf of the Coast Guard. Government representatives shall verify software compliance with standards in 3.12.3 and ensure the GUI is acceptable to the Coast Guard.

2.13 Programmable Logic Controllers (PLCs)

2.13.1 Fairbanks Main Engine Alarm/Diesel Blower Bypass PLC

1. WTGB class is equipped with Allen Bradley SLC-5/04 PLC control for the Cutter’s Main Propulsion Diesel Engine Environmental Controls which communicate to the ships Main Propulsion Control and Monitoring System (MPCMS) via a DH+/RIO Serial Link connected to the MPCMS’s Allen Bradley SLC-500 based PLC hardware and the local HMI (Allen Bradley Panel View 550).

2. The Engine Environmental Control System reduces the diesel particulate emissions of the engines by limiting scavenging air to the intake, raising exhaust temperatures in order to combust pollutants that condense in the ship’s exhaust system on an as needed basis.

3. Cutters across the class are experiencing failures of their SLC-5/04 PLCs, PanelView 550 HMIs, and SLC-500 DH+/RIO Serial Link modules, rendering the system less effective, or in some cases inoperable. These units are obsolete and no longer manufactured.

4. The Contractor shall explore opportunities to upgrade and replace the equipment identified in 2.13.1 to return the system to full operational capabilities.

3.0 TEST PLANS

3.1.1 System Integration and Test Plan

1. Must be reviewed and approved by the Coast Guard.

2. Shall verify existing hardware is commercially available, may be easily replaced or repaired if needed, and therefore deemed acceptable for reuse.

3. Verify system operation prior to upgrade, ensuring baseline performance before any changes are made.

4. Verify all interfaces.

A. Controller to exciters

B. Exciters to generators

C. Exciters to main motor

D. Normal speed control to controller and diesel engine.

E. Back-up mechanical speed control to diesel engine.

F. A system FMEA shall be submitted to Coast Guard for the Contractor.

5. Shall also verify functionality of overcurrent protection.

6. Shall include reduced power dockside tests.

7. Plan and document procedures to use while removing and installing equipment as specified in engineering documentation. Granular details of how the work shall be completed are not required. The intent of this document is to ensure the installation is completed on-schedule and configuration control is maintained on all ships.

3.1.2 Dock and Sea Trial Test Plan

1. Test plan shall be reviewed and approved by CG at least one week prior to the scheduled test dates.

2. The system must be flexible enough to “tune-in” the ship’s performance. The dock trials shall be in accordance with section 36, 37 and 38 of IEEE-STD-45. Also, the dock trails shall be in accordance with ABS “Rules for Building and Classing Steel Vessels”, Part 4 “Machinery Equipment and Systems” Appendix 4/D.

3. The sea trials will be in accordance with the Contractor’s test plan to ensure the vessel’s performance is in accordance with section 2.7 of this specification.

3.2 INSTALLATION SUPPORT

3.2.1 A technical representative shall be on site for the installation of the control system.

3.2.2 The Contractor will perform the system installation and integration, including a written certification of the installation upon completion.

1. The Contractor shall document procedures to follow while installing and verifying the upgrade in a System Integration and Test Plan (see section 4.1.2 above). Identifying the procedures and their order will help to ensure consistent outcomes, and hopefully improve efficiency, during the upgrade.

2. The Contractor will certify the installation prior to system operation.

3. The Contractor will provide training in the operation, maintenance, and adjustment of the equipment to the crew.

3.2.3 The complete controller system shall be tested in accordance with the Dock and Sea Trial Test Plan (see section 4.1.3 above) to verify operational and performance requirements. Testing shall be in accordance with section 36, 37 and 38 of IEEE-STD-45 and shall be in accordance with ABS “Rules for Building and Classing Steel Vessels”, Part 4 “Machinery Equipment and Systems” Appendix 4/D. System shall also be tested prior to and after the installation to ensure system functionality before the system is replaced.

3.2.4 After each installation, the system will be subject to a 90-day warranty while under operation by the cutter’s crew. This is intended to verify that the unit is reliable and to minimize the possibility of design or latent defects in the system. Any defects found during testing are required to be corrected and design changes incorporated into production units.

4.0 DATA FOR PROVISIONING (DFP)

4.1 The Contractor shall only be required to provide certain Data for Provisioning that includes drawings, commercial technical manuals, catalog data and product specification sheets, which form the minimum data to provision a system or piece of equipment. Commercial documents with more than one model of device or component shall be highlighted or otherwise marked to show which pages and data is applicable to the components used in the system design. Examples of the DFP include, but are not limited to: certification data, name plate data, component characteristics data, commercial specification sheets, end item/component prices, manufacturer’s identification (or Commercial and Government Entity Code (CAGE)), part number, shelf life, and special material / operating requirements. This data will then be used for the Coast Guard’s identification, cataloging, selection and determination of initial requirements for support items to be procured through the provisioning process.

4.1.1 As a minimum, the Contractor’s DFP shall be detailed enough to include:

1. A listing that identifies all the piece parts, which can be assembled, re-assembled, and/or replaced.

2. General arrangement, diagrammatic drawing and/or detailed Technical Publication that describes the end item, end item’s equipment and/or piece parts; material, mechanical electrical, dimensional characteristics, location, and their function within the assembly.

a. Drawing List and Submittal Schedule Arrangement drawing developed for showing the control system and all attached components, in sufficient detail, to justify the basic configurations and space allocations reflected in the Contractor's design.

b. Plan view, inboard profiles and sectional views shall be used so that all major components are shown in at least two views. Drawings shall indicate required access clearances for routine maintenance and repair.

c. Electrical interconnecting cabling and wiring diagrams and wiring lists (pin to pin or point to point).

d. A list of special tools and test equipment required to maintain the end item.

e. A listing of spare parts recommended by the Contractor to support the end item for a period of one (1) year. The listing must contain end item/component prices.

f. A list of in-service support for the system. A proposal for supporting the system, including upgrades and depot/level repair strategies for a period of 5, 10 and 20 years.

3. DFP is required for each piece of equipment being procured by the Government through this specification.

4.1.2 The Contractor shall notify the Coast Guard within five (5) working days of any changes effecting equipment/piece parts configurations during the performance of the contract.

4.1.3 Contractor to Vendor/SubContractor DFP Obligations. The Contractor shall put provisions in any lower-tier sub-contractors and supply agreements requiring compliance with this specification. The DFP that the Coast Guard requires from the Contractor’s vendors/sub-contractors shall be provided by the Contractor.

4.1.4 Data For Provisioning (DFP) package shall be delivered to:

USCG SFLC IBCT PL ENG

Coast Guard Island

Base Alameda, Building 55

Alameda, CA 94501

5.0 ENGINEERING DOCUMENTATION PACKAGE (EDP)

5.1.1 This section defines the minimum requirements for the Contractor to supply documents and data (EDP) necessary for Coast Guard engineers to integrate the Contractor’s equipment into the design of Coast Guard vessels. All intellectual property (i.e. software, firmware, and associated documentation) developed for this contract shall become the property of the government. Examples of EDP include, but are not limited to: hard copy paper drawings, electronic drawing files, commercial catalogue sheets, brochures, off-the-shelf tech pubs, photographs, etc.

5.1.2 The Contractor’s EDP shall be detailed enough to include:

1. General arrangement drawings detailing overall dimensions; required maintenance area dimensions; locations, size and type of all piping and electrical connections to vessel’s systems.

2. Footprint drawings detailing the foundation/mounting areas and specifying any special interface requirements as may be necessary.

3. The overall weight added and removed in each location shall be identified.

4. Piping diagram of each fluid system detailing the pressure and flow characteristics and requirements of each fluid system.

5. Electrical schematic of each circuit detailing the voltage and amperage requirements.

6. Manual, tech pub, and/or catalogue data detailing the installation requirements for each piece of equipment.

5.1.3 Drawings may be submitted as electronic media (preferred) or paper copies. Electronic media must be in AUTOCAD and at least Version 2014 or later. Where electronic media is submitted it shall be with the manufacturer’s permission to use the files in Coast Guard drawings. Drawings shall be in accordance with COMDTINST M9085.1A “Naval Engineering Computer Aided Design Standards”.

5.1.4 EDP documents supplied as electronic media need only be one (1) copy. EDP documents supplied as paper must be at least six (6) copies.

5.1.5 The Contractor shall be responsible for updating all EPD items, updates and “as built” documentation with subsequent changes.

6.0 WARRANTY

6.1 The Contractor shall provide a standard commercial warranty, for products and equipment provided under this contract, of not less than (1) year from installation date.

7.0 TECHNICAL REPRESENTATIVE SERVICE SUPPORT AND TRAINING

7.1 Availability of Representatives

7.1.1 The Contractor shall be responsible to provide Technical Representative Services to answer inquiries from Coast Guard facilities within 48 hours in various locations throughout the United States.

7.1.2 The technical representative shall be available for as long as the contract specifies.

7.2 Relevant Experience. Technical Representative Qualifications provided under this contract shall be regularly in the business of providing technical support services for this type of system users and operators. The Contractor shall warrant and certify that all Technical Representatives are fully qualified and have experience working on this or similar type of systems.

7.3 Delivery of Technical Support. Technical representative services may include, but is not limited to, the following:

7.3.1 Provide technical documentation for all system components.

7.3.2 Provide technical information on system operation and theory of operation.

7.3.3 Provide propulsion operator with general information about the system design or its components.

7.3.4 Provide telephone troubleshooting support, acknowledging receipt of inquiries within 48 hours of contact.

7.3.5 Provide technical on site servicing

1. If the Main Propulsion Control or subsystem components can be repaired in-situ, the Technical Representative shall assist ship’s force, a subcontractor, or those assigned by others to repair the Main Propulsion Control or components on-site.

2. If the Main Propulsion Control or subsystem components require removal, the Technical Representative may be required to assist with the removal and ensure that proper removal procedures are utilized.

3. The Technical Representative may be required to assist in the reinstallation of replacement Main Propulsion Control or subsystem components.

4. The Technical Representative shall be capable of performing all alignment and testing procedures required for proper operation of the Main Propulsion Control and subsystem components.

5. The Technical Representative shall provide technical oversight for all repairs, take critical readings, generate parts lists, and oversee post-repair testing.

6. The Technical Representative shall provide all special tooling required, including components to accomplish the repairs. All measuring and test equipment shall be calibrated to industry standards.

7. For repairs that cannot be accomplished onboard the cutter, the Technical Representative shall provide a detailed recommendation in writing to the Contracting Officer, as to the feasibility of repairs at the Contractor’s facility or the need to replace the entire Main Propulsion Control.

8. In the event of problems arising in the availability of parts or logistical problems such as a shipyard, sub-contractor, or crane service availability, etc, the Technical Representative may be requested to provide services in stages requiring additional travel, lodging, etc. The government Contracting Officer will provide direction.

7.3.6 Provide Groom Services

1. At least 14 days in advance of the scheduled groom, submit a Groom Performance and Test Plan to the KO and COR for approval so that Coast Guard personnel may be properly prepared to support the procedure as needed. For any testing, Coast Guard personnel will operate cutter equipment with the Contractor present. The Contractor shall be responsible for all equipment adjustments and calibrations during the groom visit, but shall actively engage Coast Guard personnel while performing these tasks.

2. The technical representative shall arrive at the cutter to perform the groom as per the schedule set by the COR. At least 14 days (21 days if the cutter will not be located within the continental United States, Alaska, Hawaii, or Puerto Rico during the visit) of advance notice will be provided.

3. Test, calibrate, and validate system component performance, including calibrating and marking meters as certified. Subsequently identify any repair and maintenance needed to validate/certify system operation, in accordance with the Groom Performance and Test Plan.

4. Submit a CFR for any additional tasking that may be required to correct any equipment deficiencies that fall outside of the scope of the groom. Provide a separately priced quote describing the tasking, required labor, and associated costs to correct the deficiency. This separately price proposal may or may not be accepted by the Coast Guard, negotiated, and executed at time of the groom.

7.4 Delivery of Training Services

7.4.1 The Contractor shall provide Training Services. The training will usually be conducted on a CG vessel, but the exact location will be designated by the Contracting Officer.

7.4.2 Training services shall include informal training of two shifts of 4 persons each in the operation, maintenance and adjustment of the equipment. Training shall be based on the operation, maintenance and adjustment information included in the Operator Manual and Technical Publication.

7.4.3 Additional training aides, developed by the Contractor beyond the information in the Technical Publication, shall be developed in Microsoft Office compatible file structure, shall be the property of the government, and shall be forwarded to the Contracting Officer’s Representative for review, prior to use.

7.4.4 The Contractor shall prepare a Completion of Training Services release document, for signature by the Commanding Officer of the respective cutter to document completion of services. The Technical Representative shall obtain a release signature before departure. The Contractor shall forward a copy of the signed release document to the Contracting Officer, together with a list of the personnel who received training.

8.0 QUALITY ASSURANCE

8.1 General. The Contractor shall maintain an inspection system, which shall ensure each item offered to the Government for acceptance conforms to contract requirements. The system shall be documented and in compliance with ANSI/ASQS Q90003.

8.2 Records

8.2.1 The Contractor shall maintain records of all inspections and tests. The records shall indicate the nature and number of observations made, type of deficiencies found and the corrective action taken. Records shall be furnished to the Coast Guard Representative within 15 days of completing acceptance tests.

8.2.2 The Contractor shall maintain a record of any changes to the test plans as determined by lessons learned during the prototype or installation periods. Records shall be provided to the Coast Guard prior to commencing the next installation.

8.3 Contractors Calibration System. The Contractor as well as any SubContractors shall be required to maintain a calibration and maintenance system to control the accuracy of measurement and test equipment used in the fulfillment of this contract in accordance with ANSI/NCSL Z540-1. The system include as a minimum, prescribed calibration intervals, source of calibration, and a monitoring system to ensure adherence to calibration schedules. Calibration standards shall be traceable to the National Institute of Standards and Technology (NIST). Documentation in support of this requirement shall be readily available for Government review.

8.4 Responsibility for Inspection. The Contractor shall be responsible for all inspections/test requirements specified herein. The Contractor shall provide space, personnel, and test equipment to conduct all inspection requirements. All testing and inspection shall be at the Contractors facility or other facilities acceptable to the Government. The Government reserves the right to verify or have performed any of the inspection/tests set forth in this specification where such inspections are deemed necessary to ensure that supplies or services conform to the prescribed requirements.

8.5 Quality Checkpoints. The Contractor is responsible for all…