T-ATS_Industry_Studies_Non-Proprietary_Q A_w-Attachments.pdf

T-ATS INDUSTRY STUDIES Q&A (Non-Proprietary)

1. Please confirm the level of equipment to be included on the MEL. We interpret the DRL as major equipment, equivalent to the level of detail of the General Arrangements, including high dollar value or equipment/systems that are deemed to be critical to the functioning of the T-ATS(X). Is this approach correct?

One of the requirements of DI-003 is the SWBS number for listed equipment. Please list equipment items down to the three digit level (X.XX) in SWBS. This should include all the high dollar value items. Some discretion may be used as you build the list down to that SWBS level;

the government does not need an extensive list of items priced below $5,000. As an example, for piping systems, a listing down to pumps (but not valves), would be acceptable.

2. The COR language invokes contradictory performance levels for the same spaces.

• COR 3.512a (HVAC Design Criteria) states: “Air conditioned spaces shall be designed to meet ABS HAB++(WB) requirements. ABS HAB++(WB) notation is not required.”

• COR 3.073a (Airborne Noise) states: “Airborne noise levels shall be in accordance with the ABS Guide for Crew Habitability on Workboats as cited in Section 4, Table 1, ""Noise Criteria for Workboats"" for the HAB(WB) criteria under transit and dynamic positioning conditions.

ABS workboat habitability HAB(WB) notation is not required.”

• COR Appendix B (Desirable features) 3.070c states: “The Government desires permanent shipboard berthing to meet the ABS HAB(WB) Standard.”

Please clarify the intended level of level of performance and capability for the various spaces.

Depending on the level invoked and the interpretation, there can be a disproportionate impact on the vessel cost (both design and construction) to comply with the regulatory requirements as “ABS Guide for Crew Habitability on Workboats” requirements affect accommodation area design, whole-body vibration, noise, indoor climate, and lighting systems.

It is the Government’s intent that in COR section 3.512a that only the HVAC systems for ship’s crew accommodation spaces meet the HAB++(WB) Requirements as outlined in section 5 of ABS Publication 163, Guide for Crew Habitability on Workboats. Specifically the criteria in Section 5/5 which states “… aimed at enhancing crew comfort by making provisions for the crew to adjust indoor climate conditions, with regard to air temperature to suit personal needs within a particular space.” and the criteria in Section 5/5.1.2 which states “The HVAC system shall be capable of sustaining an adjustable range of air temperatures between 20 to 25°C (68 to 77°F) inclusive during winter months and 22 to 27°C (71.5 to 80°F) during summer months in all indoor manned spaces. This temperature shall be maintained by a temperature controller. Each manned space shall have its own individual controller for temperature regulation.”

It is the Government’s intent in COR section 3.073a that only the airborne noise criteria of HAB(WB) be met under transit and dynamic positioning conditions.

It is the Government’s intent in COR Appendix B, that the Government desires, but is not requiring, for all permanent berthing to meet the ABS HAB(WB) Standard. Other than the HVAC requirements and airborne noise level requirements discussed above, the Contractor may or may not choose to meet the other requirements in the ABS HAB(WB) standard.

3. In order to assess cost and technical impacts for a weight handling system in the salvage stores, can you please provide information on the single heaviest item to be stored in salvage space?

The heaviest item in the standard T-ARS loadout is the Salvage Battle Damage Repair Kit at 8520 lbs. The Navy would expect the weight handling system in the salvage storeroom be in accordance with the ABS Guide for Certification of Lifting Appliances. Chapter 2, Section 2/13.3 details the requirements for monorail hoists and engine room overhead cranes subjected to dynamic loads due to vessel motion.

4. COR 3.244 “Propulsion Shaft Bearings And Seals” specifies closed-loop and filtered freshwater or oil-lubricated strut bearings and stern tube bearings. Will the Navy consider seawater lubricated stern tube and strut bearing arrangements that are either similar or identical to systems that are currently successfully in service on both combatant and commercial vessels?

Incorporation of stave-type bearings with a suitable source of reliable flushing and cooling water for stern tube lubrication would provide a simpler and more rugged option.

The reason that freshwater or oil lubricated bearings were specified is because the Navy has experienced issues with seawater lubricated bearings on a specific class of vessels. In this particular case, calcification deposits in the bearing staves led to the stern tube leaking.

However, the Navy’s intent is to not drive design changes to systems with proven performance.

If the existing design has seawater lubricated stern tube and strut bearing arrangements that have proven performance, the Navy would find this acceptable.

5. For purposes of determining endurance range and overall fuel system sizing, please advise if the 20,500 gallons of fuel specified for working deck use in COR 3.541a: “Fuel System General”, should be included or excluded from the available fuel used in fuel endurance calculations for determining compliance with the 8,000 nm range requirement of COR 3.070c:

“Characteristics”?

The 20,500 gallons of fuel specified for the working deck is in addition to the amount of fuel required to meet the 8,000 nm range requirement, so it should be excluded from the available fuel used in the fuel endurance calculation.

6. For sizing a suitable stowage bin for the desired feature traction winch called out in COR Appendix B, 3.582b: “Towing,” can you provide either a required stowage volume, or describe how much line length & diameter the stowage bin should be sized to accommodate?

The stowage bin needs to be capable of stowing simultaneously 2500’ of 10” line, (2) 1200’ lengths of 8” line, 5000’ of 3.5” line, and 2500’ of 14” towing hawser.

7. We understand the general working deck area requirements are satisfied by providing an adequate unobstructed (clear) length and total area in accordance with the COR. We believe the arrangement (placement) of permanently installed weight handling equipment and fittings can have a significant impact on the usability and effectiveness of the vessel in its various missions. To support this, would the Navy provide a CONOPS or “typical” arrangements for the non-organic equipment described in slide 8 of the Kick-off Meeting presentation?

Arrangements of the embarked mission systems vary greatly and the existing arrangements will change since this ship will provide a larger working deck than the existing T-ATF and T-ARS vessels. If the Contractor can present the notional placement of permanently installed weight handling equipment and fittings, the Government can provide feedback.

8. Does the tow winch specified in COR 3.582b require the full capacity (line pull) to be developed simultaneously on both drums?

The Government would prefer that the full capacity (line pull) be developed simultaneously on both drums if the parent vessel’s design provides that capability, but it is not a requirement.

9. Is there any additional description of the SAMM system available to help determine the interface impacts? What degree of automation of data collection is desired, if any, beyond navigational information input?

The attached SAMM Data Acquisition Interface Specification is provided for additional information on the SAMM system. It should be noted that it is desired to collect as much of the data listed in Appendix A of the SAMM Data Acquisition Interface Specification as possible without significantly driving cost.

10. If there is a stern roller arrangement that would eliminate the need to remove it in order to deploy the non-organic equipment, would this be considered beneficial or acceptable? For instance, if the stern geometry arrangement achieves a maximum stern roller projection above the cargo deck that is less than some nominal value from the working deck molded line?

Yes, it is acceptable to have a stern roller arrangement that eliminates the need to remove the roller, provided that the stern roller and supporting structure do not interfere with working deck reference plane, and that the submarine rescue system components can be located far enough aft to provide the minimum clearance of 72 inches between the transom and the Pressurized

Rescue Module (PRM) shown on Sheet 4 of Drawing 7411191 Rev J “ICD, SRS to VOO Deck Layout”.

11. Does the Navy expect to be able to use the traction winch and the wire rope towing winch at rated load simultaneously? Our assumption is that simultaneous operation of the traction winch and wire rope towing winch is not envisioned.

The government does not anticipate requiring both simultaneously.

12. Is there a requirement or preference for a particular configuration for the synthetic line traction winch (ex. multi-sheave as compared to single drum)? With regard to capacities, specifically line speed under tension, can a minimum acceptable speed at rated load for the traction winch be specified?

The Government does not have a preference for the configuration of the traction winch.

However, the Government has, in the past, experienced issues with synthetic lines burying under load on a single drum. If a single drum traction winch is proposed, the Government would like to know how the issue of line burying will be addressed. Our existing vessels use multi-sheave systems, because that is what was provided at the time of ship construction but the Government is open to a system which utilizes current towing industry practices. An “undershot” type winch that would allow for future placement of a platform/deck above the wire would be desirable.

The Government will not specify a minimum acceptable speed. The Government is expecting line and or wire rope sized appropriately for the bollard pull per current towing industry practices.

13. Will Insurv Acceptance Trials be conducted?

Yes.

14. Is the T-ATS vessel required to meet the requirements of International Labour Organization, Maritime Labour Convention, 2006 (ILO MLC)? There is no reference to this standard in the J-1 T-ATS Circular of Requirements (COR), although there is reference made in to the ABS Guide for Crew Habitability on Workboats (which significantly mirrors the requirements of ILO MLC).

The Government does not intend to call out any ILO MLC requirements. It is the Government’s intent with COR Appendix B, that the Government desires, but is not requiring, for all permanent berthing to meet the ABS HAB(WB) Standard. Other than the HVAC requirements and airborne noise level requirements discussed in Question #2, the Contractor may or may not choose to meet the other requirements in the ABS HAB(WB) standard.

15. The COR states that single rooms shall be “provided with en-suite T&S (washbasin located in stateroom)”, line 1-2, page 49. Our parent design staterooms include an en-suite head compartment complete with toilet, sink, shower, as well as other misc head components. Will the Navy require separate wash basin (sink) to be located inside of the stateroom?

If the en-suite T&S components of a stateroom include a sink, there is no need for another one inside the stateroom.

16. The COR state that “Berthing shall be provided that is at least equivalent to the Contractor ship specifications”, line 22, page 48. Does this mean that the parent vessel accommodation layout cannot be changed with regard to arrangement of single, two person and three person staterooms? In order to accommodate the additional Persons other than Crew, we would propose to modify the parent design accommodation layout to maximize the total accommodations on the vessel. This will result in fewer single person stateroom than on our parent vessel design.

Although the general intent of the Government is not to drive parent design changes, if such changes can be made affordably in order to accommodate additional Persons Other Than Crew in the permanent berthing vice portable modules, that would be preferable.

The Government would like to know what the high level impact to the design and cost would be to change accommodations compared to using portable berthing modules.

17. It is unclear exactly how many offices are required. Section 3.661 of the COR requires areas for the deck, engineering, and steward departments. Table 3.661-1 of the COR requires each Office to be fitted with multiple desks, chairs and filing cabinet. Is one (1) office acceptable, furnished as described in Table 3.661-1 of the COR?

The three departments listed require office space in which to work, but the arrangement thereof is not mandated by the COR in an effort to minimize cost driving changes to parent designs. One office outfitted as described in Table 3.661-1 would be acceptable, but if the parent design can accomplish the working space requirements with two or three offices, that would also be acceptable.

18. It is not clear how many single person officer staterooms are required. Other than the Master and Chief Engineer, are there any other officers that require single person staterooms?

No; the Master and Chief Engineer are the only officers that require single person staterooms.

However, the Government's intent is not to drive significant changes to parent designs if they can meet accommodations requirements and happen to include more than two single person staterooms.

19. Is there any limitation on the quantity of berths located in each permanent berthing stateroom, as long as stateroom complies with ABS HAB (WB) requirements? The COR states that each permanent berthing space shall have no more than 12 occupants (line 24, page B- 3),m but this is unclear if this is specific to the portable berthing accommodation modules that are allowed in section 3.070c, page B-2, or to permanent staterooms located within the vessel.

The 12 occupant limitation on staterooms applies only to the 42 Persons Other Than Crew if they are housed in permanent berthing vice the portable modules (which are already configured for 12). All berthing for permanent crew should, at a minimum, comply with ABS and Coast Guard standards.

20. The ARMAG Corp. Watertight Shipboard Magazines are referenced in several sections of the Ship Specification with respect to weight, power and firefighting connections. Since this magazine design is managed by NSWC Crane and not ARMAG Corp. we do not have access to the technical data necessary to include them in our design.

Does the government intend to supply the cut sheets for the Watertight Shipboard Magazines as part of the T-ATS(X) GFI?

In lieu of cut sheets for Industry Studies, the following information is provided:

Power: Provide for each magazine a connection rated for 208/120V Single Phase, 60 Hz, 70 Amps with grounded neutral.

Firemain Connections: Provide a 2-inch connection from the firemain at the working deck in the vicinity of the portable magazine location. A single 2-inch firemain can serve two magazines.

Weight (Fully Loaded): Each magazine will weigh up to a maximum of 19,300 lbs.

Overall Dimensions: Each magazine is 103 inches wide (front of magazine), 139” deep (sides of magazine), and 114” high.

The Government is in the process of validating this information and it will be updated in the

DD&C COR.

21. In the interest of increased affordability, will the Navy consider waiving compliance with MARPOL annex 12A?

No, we will not consider waiving this requirement. This vessel is expected to visit foreign ports regularly and per the USCG website: U.S. ships that are required to hold an IOPP certificate, such as ships that engage in voyages to ports or offshore terminals under the jurisdiction of other parties to MARPOL and ships enrolled in the Alternate Compliance Program, regulation 12A applies to all fuel tanks on ships delivered on or after august 1, 2010 as defined in regulation 1.28.9, as well as to both new/modified and existing fuel tanks on ships that undergo a major conversion on or after the dates defined in regulation 1.28.9 of Annex I.

22. COR section 3.070g – Under Survival reference is made to Table 3.070-2. Where can this table be found in the COR?

This is an administrative error in the COR. Reference to Table 3.070-2 should be replaced with Table 3.070g-1, which will be corrected in the next revision of the COR.

23. COR section 3.080 indicates that the contractor shall provide space for a monitor, keyboard and mouse. Please confirm that these are the only interfaces required.

In addition to providing a space in the Pilot House to place a 19 inch monitor, a standard computer keyboard and a mouse, the shipbuilder is required to provide a source of power to support a computer with a 19 inch monitor. A Local Area Network (LAN) drop to connect the computer to a network shall be provided as one of the required LAN drops under COR section 3.408.

24. COR Section 3.100c indicates that a minimum of 12m of removable bulwark be provided on each side of the aft working deck.

• Are these sections to be continuous in nature?

Yes, the sections are to be continuous.

• Are these sections to be of equal lengths?

No, the sections do not need to be of equal lengths. The intent of the requirement for a minimum of three sections was to make the removal of the bulwark sections manageable and to ensure that the bulwark sections can be configured to allow a minimum opening of 4 meters along the length of removal bulwark.

• Is it also required that the areas of the removable bulwark should also be free of other items like tank vent piping, deck fittings, electrical penetrations and the like?

The areas of the removable bulwark shall be free of obstructions such as tank vent piping, deck fittings, electrical penetrations and the like so that the various mission launch and recovery systems can be placed at the deck edge.

• Is each section to be fitted with permanent padeyes?

Permanent padeyes for lifting the bulwark sections are not a requirement. However, the shipbuilder shall consider how the removable bulwarks are to be removed and re-installed when developing their design. It should be noted that the shipbuilder will be required to demonstrate the removal and re-installation of the removable bulwarks as a part of ship acceptance testing during Phase II.

25. COR Section 3.100c indicates that each 6.1m of the bulwark is to support an anchor, chain and I-beam. What is anticipated for this additional load? Is all of the weight supported by the bulwark or is the bulwark providing side loading only?

As stated in the COR, each 6.1 meter span of bulwark shall be capable of supporting 6,400 lbs. of anchor, chain and I-beam. The bulwark will be used for stowage of these items only. The bulwark will not see any side loading due to the deployed anchor and chain as the mooring lines will not be secured to the bulwark.

26. COR section 3.259 indicates that engine combustion and exhaust systems are to have ice/snow protection but there is no degree of protection cited.

• Are all combustion air inlets to be fitted with electric heaters?

• Are weather openings to be fitted with deicing heaters?

The requirement for ice/snow protection is specifically intended to address the potential for the freezing of air intakes providing combustion air to the engines when the ship is operating in ambient conditions where these intakes are subject to freezing and blockage due to accumulation of snow and freezing spray. It is up to the shipbuilder’s discretion as to what treatment is used to prevent freezing and blockage of the air intakes providing combustion air to the engines.

27. COR section 3.312 identifies addition loads to be applied to the emergency switchboard. Is the government aware that these loads will drive up the size and cost of both the emergency switchboard and generator?

The Government is aware that the additional loads will have an impact on the emergency switchboard and generator. The impacts should be addressed in DRL DI-001, DESIGN SUMMARY REPORT, DRL DI-013 COST SUMMARY REPORT, and as part of sections 2.a, 2.d and 2.f of DRL DI-

002, DESIGN REVIEW AGENDA AND MINUTES.

28. COR section 3.402 uses the term UAA. This term is not in section 2.400. Please define.

UAA is an acronym for Uncontrolled Access Area.

29. COR section 3.405, and elsewhere, makes reference to Attachment J-X. Please provide this attachment.

Attachment J-X, the Communications Suite Turnkey Approach, will be provided as part of the Phase II contract.

30. COR section 3.624 requires that all hatches be self-latching in the open position. Please confirm that this applies only to hinged hatches.

The Government confirms that only hinged hatches shall be self-latching in the open position.

31. COR section 3.652 makes reference to Attachment J-XX. Please provide this attachment.

Attachment J-XX, Government Furnished Authorized Medical Allowance Listing, will be provided as part of the Phase II contract.

32. COR section 3.310 indicates that the generators need to share reactive loads. Does this also mean that a reactive load bank will be required to demonstrate the proper reactive load sharing?

The Government will require demonstration of reactive load sharing as part of ship acceptance testing during the construction of the ship.

33. The COR states that frames shall be numbered from bow to stern. Will the Government allow for the frames to be numbered stern to bow if the parent design is numbered this way?

The shipbuilder may number the frames bow to stern OR stern to bow as long as all the drawings and documentation are consistent.

34. Appendix B, item 2c identifies the size of the towing line but does not identify a length desired. What is the length of the tow ropes required when implementing the Towing Desired Feature?

The required lengths of tow line for the traction winch are 2500 ft of 10-inch line, two 1200 ft lengths of 8-inch line, 5000 ft of 3.5-inch line, and 2500 ft of 14-inch towing hawser.

35. Appendix B, item 2c indicates that a traction winch is to be provided. The Appendix does not indicate if this traction winch is in addition to or in lieu of the winch described in COR section 3.582b. Is the traction winch described in Appendix B, item 2c, intended to replace the winch described in COR section 3.582b?

The traction winch described in Appendix B, item 2c is in addition to the winch described in COR section 3.582b.

36. Appendix B, item 2c indicates that a traction winch is to be provided. The Appendix does not describe the purpose of the traction winch. The service could be towing or lifting items up from the sea floor. What is the specific purpose of the traction winch described in Appendix B, item 2c?

The traction winch will be primarily used for towing.

37. COR section 3.640c. indicates that the Mess Space should be at least equivalent to the Contractor ship specification. This is taken to mean the parent vessel.

COR section 3.651c. indicates that the Mess Space should be at least equivalent to the Contractor ship specification. This is taken to mean the parent vessel.

Appendix B, item 2b notes the desire to add 42 persons on the ship. This section is specifically written around adding berthing.

Please confirm that there are no requirements to adjust the Mess, Galley or food stores when considering temporary or permanent accommodations for additional 42 persons other than crew.

There are no requirements to adjust the Mess, Galley or food stores when considering the additional 42 persons other than crew. However a 12.3 m3 general storage space shall be provided (Appendix B, item 2b) as well as a sewage treatment system sized for 65 persons and tankage capable of holding untreated sewage and gray water generated during 5 days for 65 persons(COR section 3.593a).

38. On page 28 of the COR, the DP system modes are listed. One mode listed is Anchor assist mode; request a definition of “Anchor assist mode” and the criteria by which it is satisfied.

The anchor assist mode provides thruster assistance when operating within a mooring pattern.

It is used for operations within a mooring pattern or when located close to a fixed structure, requiring one or more anchors installed in the opposite direction, which will pull the vessel away from the structure if a fault occurs.

The Government has no specified criteria for Anchor Assist mode and believes this is an inherent capability in most, if not all, dynamic positioning systems (DPS). The Government will accept the OEM-recommended criteria for the performance of the DPS in this mode. The Contractor is requested to notify the Government if incorporating this mode is a significant additional cost.

39. On page 56 of the COR, Builders and Acceptance Trials are required to be performed at sea and in port in accordance with INSURV Instruction 4730. Would the Navy please provide INSURV instruction 4730.3A so trials can be accurately estimated?

INSURVINST 4730.3A was distributed to the contractors performing Industry Studies. This is a large file that will not be attached to these published questions and answers. It can be requested by emailing Misha Heard at misha.j.heard@navy.mil if needed.

40. Does the government consider a midbody extension an appropriate option for potential builders of the T-ATS vessel?

The Government is researching whether certain changes to parent designs may be acceptable in Phase II of the T-ATS acquisition. However, no changes to requirements will be made prior to the end of Industry Design Studies.

41. There is a "Traction Winch" indicated in Section 3.573 in the specifications. There is also a "Traction Winch" indicated in Appendix B Section 3.582b as either a substitute for the Primary mailto:misha.j.heard@navy.mil

Towing Winch or possibly a Third Winch aboard the vessel. Please advise as to how many winches we should be allowing for.

The traction winch mentioned in section 3.573 is part of the FlyAway Deep Ocean Salvage System (FADOSS), which is a subsea salvage system that will be loaded onboard by the Government after delivery of the ship when it is necessary for the ship to perform salvage missions. The Contractor will not be responsible for procuring or installing this traction winch.

The requirements in section 3.573 are for the crane, which will be furnished by the Contractor, to have the rollers and sheaves in the crane in the boom to allow the FADOSS synthetic line to be reeved through the crane boom.

The traction winch mentioned in section 3.582b in Appendix B would be in addition to the primary towing winch and would be used for towing smaller vessels using synthetic line. As stated in the General section of Appendix B, the traction winch is a highly desirable feature; not mandatory. Therefore, the Contractor is free to incorporate the traction winch into its design or omit it if it is not affordable within the price cap.

SAMM Data Acquisition Interface Specification

Emprise Document Number:

E-ECONSOLE-Spec-G-3.01-20160609.1

Prepared by:

Emprise Corporation

7 Lorenz Parkway, P.O. Box 129 Ledyard, CT 06339

Table of Contents Table of Contents

1. Overview

2. Hardware

A. General

B. Location

C. Mounting Options

D. Physical Dimensions

E. Power Requirements

F. Connections

G. SAMM ENCON Dashboard HMI

3. Interfaces

A. General (Ref OPC UA Standard Release 1.02)

B. Data Types (Ref OPC UA Standard Release 1.02)

C. Sample Rates

D. OPC UA Security Policy

E. Data Flow

F. Address Space (Ref - OPC UA 1.02 Part 3)

G. Real-Time (DA) Data Interface (Ref - OPC UA 1.02 Part 8)

H. Alarm and Conditions Data Interface (Ref - OPC UA 1.02 Part 9)

I. Historical (HDA) Data Interface (Ref - OPC UA 1.02 Part 11)

J. Aggregates (Ref - OPC UA 1.02 Part 13)

4. Legacy Interface Options

A. Emprise Embedded Interface for Legacy Protocols

B. OPC Classic (Ref OPC Classic versions 1, 2.x and 3.0)

5. Appendices

Appendix A: SAMM Energy Dashboard Minimum Sensor List

1. Overview All shipboard data acquisition systems will provide a communication interface to the Shipboard Automated Maintenance Management (SAMM) system. The SAMM Data Acquisition Interface Device will act as the communication gateway between the data acquisition systems and the SAMM database, providing a secure industrial automation (IA) communication interface. The SAMM Data Acquisition Interface Device utilizes an industry standard OPC Unified Architecture (UA) communication protocol to obtain real-time (DA), historical (HDA) or alarm and condition (events) (AE) data from connected systems and devices. To accommodate data acquisition systems which do not currently support OPC UA, Emprise provides an optional Embedded Interface Device to provide OPC UA Server functionally (output) to the SAMM Data Acquisition Interface Device while accepting the OPC Classic communication protocol communication interface inputs and in some cases can be configured to utilize other common industrial automation (IA) communication interface inputs. Additionally, the SAMM Data Acquisition Interface Device supports National Marine Electronics Association (NMEA) 0183 (or higher) input. SAMM Data Acquisition Interface Device communicates with the SAMM database via a proprietary communication protocol, sending data only when a request is initiated by the SAMM database. The SAMM Data Acquisition Interface Device obtains data from the connected data acquisition system(s) automatically, data is archived into the internal cache and maintained until the next request for data is initiated by SAMM. An example of an overall functional block diagram is shown in Figure 1.

Figure 1 – Example SAMM Data Acquisition Overall Functional Diagram

2. Hardware

A. General The SAMM Data Acquisition Interface Device is an economical, compact, fanless industrial grade computer. To ensure adequate processing power and flexibility the SAMM Data Acquisition Interface Device is configured with an Intel Core i5-3610ME Ivy Bridge Socket G2 2.7GHz processor, 4GB DDR3 1600 RAM, 2 60 GB Intel 330 Series 2.5” SATA SSD hard drives, Dual Gigabit Ethernet, USB and Serial ports. This configuration can be scaled up or down as needed, to meet customer needs and budget constraints. The Embedded Interface Device utilizes the same hardware as the SAMM Data Acquisition Interface Device, but runs a Windows Embedded Operating System to allow for support of the OPC Classic communications protocol.

The SAMM Data Acquisition Interface Device is configured to run headless (without monitor, keyboard and mouse) with no Graphical User Interface (GUI).

Multiple SAMM Data Acquisition Interface Devices may be required to provide the necessary interfaces to the various shipboard data acquisition systems, due to physical locations, cabling run limitations, security concerns, etc.

Figure 2 – SAMM Data Acquisition Interface Device Data Collector (front view)

Figure 3 – SAMM Data Acquisition Interface Device Data Collector (rear view)

B. Location The small Mini-ITX form factor allows the data collector to be mounted virtually anywhere.

Whenever possible the device should be physically mounted within the associated data acquisition system’s cabinetry. When not possible due to space or access restrictions the ship builder shall coordinate with MSC to choose a location within close proximity, to minimize cabling runs, and in a reasonably clean and HVAC controlled environment.

C. Mounting Options The SAMM Data Acquisition Interface Device data collector comes with mounting rails that will support vertical or horizontal mounting configurations. Additionally, DIN rail mounting clips can be attached to the provided mounting rails allowing the device to be DIN rail mounted using standard COTS DIN rail.

D. Physical Dimensions The physical dimensions of the device are as follows:

• Height – 2.2” (57 mm)

• Width – 7.2” (185.14 mm) without mounting rails / 8.5” (215.9 mm) with mounting rails

• Length – 10.5” (267 mm)

NOTE: To provide adequate space for connectors, a minimum area of 15” (381 mm) x 10” (254 mm) x 3” (76.2 mm) is required.

E. Power Requirements The SAMM Data Acquisition Interface Device data collector and optional Embedded Interface Device utilize a 120 Watt, 12 to 24 VDC power supply.

Power to the device(s) will normally be provided via its provided AC power adapter. This requires that a dedicated receptacle and appropriately sized UPS unit be provided for The SAMM Data Acquisition Interface Device data collector and optional Embedded Interface Device, when utilized. The UPS shall be provided by the ship builder/shipyard.

As an alternative, power can be provided via a dedicated 12 or 24 VDC power supply/source.

F. Connections The SAMM Data Acquisition Interface Device utilizes one Ethernet port to connect to the associated data acquisition system(s) or optional Embedded Interface Device and one Ethernet port to connect to the ship’s SMIS LAN.

As a result, the data acquisition system must provide a dedicated Ethernet port on their system, either for direct connection to the SAMM Data Acquisition Interface Device or the optional Embedded Interface Device.

MSC may also specify that a hardware firewall be utilized between the data acquisition system and the SAMM Data Acquisition Interface Device data collector, when desired. If specified, the ship builder will provide and configure the required hardware firewall device.

A dedicated SMIS LAN drop shall also be provided. For ships with Fiber Optic SMIS LAN infrastructures, the drop should be configured with a standard RJ45 Ethernet connector or provided with a Fiber Optic to copper media converter.

MSC may also specify that a hardware firewall be utilized between the SMIS LAN and the SAMM Data Acquisition Interface Device data collector, when desired. If specified, the ship builder or MSC N6 will provide and configure the required hardware firewall device.

The SAMM Data Acquisition Interface Device data collector has the following connections:

• USB 2.0 (4) - 2 front/2 back

• USB 3.0 (2)

• HDMI (1)

• Serial (COM) (1)

• VGA (1)

• Ethernet (2)

• Display Port (1)

• 12 VDC Input

• Wireless Antenna

G. SAMM ENCON Dashboard HMI The SAMM system software includes an Energy Conservation (ENCON) Dashboard module. Two ENCON Dashboard stations (including monitor, keyboard and mouse) will serve as dedicated HMI for ships force.

Each station is connected to the ships UNCLASS LAN, which ultimately provides connectivity to the Shipboard Management Information System (SMIS) network. These HMI stations will be used as a dedicated SAMM Web application workstations capable of displaying the ENCON Dashboards and running the SAMM web and legacy applications. The HMI monitors are typically at least 19” measured diagonally.

One HMI station should be provided for the Engine Operating Station (EOS) and it should be mounted within the existing MCCS Consoles or provided with separate mounting (e.g. bulkhead) such that it is at eye level or higher.

One HMI station should be provided for the Ship Control Station or Bridge and it should be mounted within the existing Ship Control Consoles or provided with separate mounting (e.g. bulkhead) such that it is visible to an operator standing in front of the Main Control Console (MCC).

3. Interfaces A. General (Ref OPC UA Standard Release 1.02) The SAMM Data Acquisition Interface Device communication interface is designed to utilize the OPC Unified Architecture (UA) specification (release 1.02). The specification is organized as a multi-part specification, as illustrated in Figure 4.

OPC UA Multi-Part Specification

Core Specification Parts Access Type Specification Parts

Utility Specification Parts

Part 1 – Overview and Concepts

Part 2 – Security Model

Part 3 – Address Space Model

Part 4 - Services

Part 5 – Information Model

Part 6 – Service Mappings

Part 7 - Profiles

Part 8 – Data Access

Part 9 – Alarms and Conditions

Part 10 – Programs

Part 11 – Historical Access

Part 12 – Discovery

Part 13 – Aggregates

Figure 4 – OPC UA Specification Organization

The first seven parts specify the core capabilities of OPC UA. These core capabilities define the structure of the OPC address space and the services that operate on it. Parts 8 through 11 apply these core capabilities to specific types of access previously addressed by separate OPC COM specifications, such as Data Access (DA), Alarms and Conditions (Events) (AE) and Historical Data Access (HDA). Part 12 describes discovery mechanisms for OPC UA and Part 13 describes ways of aggregating data.

The OPC UA specification was chosen for the following reasons:

1. Platform independence without sacrificing performance

2. Unified Access (DA, HDA, AE)

3. High reliability and redundancy

4. Standard state of the art security model

5. Build on existing OPC COM investments

6. High performance communication protocols

7. Single solution from embedded to enterprise

8. Future-ready and Legacy-friendly

The OPC UA specification is platform-independent which allows various systems and devices to communicate via messages between clients and servers over various types of networks. OPC UA communications are robust and secure assuring the identity of clients and servers and repelling security attacks. In OPC UA, servers can be configured to provide sets of services, and individual servers provide the sets of services they support to clients. This Information is provided in the form of OPC UA-defined and vendor-defined data types. Servers define object models that can be dynamically discovered by clients. OPC UA servers can provide access to real-time (DA) and historical (HDA) data, as well as Alarms and Conditions (AE) to notify clients of key changes. OPC UA can utilize an assortment of communication protocols and data can be encoded in various ways to maximize portability and efficiency.

B. Data Types (Ref OPC UA Standard Release 1.02) The SAMM Data Acquisition Interface Device will communicate with any OPC UA Server and is designed to collect data in three independent formats.

Primary Interfaces:

Real-Time (DA) – the real-time data interface is the primary data interface for the Emprise eConsole™.

Alarm and Condition Data (AE) – the alarm and condition data interface provides a near real-time record of the alarms and conditions that have occurred.

Secondary (Optional) Interface:

Historical Data (HDA) – the historical data interface is optional and only intended to be used with systems that have an existing data historian. When implemented it is used to recover data during a communication loss between the MCCS and eConsole™ or to collect additional data from a specified period for more detailed data analysis, troubleshooting, etc.

With these three interfaces a complete picture of the minute to minute operations of the ship systems can be formed. Providing operators and managers the information they need to manage and maintain their equipment.

Each data acquisition system shall provide an OPC UA Server configured to provide all three data formats.

There may be instances where one or more of the data formats are not available due to data acquisition system or device limitations, legacy systems, etc. In these circumstances the ship builder will inform MSC and coordinate with MSC to determine the best course of action. At a minimum, the data acquisition system or device should be capable of providing real-time data access.

There may be instances where a data acquisition system or device is incapable of providing an OPC UA server. In these circumstances the ship builder will inform MSC and provide what interface options the system or device is capable of supporting. The ship builder will then coordinate with MSC to determine the best course of action.

C. Sample Rates Each OPC UA server shall be capable of providing real-time (DA) and alarm and condition (AE) data at a sample rate of at least once per second.

Each OPC UA server shall be capable of providing historical data (HDA) at a sample rate of at least once per minute.

D. OPC UA Security Policy The SAMM Data Acquisition Interface Device takes advantage of the security features of OPC UA, to ensure data security. In OPC UA, each installation of an application must have an application instance certificate that uniquely identifies the application and the machine that it is running on. These certificates come with private keys that allow applications to create secure communication channels that cannot be viewed by 3rd parties or modified while in transit. These certificates also allow OPC UA applications to be identified by peers and to block communication from a peer if it is not authorized.

The SAMM Data Acquisition Interface Device can be configured to implement any of the security policies specified within the OPC UA standard. Figure 5 provides a simple block diagram of client/server authentication using certificates.

SAMM Data Acquisition Interface

Device

MCCS

Figure 5 – OPC UA handshaking between SAMM Data Acquisition Interface Device and MCCS using certificates

The data acquisition system’s OPC UA Server shall normally be configured using the Basic256Sha256 security policy. The policy may be modified with MSC approval.

E. Data Flow Figure 6 provides a basic flow diagram of how data moves from the data acquisition system to the SAMM database via the SAMM Data Acquisition Interface Device. When utilized, the Embedded Interface Device would perform the function of the OPC UA Wrapper/Server.

Data Acquisition System - Data Bus

OPC DA (COM) Server

OPC UA Wrapper/Server

OPC UA Client

Internal Cache

SAMM Interface

SAMM - eConsole Interface

SAMM – eConsole Tables/Calculations

SAMM – ENCON Shipboard Dashboard

SAMM – Replication (ESTA)

Request DataSend Data

Request Data / Send Configuration InformationSend Data

Receive DataSend Data

SAMM – Consolidated (Shoreside)

Receive DataSend Data SAMM – ENCON Shoreside Dashboard

Data Acquisition System - Data Historian

OPC HDA (COM) Server

Request DataSend Data

Data Acquisition System - Data Bus

OPC AE (COM) Server

Request DataSend Data

Data Acquisition System

Acquisition Interface Device

Shipboard

SAM

M Shoreside

SAM

M

Figure 6 - Basic Data Flow

F. Address Space (Ref - OPC UA 1.02 Part 3) The main purpose of the address space1 is to provide a standardized method for servers to represent objects to clients. The OPC UA object model was specifically designed to meet this objective. OPC UA utilizes standard node classes2 to define the nodes contained within the address space. Additionally, the address space is presented hierarchically. Specifically, the hierarchical reference3, reference type signifies that the nodes are presented in a hierarchical-like manner. During initial configuration the SAMM Data Acquisition Interface Device will browse the address space to determine the available objects, nodes and attributes. An OPC UA server utilizes the address space to store data. The address space consists of objects, nodes and attributes which include folders, items, and properties. A node path describes a location, such as a folder, item, or property, in the address space of the OPC UA server.

Browsing the address space identifies the various nodes and gets the path, name, and type of all the children nodes of each node. Figure 7 shows an example of the hierarchical structure of a typical address space.

Figure 7 – Example Address Space viewed from OPC UA Client

1 OPC UA Part 3 Address Space Model 1.02 Specification – 4 Address Space Concepts 2 OPC UA Part 3 Address Space Model 1.02 Specification – 5 Standard NodeClasses 3 OPC UA Part 3 Address Space Model 1.02 Specification – 7.3 HierarchicalReferences ReferenceType

Once all Objects, Nodes and Attributes are identified, this information will be stored in the SAMM Data Acquisition Interface Device internal database and subsequently provided to the SAMM database. This information is then used by Emprise Engineer’s to identify the specific Objects, Nodes or Attributes that will be routinely monitored by the system. These specified parameters are added to a “White List” and typically consist of analog signals, run hours and key discrete signals (i.e. breaker position, motor on/off, etc.). Objects, Nodes or Attributes not included in the “White List” will not be routinely monitored, but can be added to the “White List” at any time.

After initial configuration the SAMM Data Acquisition Interface Device will periodically re-browse the address space and compare the findings to the previously saved information. Any additions or subtractions to the address space will be identified (flagged) by the system and provided to the SAMM database. This allows Emprise Engineers to review the changes and determine if newly added Objects, Nodes or Attributes need to be incorporated into the “White List”. These dynamic Address Space updates ensure that the system remains current and eliminates the possibility that updates or changes are lost due to human error.

The use of the “White List” plays a key role in maintaining system efficiency. Most MCCS configurations have thousands or tens of thousands data items. Many of these data items provide static information about a particular sensor’s characteristics including serial numbers, scale, egu ranges, etc. Although this information is valuable it does not provide any essential operational or monitoring/trending benefit and therefore does not need to be monitored continuously. Eliminating these non-essential data items reduces the number of monitored parameters into the hundreds or low thousands, thus reducing the communication and storage burden of the system. This allows the SAMM Data Acquisition Interface Device resources to be optimized for highest efficiency and least cost by scaling up or down critical components such as CPU, RAM, and SSD size.

G. Real-Time (DA) Data Interface (Ref - OPC UA 1.02 Part 8) Data Access deals with the representation and use of automation data in OPC UA servers. Automation data can be located inside the OPC UA server or on I/O cards directly connected to the OPC UA server. It can also be located in sub-servers or on other devices such as controllers and input/output modules, connected by serial links via field buses or other communication links. OPC UA data access servers provide one or more OPC UA data access clients with transparent access to their automation data.

The links to automation data instances are called data items. Which categories of automation data are provided is completely vendor-specific and the address space of an OPC UA server might consist of a broad range of different data items.

Clients may read or write data items, or monitor them for value changes. Changes are defined as a change in status (quality) or a change in value that exceeds a client-defined range called a deadband. To detect the value change, the difference between the current value and the last reported value is compared to the deadband.

OPC UA Data Access utilizes specific services4 to perform its function.

The SAMM Data Acquisition Interface Device specifically takes advantage of the subscription5 and monitored item6 service sets. The SAMM Data Acquisition Interface Device will normally be configured to subscribe to specified monitored items, defined by the White List and monitor these items for value changes. The subscription has a set publishing interval, the cyclic rate at which it executes. Each time it executes it will send notification messages of changed values. This methodology reduces overhead and improves efficiency because only changed values are updated.

H. Alarm and Conditions Data Interface (Ref - OPC UA 1.02 Part 9) OPC UA alarm and conditions can include, but are not limited to, process alarms, equipment status changes, operator manual actions, informational messages and tracking/auditing messages such as setpoint changes. These alarms and conditions are defined within the address space with the alarm model7, similar to the object model discussed previously in section B, and the condition classes8. Alarms and conditions can be subscribed to similarly to the standard data access subscription. The SAMM Data Acquisition Interface Device is configured to subscribe to and monitor specified alarms and conditions for changes. This functionality works similarly to the standard alarm and event printer provided with most MCCS’s.

As alarm and condition changes are triggered the SAMM Data Acquisition Interface Device will receive a notification and record the change to the internal database and subsequently send the information to the Logbook™ database. The subscription process is very similar to that used for subscribing to data changes and in many cases the same subscription can be used. Filters are used to specify only those alarms and conditions of interest to the SAMM Data Acquisition Interface Device to improve system efficiency. These filters provide the same functionality as the “White List” used for the real-time data interface.

I. Historical (HDA) Data Interface (Ref - OPC UA 1.02 Part 11) The historical data interface provides two major functions:

1. Acts as a backup data source to fill in data gaps due to communication losses between the MCCS and the SAMM Data Acquisition Interface Device. Data gaps can be filled/recovered without interrupting normal real-time data collection. This applies to both data values and events.

2. Provides the ability to query specific data items or time periods to obtain additional information or higher resolution data. The SAMM Data Acquisition Interface Device is typically configured to record data at 1 minute intervals. During certain casualties or operations higher resolution data may be desirable for operational performance analysis. Most data historians record and archive

4 OPC UA Part 8 Data Access 1.02 Specification – 6 Data Access specific usage of Services 5 OPC UA Part 4 Services 1.02 Specification – 5.13 Subscription Service Set 6 OPC UA Part 4 Services 1.02 Specification – 5.12 MonitoredItem Service Set 7 OPC UA Part 9 Alarms and Conditions 1.02 Specification – 5.8 Alarm Model 8 OPC UA Part 9…