Statement of Work - USNA Towing Tank Carriage Final.docx

Performance Work Statement (PWS) United States Naval Academy Naval Academy Hydromechanics Laboratory

380 FT Towing Tank Carriage Control System

1. Background: The Naval Academy Hydromechanics Laboratory (NAHL) features a 380 FT towing tank with the following dimensions: 380 FT (116.0 m) length, 26 FT (7.9 m) width, and 16 FT (4.9 m) water depth. Typically, the towing tank supports a wide variety of activities for the United States Naval Academy (USNA) focusing primarily on Naval Architecture and Ocean Engineering (NAOE) courses/electives and student/faculty research.

The towing tank includes a moving platform or “carriage” that spans the width of the tank and houses the test instrumentation, towing fixture for the model, and platforms for student and faculty observers. The carriage is driven by two 200 horsepower DC motors, with a 400% overload capacity, located at the far end of the tank. The drive motors are connected to the carriage by an endless cable threaded through a system of idler pulleys and sheaves. There are no friction brakes in the system; the motors provide the primary powered braking. In addition to primary braking by the drive motors, the carriages can be stopped by secondary and tertiary braking systems consisting of trackside shock absorbers mounted at either end of the track. The secondary and tertiary braking systems are passive and only relied upon in an emergency.

2. Objectives: The primary aim of this procurement effort is to replace the existing carriage control system with a new carriage control system for the NAHL 380 FT Towing Tank. The successful installation and operation of a new carriage control system in the 380 FT Towing Tank will improve NAHL operational capabilities.

3. Scope: This procurement is exclusively limited to the purchase, installation, and commissioning of a complete carriage control system for the NAHL 380 FT Towing Tank. The existing mechanical systems of the carriage are maintained in good working order and are excluded from the scope of this procurement. Additionally, the new carriage control system shall reutilize the existing DC drive motors for moving and stopping the carriage.

a. The carriage control system shall include the following:

i. User interface console (and associated operating software)

ii. Position sensing equipment

iii. Alert equipment

iv. New electrical hardware, cables, cabinets, DC drive, and other components necessary to interface with the existing DC drive motors

v. Training of staff on system operation, technical data, and details related to warranty, software, and maintenance

4. Requirements: The following requirements relate to this procurement effort:

a. Carriage Control System:

i. The carriage control system shall make use of the existing DC electric motors for the carriage drive.

ii. The carriage control shall measure the carriage position to within 3 mm (0.12 in).

iii. The drive system shall be protected against over voltage, over current, thermal, and short circuits.

iv. The carriage must be fully controllable from the control room located near the beach end of the tank.

v. The carriage control system shall allow for preset ‘parking’ locations at a minimum at each end of the tank.

vi. The contractor shall perform validation testing and tuning of the carriage control system performance.

b. Performance Specifications: At a minimum, the carriage control system must allow an operator to control the location and speed of the carriage in at least three different modes:

i. Normal Speed Control: The normal speed control must allow the operator to accelerate from the ‘parking spot’ (typically location 317 ft - as measured relative to the waveboard) to the desired speed, hold the carriage constant at that speed, then decelerate automatically to end the run and stop at a desired location (typically location 70 ft or 40 ft - as measured relative to the waveboard). After completion of the run. the operator should be able to initiate the return of the carriage to its assigned parking location at an operator determined speed. The carriage shall be able to operate within the full range of speed, acceleration, and jerk (specified below) in either direction (beach to waveboard or waveboard to beach).

1. Programmable Speed Changes: The control system shall include the ability to test multiple speeds during a single run. The operator shall be able to program in the different speeds and times at each speed and the control system shall ramp the carriage up to the next speed automatically.

a. The operator shall be able to override an automatic jump to the next programmed speed to keep the carriage operating at the current speed.

b. The operator shall have the ability to manually change the speed of the carriage at any time during a run.

2. Acceleration and Deceleration: The operator shall be able to specify the deceleration rate and jerk at the end of a run, independent of the acceleration rate and jerk.

3. Stop/Start Locations: The control system shall allow the carriage to start and stop a run from any operator specified location along the tank.

ii. Position Move: The position move control must allow the operator to select a specific location along the tank for the carriage to move to, allowing the operator to select the speed of transit, and executing the move beginning from wherever the carriage is located, and ending at the specified location.

1. The Position Move speed, acceleration and jerk, and deceleration and jerk settings shall be independent of the Normal Speed Control settings.

iii. Jog Control: The jog control enables the operator to select a speed of travel and command the carriage to move in a specific direction at that speed for as long as the command is active. This is critical for aligning the carriage location, linking the high and low speed carriages together, and for ‘slipping the cable,’ a maintenance procedure that must be performed periodically.

1. Jog control speed, acceleration and jerk, and deceleration and jerk settings shall be independent of the Normal Speed Control settings.

2. Control from Carriage: The operator must be able to operate the Jog Control while on or near the carriage to be able to fine-tune positioning with line-of-sight, as well as from the Control Room, the Motor Room panels, and from just outside the Motor Room.

3. Jog location must be able to exceed the bounds of the normal operating range to allow maximum positioning of the carriage within the tank (approximately 20 ft to 340 ft - as measured relative to the waveboard, to be verified during site visits and commissioning).

c. Range of Operational Parameters:

* Speeds above 32 ft/s shall require additional passcode in user interface ** Locations beyond this and within the physical limits shall require additional passcode in user interface

d. Early-Stop Button: There shall be the ability for an operator to stop the carriage in the middle of a run. The deceleration rate and jerk of the Early-Stop should be the same as the deceleration rate and jerk programmed for the specific run it is initiated during.

i. An operator shall be able to Early-Stop the carriage from the control room by pressing a physical button.

ii. Carriage riders shall be able to Early-Stop the carriage by pressing a physical button that shall be within arm’s reach of the data-collection instrumentation rack.

iii. In the event that the carriage has already begun to decelerate automatically to end the run and stop at a desired location, the Early-Stop shall have no impact on the deceleration rate or stop position.

iv. An audible alert shall occur when the Early-Stop button is pressed.

e. Emergency-Stop Button: There shall be the ability for an operator to emergency stop the carriage in the middle of a run.

i. An Emergency-Stop shall have the highest programmed deceleration rate (currently 16 ft/s2 and jerk 30 ft/s3).

ii. An operator shall be able to Emergency-Stop the carriage from the control room by pressing a physical button.

iii. An operator shall be able to Emergency-Stop the carriage from the motor room.

iv. In the event that the carriage has already begun to decelerate automatically to end the run and stop at a desired location, the Emergency-Stop shall take priority. The carriage shall stop at or sooner than the user-input desired stop location.

v. An audible alert shall occur when the Emergency-Stop button is pressed.

f. Pulse Feature: There shall be the ability to generate a TTL pulse that can be integrated into a data collection system when the carriage arrives at a pre-programmed location.

g. Software: The software shall consist of two general categories: operator control of the carriage and history and error log from the control software. The contractor shall provide software training and documentation materials.

i. The operator control software shall be presented in a graphical user interface (GUI).

1. All documentation shall be in English and grammatically correct in the United States of America.

2. English units shall be used for all values that are input or displayed on the GUI.

ii. The operator shall be able to specify the start and stop locations of the carriage for each run with default conditions set by the user.

iii. The carriage control software graphical user interface shall be equipped to enable an operator to input parameters for speeds, accelerations, and jerk within a run as specified below.

1. The operator shall be able to program in the different speeds and times at each speed and the control system shall ramp the carriage up to the next speed automatically.

2. The operator shall be able to program the acceleration of each speed transition within a run. This may be accomplished by allowing the operator to provide move profiles for the carriage along the tank.

iv. The operator shall be able to link the carriage start to signals from the wavemaker to allow the model and waves to be synchronized.

1. There shall be the option to start the carriage automatically, so as to interact with a specific wave at a specific location in the towing tank.

2. Safety considerations for “absent” operators should be included, such as requiring an operator to physically hold down a button beginning 3 seconds prior to the carriage leaving.

v. The history and error log should provide a log history of each carriage run and any errors that occurred during the run.

1. The log shall include the carriage position and velocity as a function of time. It shall be possible to integrate this output into a data collection system.

2. The error outputs should allow the operator to identify the type of error with enough information to diagnose issues.

3. The error shall be in a file format that can be saved and exported so that it may be sent to the vendor for troubleshooting.

h. Electrical System:

i. All power and feedback sensor interconnecting wiring shall be insulated and protected against physical damage per local building codes and the National Electric Code.

ii. The control system shall use the existing power distribution system in the 380 FT Towing Tank which consists of a 480 V, 1000 Amp panel with step-down transformers to convert this into lower voltages to power the control components at 120 V. The 2 General Electric 200 HP DC motors are rated at 240 V, 670 Amps.

iii. Connectors shall be corrosion and humidity resistant and engineered to function the entire life of the system.

iv. Cable wire trays shall be reused where possible. Cable and wire trays shall be either positioned where they will not be stepped upon or sufficiently strong to resist stepping.

i. Safety: The ability to reliably and consistently stop the carriage as desired is critical.

i. The system shall produce an audible signal three (3) seconds prior to carriage operation. The signal shall be audible from along the red deck, on the carriage, and in the control room.

ii. The carriage control system shall reliably stop the carriage within 0.5 in (12 mm) of the desired stopping location when operating at maximum speed (40 ft/s) under Normal Speed Control. For Position Move the carriage shall stop within 0.25 in (6 mm) of the desired stopping location at 1.5 ft/s. (These limits are within the capability of the current system.)

iii. The electronic control system shall be able to be reset from the control room as well as the motor room.

iv. The contractor shall perform validation testing and tuning of the various stop mechanics (normal stop, Early-stop, Emergency-stop) to confirm compliance with the system requirements.

v. In the event of a position or location error, the system shall initiate a controlled Emergency-stop.

j. Lifespan: The carriage control system shall be designed with a planned life of 20-year design life.

k. Reliability: Required maintenance downtime should be minimized and not exceed 3 days per year with a possible long-term maintenance period of not to exceed 12 days every 3 years.

l. Maintenance:

i. The contractor shall provide a manual with planned maintenance including frequency, required training or skill level, required special tools, and detailed procedures for all tasks. The manual shall contain a troubleshooting guide listing symptoms and likely causes and remedies.

ii. The contractor shall train USNA/NAHL staff on the carriage control system and carriage control software operations and maintenance.

iii. The carriage control shall not require more than 24 labor hours per year for regular scheduled inspection and maintenance. All regular maintenance shall be performed by the NAHL staff.

m. Warranty: Contractor shall warrant the software and associated hardware performance to the desired requirements for a minimum of one year from the date of final acceptance at the USNA’s site. Warranty shall cover all costs of repair including, but not limited to, materials, labor, travel, etc. to repair/replace components as required. All scheduled on-site inspections and maintenance shall be included.

5. Site Assessment: The contractor shall be responsible for confirming any technical details and measurements relating to successful contract completion. The USNA will in good faith provide as much information about the equipment that currently exists and is available. Contractors will have access to the lab and equipment for the purposes of planning through a scheduled site visit. However, all travel expenses shall be the responsibility of the contractor. USNA personnel will facilitate the visit by providing access to the USNA Yard and allowing access to the lab equipment at a time agreed to by the Hydromechanics lab supervisor and the contractor.

6. Deliverables: The primary deliverable for this procurement effort is one, calibrated, fully-operational carriage control system for the NAHL 380 FT Towing Tank.

a. Infrastructure:

i. Building mechanical and electrical infrastructure shall not be the responsibility of the contractor. USNA shall receive from the contractor an overview of the mechanical, electrical, and or structural requirements for the installation of the carriage control system during the preliminary design review.

ii. Every effort should be made to reuse existing infrastructure and minimize modifications to the building.

iii. Any building or property modifications shall be performed to meet or exceed USNA or NAVFAC building codes and regulations or any other applicable local or national building codes and standards. All modifications shall be first approved by USNA’s facilities architect.

b. Preliminary Design Review:

i. The contractor shall prepare the following material for a Preliminary Design Review:

1. System hardware and software test plan outline

2. Operator manual outline

3. Carriage control algorithm software demonstration

4. Data entry screens and GUI drafted

5. Draft manufacturing plan indicating schedule, critical paths items, etc.

ii. The Government will provide written comments. The Contractor shall respond with a written response and plan of action to address comments before the Critical Design Review.

c. Critical Design Review:

i. The contractor shall prepare the following information for the Critical Design Review:

1. Refined carriage control software screens and command tree

2. Draft test plan

3. Draft operator manual

4. Draft maintenance manual

5. Address all Government comments from the Preliminary Design Review

6. Final GUI formats

7. Final I/O data requirements

8. Final manufacturing plan for hardware, electrical and software indicating Critical Path items where necessary, priority purchases and expected completion milestones for major components.

ii. The Government will provide written comments. The Contractor shall provide additional data, analyses, or other material to address all comments. The Government will authorize the Contractor to commence fabrication of the system hardware.

d. Carriage Control System Materials:

i. The contractor shall be responsible for providing all materials needed to install and commission a fully functional carriage control system that meets all system requirements.

e. Final Deliverables:

i. The contractor shall prepare and deliver the following information upon completion of carriage control system testing and acceptance:

1. The carriage control system Bill of Materials (BOM)

2. The carriage control system operating procedure and troubleshooting guide

3. The carriage control software, including training and training materials to operate the system

4. A digital copy of the final carriage control system source code

5. A master hardcopy set of all electrical and mechanical engineering drawings

6. Hardcopy sets of electrical schematics showing interconnectivity of all components, protection, and complete technical specification for all parts

7. Copies of digital versions of all electrical and mechanical drawings

8. Hardcopy sets of O&M and Troubleshooting manuals

9. Copies of digital versions of O&M and Troubleshooting manuals in PDF format

10. Complete procurement data for all purchased parts including contractors in house part number and the original supplier if the parts were manufactured by a third party

f. Training:

i. Contractor shall conduct training with the hydromechanics lab staff to operate system in its entirety, including start up procedures, shut down procedures, emergency procedures, and basic troubleshooting for any common errors or system calibrations problems which interfere with normal operation of system.

ii. Contractor shall conduct training so as to demonstrate any maintenance procedures.

7. Installation and Acceptance:

a. Installation Plan:

i. The contractor shall be responsible for supervising and/or conducting on site all activities regarding physical equipment installation. The contractor shall agree to provide an installation and site acceptance plan prior to any on-site work.

ii. USNA staff will be available to assist with installation.

iii. All work intended to be performed must be first presented at Preliminary design meeting and again at Critical design review. All designs shall be approved of by USNA prior to start of any work.

iv. All documentation shall be submitted, reviewed, and approved by a committee chaired by the Technical Point of Contact (TPOC), which will be the Hydromechanics Lab Supervisor at USNA, before final project acceptance will be granted.

v. The Contractor shall be responsible for the removal/uninstall of any equipment or materials being replaced. Any existing equipment may be inspected and requested to be saved and not disposed of on USNA’s behest, at any time. The contractor shall confirm with USNA’s Technical POC prior to the removal or disposal of any equipment so as to avoid any unintended removal or disposal of USNA property.

b. Schedule – Period of Performance:

i. The contractor shall agree to propose adequate and appropriate schedule for installation and checkout of the proposed system and all subsystems. The installation schedule shall be approved by USNA in order to minimize impact on the academic calendar and usage of the facility.

ii. The contractor shall complete upgrade within 1 year of start of contract.

c. Reusable Equipment:

i. The contractor is responsible for disassembly and removal of existing electrical components and hardware that are not being reused.

ii. Metal components that are unserviceable or that cannot be reused will remain onsite for recycling by USNA’s recycling contractor.

iii. Unrecyclable components will be disposes of on-site in USNA dumpsters.

iv. USNA staff will be available to assist with equipment removal.

v. Best effort shall be made to reuse components that are reusable (ie. wire, wireways, cabinets). If a component’s functionality and useable life is questionable, the contractor shall replace rather than reuse.

d. Functional Acceptance:

i. Contractor shall demonstrate total functionality of the carriage control system before full acceptance of work. The Hydromechanics Lab Supervisor and Lab Director shall determine whether total functionality and thus contract completion has been achieved.

ii. Deviations from current functionality or specifications must be documented and presented in writing. Any deviations from current or specified capabilities must be presented to TPOC and committee for review, along with a proposal to mitigate and correct any deviations from current functionality or proposed functionality.

FOR REFERENCE ONLY (TO BE INCLUDED AS AN ATTACHMENT)

380 FT Towing Tank United States Naval Academy Naval Academy Hydromechanics Laboratory

This is a reference for developing the Statement of Work (SOW) for a new carriage control system to replace the existing Naval Academy Hydrodynamics Laboratory (NAHL) carriage control system in 380 FT Towing Tank at the USNA.

The 380 FT Towing Tank is described as follows:

This tank is equipped with two towing carriages, a dual-flap wave maker, and a wave absorbing beach. The smaller carriage is lighter and capable of towing small models at higher speeds. The larger carriage is heavier and used to tow large models at lower speeds. Both carriages are set up with platforms to carry ten or more students, allowing close-up observation of the underway test subject/model. The center section of the tank’s beach can be lowered to allow access to a finger pier for ballasting and setting up experiments while the tank is being used for other tests. Measurements from sensors on towed models are monitored and recorded using an onboard computer. Digital measurement records and live HD video signals are transferred to the shore-based control room using wireless networks. Measurement records can be evaluated/analyzed onboard the carriage and in the control room.

This tank has been used to test a wide variety of models, including ships, submarines, planing hulls, hydrofoils, surface-effect craft, SWATHs, sailboats, offshore platforms, wave buoys, diving systems, mine arrays, pilings, etc. The tank has also been used to study wave motions and forces without the use of models.

Nominal Dimensions of the Facility:

Length = 380 FT (116.0 m) Breadth = 26 FT (7.9 m) Depth of Water = 16 FT (4.9 m) Carriage Travel = 270 FT (82.0 m) for typical operations, with ability to extend to physical limits

Description of Carriage:

1. High-Speed – 11,000 LB box girder, steel wheels, round rails; maximum speed 40 FT/S (12.2 m/s).

2. Low-Speed – 22,000 LB box girder; maximum speed 25 FT/S (7.6 m/s).

Type of Drive System and Total Power:

Shore-mounted motors with twin tow cables; two motors @ 200 HP (150 kW) with 400% overload capability; controlled from shore using a computer-driven touchscreen.

Other Capabilities:

Large and small horizontal planar motion mechanisms (PMMs).

Open-water propeller testing.

Current-driven turbine testing.

Wave Generation Capability:

Regular, irregular, and transient water waves; wave frequency range of 0.25 Hz to 1.50 Hz.

Existing Wave Maker Type:

Dual-flap, servo-hydraulic control with dry back.

Beach Type and Length:

Four layers of 2 IN (5 cm) square tubes, 60 FT long (18 m); nominal slope of 1:5.

Instrumentation:

Sensors and amplifiers for measuring: force, moment, distance, angle, rotation rate and position, velocity, acceleration, inertial motion, wave elevation, water particle motion, pressure; multiple 16-bit analog-to-digital, USB-based data collection systems with sample rates of 20KHz+.

Examples of Tests Performed:

Resistance, self-propulsion, seakeeping, open-water propeller, horizontal planar motion, various tests of fixed and moored ocean structures, hydrodynamic forces on submerged bodies, foils (etc.), capsize and dynamic stability tests, flow visualization, basic ocean wave mechanics, etc.

Page | 2