Propulsion Control System Modernization

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Propulsion Control System Modernization Type 1200 Icebreaker Vessels

CCGS Pierre Radisson

ANNEX “A” Statement of Work (SoW)

Fisheries and Oceans / Canadian Coast Guard Integrated Technical Services / Marine Engineering

101 boul. Champlain Quebec City, Quebec

G1K 7Y7 V14

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Table of Contents

1.0 Modernization of Propulsion Controls (Overview) ................................................................... 6

1.1 Purpose......................................................................................................................................... 6

1.2 Background ................................................................................................................................... 6

1.3 General Particulars of Vessel ....................................................................................................... 7

1.4 Overview of the Current Propulsion System ................................................................................ 8

1.5 Objectives of the New System ..................................................................................................... 9

1.6 Scope of Work (Summary) ......................................................................................................... 10

1.7 Equipment to be Replaced ......................................................................................................... 11

1.8 Reference Documents ................................................................................................................ 13

1.9 Abbreviations/Acronyms............................................................................................................ 15

1.10 Approval and Regulations .......................................................................................................... 17

1.11 Occupational Health and Safety ................................................................................................. 17

2.0 General Requirements - Design and Installation .................................................................... 18

2.1 General Information ................................................................................................................... 18

2.2 Preliminary Design Package (PDP) ............................................................................................. 18

2.3 Technical Drawings ..................................................................................................................... 19

2.4 Equipment Selection .................................................................................................................. 20

2.5 Ambient Operating Conditions .................................................................................................. 21

2.6 Use of Cabinets........................................................................................................................... 22

2.7 Equipment Installation ............................................................................................................... 23

2.8 Equipment Identification ........................................................................................................... 23

2.9 Wiring and Connection of Equipment ........................................................................................ 24

2.10 Protection of the Equipment ..................................................................................................... 27

2.11 Cleanliness and Access to Work Areas ....................................................................................... 27

2.12 Removal and Disposal of Old Equipment ................................................................................... 28

3.0 Propulsion Controls - Performance & Functionality Requirements ......................................... 29


3.2 Feedback Signals ........................................................................................................................ 29

3.3 Propeller Motor Speed Control .................................................................................................. 30

3.4 Power Management ................................................................................................................... 31

3.5 Propulsion Main Breakers .......................................................................................................... 32

3.6 Propulsion Main Contactors ....................................................................................................... 33

3.7 Interface Relays CR120A (Main Breakers & Contactors Control) .............................................. 34

3.8 Emergency Control Mode (Normal and Manual) ....................................................................... 34

3.9 Speed Control of Diesel Engines ................................................................................................ 35

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3.10 Auxiliary Equipment ................................................................................................................... 37

3.11 Safety Protections ...................................................................................................................... 38

3.12 Wrong Way Alarm System ......................................................................................................... 39

3.13 Propulsion Exciters (Motors & Alternators) ............................................................................... 39

3.14 Alarm & Monitoring System ....................................................................................................... 41

3.15 User Interface (Controls & Displays) .......................................................................................... 43

3.15.1 General information ........................................................................................................... 43

3.15.2 Main Control Console (Engine Room) ................................................................................. 43

3.15.3 Propulsion Display Panel (MIMIC) ...................................................................................... 44

3.15.4 Wheelhouse Consoles ......................................................................................................... 45

3.16 Supply to Control Equipment ..................................................................................................... 46

3.17 Programmable Logic Controller (PLC) ........................................................................................ 48

3.17.1 General information ........................................................................................................... 48

3.17.2 Specifications of new PLCs .................................................................................................. 48

3.17.3 PLC programming ................................................................................................................ 49

4.0 Factory Tests, Commissioning & Support ............................................................................... 50

4.1 Factory Acceptance Tests (FAT) ................................................................................................. 50

4.2 Ship Commissioning ................................................................................................................... 50

4.3 Guarantee & Technical Support ................................................................................................. 51

4.4 Maintenance and Verification Tools .......................................................................................... 52

4.5 Spare Parts ................................................................................................................................. 52

5.0 Documentation & Training .................................................................................................... 53


5.2 Operating Manual ...................................................................................................................... 53

5.3 Maintenance and Troubleshooting Manuals ............................................................................. 54

5.4 Reports of Inspection Tests and Certificates ............................................................................. 55

5.5 Training ....................................................................................................................................... 55

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List of Tables

Table 1 - Basic characteristics of the CCGS Pierre Radisson .......................................................................................7 Table 2 - List of power equipment to be controlled ...................................................................................................9 Table 3 - Equipment to be replaced (or eliminated) ............................................................................................... 11 Table 4 - Reference documents (Drawings & manuals) .......................................................................................... 13 Table 5 - Reference documents (Regulations) ........................................................................................................ 14 Table 6 - Abbreviations/Acronyms .......................................................................................................................... 16 Table 7 - Performance & characteristics of current control system ....................................................................... 58 Table 8 - Nominal values of the propulsion system ................................................................................................ 59 Table 9 - Specifications of propulsion motors ......................................................................................................... 60 Table 10 - Alternator specifications......................................................................................................................... 60 Table 11 - Rectifier specifications ............................................................................................................................ 61 Table 12 - Diesel specifications ............................................................................................................................... 61 Table 13 - Contactor specifications ......................................................................................................................... 61 Table 14 - Circuit-breaker specifications ................................................................................................................. 62 Table 15 - Available power sources ......................................................................................................................... 62 Table 16 - Identification of generators and rectifiers .............................................................................................. 63 Table 17 - Alternator voltage as a function of speed and exciter current .............................................................. 63

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List of Figures

Figure 1 - Profile view of the CCGS Pierre Radisson ...................................................................................................7 Figure 2 - Control system (DIRECTO-MATIC) ........................................................................................................... 65 Figure 3 - Emergency control system ...................................................................................................................... 66 Figure 4 - System power section ............................................................................................................................. 67 Figure 5 - System power section (2) ........................................................................................................................ 68 Figure 6 - Diagram of current exciters (Alternators) ............................................................................................... 69 Figure 7 - Diagram of current exciters (Propeller motors) ...................................................................................... 70 Figure 8 - Speed vs. excitation current curve (propeller motor) ............................................................................. 71 Figure 9 - Power curve (propeller motor/Diesels) ................................................................................................... 72 Figure 10 - Propulsion system cabinets (Overview) ................................................................................................ 73 Figure 11 - Exciter and filters cabinets (Photo) ....................................................................................................... 74 Figure 12 - Exciter and filters cabinets (Layout) ...................................................................................................... 74 Figure 13 - Exciter power supply & transfer cabinets ............................................................................................. 75 Figure 14 - Exciter transfer outlets & plugs ............................................................................................................. 76 Figure 15 - Exciter cabinets (Alternators) ................................................................................................................ 77 Figure 16 - Exciter filter cabinets (Alternators) ....................................................................................................... 77 Figure 17 - Exciter cabinets (Propeller motors) ....................................................................................................... 78 Figure 18 – Filters for exciters (Motors) .................................................................................................................. 78 Figure 19 - Control system cabinets (DIRECTO-MATIC) .......................................................................................... 79 Figure 20 - Input/Output modules (PLC) ................................................................................................................. 80 Figure 21 - SUP/SUS switching cabinets (Photo) ..................................................................................................... 81 Figure 22 - SUP switching cabinets (Layout)............................................................................................................ 81 Figure 23 - Main propulsion breakers ..................................................................................................................... 82 Figure 24 - CR120A Control relays (Contactors/breakers) ...................................................................................... 83 Figure 25 - HVI (High Voltage Isolator) modules ..................................................................................................... 84 Figure 26 - Tachometer-generators (Propeller motor speed) ................................................................................. 85 Figure 27 - Protection modules (Alternators) ......................................................................................................... 86 Figure 28 - Wrong Way alarm module .................................................................................................................... 87 Figure 29 - Dynamic Braking Resistors (DBRs) ......................................................................................................... 88 Figure 30 - Main control console (Engine room) ..................................................................................................... 89 Figure 31 - MIMIC logic state display panel ............................................................................................................ 90 Figure 32 - Transfer switch (Telegraph control) ...................................................................................................... 91 Figure 33 - Monitoring and alarm system (Page 1) ................................................................................................. 92 Figure 34 - Monitoring and alarm system (Page 2) ................................................................................................. 93 Figure 35 - Monitoring and alarm system (Page 3) ................................................................................................. 94 Figure 36 - Monitoring and alarm system (Page 4) ................................................................................................. 95 Figure 37 - Diesel governors .................................................................................................................................... 96 Figure 38 - Main power contactors (Photo) ............................................................................................................ 97

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1.0 Modernization of Propulsion Controls (Overview)

1.1 Purpose

1.1.1 The purpose of this document is to establish the technical requirements of a project to

modernize the electrical and electronic controls comprising the propulsion system of the

CCGS Pierre Radisson, a vessel based in Quebec City that belongs to the icebreaker fleet

of the Canadian Coast Guard (CCG), a division of the Department of Fisheries and Oceans

(DFO).

1.1.2 The aim is to provide enough information to give potential contractors a clear picture of

the project details so that they may propose replacement solutions that will meet the

high reliability and performance objectives that have been established.

1.1.3 It is the contractor's responsibility to ensure that it has a good knowledge of all technical

details of this project and to ensure that the requested work as set out in this document

is completed to the full satisfaction of the Technical Authority (TA), which includes

providing all items and work deemed necessary to enable the safe and satisfactory

operation of this type of vessel.

1.2 Background

1.2.1 The CCGS Pierre Radisson is a type 1200 vessel that is one in a fleet of three nearly

identical icebreakers built between 1978 and 1982. This project is being carried out

within the framework of a national modernization program (VLE) that will be extended to

the other two similar vessels, CCGS DesGroseilliers and CCGS Amundsen. The contractor's

proposal will apply to the CCGS Pierre Radisson only but must include an option for

performing similar work on the other two (2) vessels.

1.2.2 Although some technical improvements have been made to the CCGS Pierre Radisson in

recent years, many of the propulsion system's core components are original and are

approaching the end of their useful life. This situation poses several problems in terms of

spares provisioning and cause a general deterioration of all systems over the years. The

mandate of the modernization program is to guarantee the reliability of these systems

for an additional 15 years.

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1.3 General Particulars of Vessel

Name: CCGS Pierre Radisson

Type: T1200 medium icebreaker (fixed blade dual propeller)

Year built: 1978

Identification: CGSB/IMO: 7510834/MMSI: 316071000

Official CCG number: 383326

Builder: Burrard Dry Dock, Vancouver, B.C.

Port of registration: Ottawa, Ontario

Home port: Quebec City, Quebec

Length: 98.33 m (322.61 ft.)

Width: 19.51 m (64.00 ft.)

Laden draught: 7.16 m (23.49 ft.)

Gross register tonnage: 5775 T

Net register tonnage: 1732 T

Load displacement: 8090 Tm

Maximum propeller power: 14960 BHP (11,155 KW)

Maximum speed: 16.9 Knots (31.3 Km/h)

Table 1 - Basic characteristics of the CCGS Pierre Radisson

Figure 1 - Profile view of the CCGS Pierre Radisson

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1.4 Overview of the Current Propulsion System

1.4.1 The CCGS Pierre Radisson currently has an AC/DC Diesel-Electric propulsion system made

up of two (2) almost identical independent systems. Each system has a direct current

(DC) electric motor connected directly to its propeller. Depending on the desired power

level, each of the propeller motors can be feeded by one, two or three assemblies made

up of one diesel, one alternator and one rectifier assembly, for a total of six (6) DC

sources. Figures 4 and 5 at the end of this document provide an overview of the system's

power components.

1.4.2 Propeller speed and direction of rotation are controlled by changing the polarity and

amperage of the field current in each of the DC motors, and by a combined variation of

the diesel engines' speed and the field current's amperage in each of the alternators. This

method of regulation helps manage power to constantly keep equipment within its

respective limits and maximize system performance from a response time standpoint. All

those functions and many others are essentially performed by a series of electronic

boards that form the two original systems, called DIRECTO-MATIC. Figure 2 provides a

simplified overview of the control loops of this system for reference.

1.4.3 Two (2) programmable logic controllers (PLC) are incorporated into these analog circuits

to manage the logical component of the system, which includes:

1. Opening/closing of power contactors/breakers and activation of certain automatic

start-up sequences by way of manual controls located on the main console.

2. Automatic Start/Stop of auxiliary systems, which includes pumps and fans for cooling

power equipment and anti-condensation heaters to protect them when they are off.

3. Display of the status of the propulsion system's main components on different

consoles, primarily by means of a panel fixed on the control room's main console and

comprising a series of 157 indicator lights (also called "Mimic").

4. Recovery of several logic states to control and protect the system in general.

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1.5 Objectives of the New System

1.5.1 The new system must allow for the replacement or elimination of outdated equipment

(section 1.7).

1.5.2 Within the nominal values and specific limits of each power equipment, the system must

be able to effectively and safely control the following:

Power equipment to be controlled Quantity Specifications

Propeller Motors 2 Table 9

Propulsion alternators (or generators) 6 Table 10

Propulsion rectifiers 6 Table 11

Propulsion diesels 6 Table 12

Propulsion main contactors 18 Table 13

Propulsion main breakers 6 Table 14

Table 2 - List of power equipment to be controlled

1.5.3 Maintain or improve all control, regulation, protection and display functions found in the

current system.

1.5.4 Take advantage of technological advances to incorporate the many electronic/analog

circuits of the current system into a digital environment.

1.5.5 Offer as much separation as possible between the two (2) port and starboard systems so

that a malfunction in one does not affect operation of the other.

1.5.6 Offer high operational reliability through the judicious selection of equipment and a

design that incorporates several redundancy functions.

1.5.7 Reduce the number of electrical/electronic connection points to decrease maintenance

time and reduce potential malfunction sources.

1.5.8 Use mass-produced equipment and components easily available on the Canadian or

American industrial market.

1.5.9 Have its own alarm monitoring system to supervise all new propulsion equipment and

offer accurate malfunction diagnostics.

1.5.10 Have an open architecture and complete documentation to enable effective intervention

by CCG electrical technicians in case of malfunction.

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1.6 Scope of Work (Summary)

Within the framework of the modernization project, the contractor must meet all technical

requirements described in this document and carry out all of the following work:

1.6.1 Check the current system's drawings and technical information.

1.6.2 Plan and participate in sea trials to accurately assess the current system's various

functionalities and performance under real operating conditions (section 2.1).

1.6.3 Produce a Preliminary Design Package (PDP) to allow CCG to assess in detail the various

phases of the project (Section 2.2).

1.6.4 Design all the new system in compliance with the applicable regulations (Section 1.8.2)

and receive all required approvals (Section 1.10).

1.6.5 Produce all required electrical diagrams and other drawings (Sections 2.3).

1.6.6 Plan and conduct Factory Acceptance Tests (FAT) to demonstrate the effectiveness and

performance of the new propulsion system (Section 4.1).

1.6.7 Produce all technical manuals (Section 5).

1.6.8 Provide all necessary equipment and components to carry out the project, as well as all

required labour to deliver a final, functional product.

1.6.9 Program all equipment. Calibrate all feedback signals and all analog meters.

1.6.10 Remove all old equipment and wiring that is no longer required on the vessel (Sections

2.9.3 and 2.12).

1.6.11 Check old wiring and conductors that will be reused in the new system (Section 2.9.2).

1.6.12 Install and connect all equipment of the new system, according to a detailed work plan

pre-approved by the Technical Authority (TA). (Sections 2.8 et 2.9)

1.6.13 Put entire new system into service using a safe method, which includes sea trials to

assess vessel performance in all operating modes (Section 4.2).

1.6.14 Provide advanced training to Canadian Coast Guard personnel in charge of operating and

repairing the systems (Section 5.5).

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1.7 Equipment to be Replaced

1.7.1 Table 3 contains a list of primary equipment that the contractor must replace (or

eliminate, depending on the selected design method).

Equipment to be replaced (or eliminated) Identification Quantity

Analog control and regulation systems, including all power supply units, internal wiring and terminal boards

General Electric DIRECTO-MATIC

2

Programmable Logic Controllers (PLC), including all communication circuits and power supply units

GE fanuc Series 90-70 (internal to DIRECTO-MATIC)

2

Input/Output (I/O) modules related to PLCs, including all communication links

GE fanuc IC660… Genius I/O Blocks

58

Alternator exciters, including filtering equipment, transformer, relays, ground fault detection circuits and all other associated components

GE FRP 593L188 (240 VDC, 150A)

8

Motor exciters, including filtering equipment, transformer, relays, ground fault detection circuits and all other associated components

GE FRP 593L189 (300/600 VDC, 600A)

4

MVI (Medium Voltage Isolator) modules, including SHUNT resistors and all associated components

General Electric 517L160

10

HVI (High Voltage Isolator) modules, including all other associated components and ground fault detection circuits (Power section).

General Electric 517L161

18

Main propulsion breakers (Generators) Including shunt trip electronic modules: 4500 A/DC

Siemens, Models: 3WV2311 & 3W2711

6

CR120A interface relays (Power breakers/contactors control)

General Electric Type CR120A

54

Wrong way alarm system Avant Electronics 1

Tachometer generators (including revolution counters) (Feedback signal for prop motor speed)

General Electric 2

Balanced Current Relay modules (Alternator protection - located on rectifiers)

General Electric # IJC5186A

12

Thermal Overcurrent Relay modules (Alternator protection - located on rectifiers)

General Electric # THC 11 G16A

12

Uninterruptible Power Supply (UPS) 24VDC and/or 120VAC. One for each system (Port/Starboard)

See section 3.16.3 2

Speed governor/actuator for diesels Including all controls and electronic interfaces

Woodward # UG-40 / UG-MAS

6

Table 3 - Equipment to be replaced (or eliminated)

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1.7.2 Subject to approval from the technical authority (TA), the contractor may eliminate or

replace additional equipment if the proposed new system includes functions that make

other components of the old system unnecessary or redundant.

1.7.3 The following main power equipment must be kept:

a) Diesel engines ………………………………. (Quantity: 6)

b) Alternators (Generators) ………………. (Quantity: 6)

c) Propeller engines ………………………….. (Quantity: 2)

1.7.4 The various protections (breakers and fuses) that power the current system's control

circuits cannot be re-used in the new system. They all must be replaced or removed

pursuant to the conditions described in section 3.16.

1.7.5 All manual controls located on the main control console and related to the current

propulsion system must be replaced or removed if they are no longer required. The new

switches or push buttons installed must be of equal or superior quality to existing

components (See section 3.15 for details).

1.7.6 These twenty (20) other switches must also be replaced with equivalent quality models

or removed if they are no longer required :

a) Main propulsion breakers controls (Section 3.11.8)

b) anti-condensation controls (Section 3.10.7)

1.7.7 Four (4) limit switch must also be replaced (See section 3.11.6)

1.7.8 Ten (10) analog dials to be replaced on consoles (See sections 3.15.2.4 and 3.15.4.3)

1.7.9 Some of the current system's electrical cables/conductors may be kept and adapted to

the new control system, provided that all requirements set out in section 2.9.2 are met.

1.7.10 The original terminal blocks present on the different control circuits must be replaced by

new ones under the terms of section 2.9.6

1.7.11 It is the contractor's responsibility to identify all changes to be made so that the new

system integrates and functions properly with the equipment to be kept.

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1.8 Reference Documents

1.8.1 Drawings, diagrams, manuals, photos and other information on the current system:

(Note: These documents will be available on demand only)

File #

Description Availability

1 PROPULSION SYSTEMS DRAWINGS Port and Starboard common circuits (A Series)

Reference DVD (PDF - 108 pages)

1 PROPULSION SYSTEMS DRAWINGS Port Propulsion Controls (B Series)


1 PROPULSION SYSTEMS DRAWINGS Starboard Propulsion Controls (C Series)


2 PROPULSION CONNECTIONS & WIRING Burrard Dry Dock (Shipyard)

Reference DVD (DWG/TIFF - 74 files)

3 PLC LOGIC PLC Programming Logic (GE fanuc 90-70)

Reference DVD (PDF - 26 files)

4 PROPULSION CONTROLS SUPPLY Propulsion controls power supply circuits

Reference DVD (TIFF/PDF/DWG-15 files)

5 TELEGRAPH SYSTEM + Wrong Way Alarm Propeller speed controls (Telegraph)


6 DIESEL SPEED CONTROLS Diesel speed controls


7 CR120A INDUSTRIAL RELAYS Power breakers & contactors control


8 PROPULSION MAIN BREAKERS & CONTACTORS

Reference DVD (TIFF/PDF/DWG-27 files)

9 ALTERNATORS PROTECTION RELAYS Overcurrent and Unbalance relays

Reference DVD (PDF/TIFF-7 files)

10 PROPULSION TACHOMETER GENERATOR Propeller speed feedback

Reference DVD (PDF/JPG - 7 files)

11 PROPULSION OVERVIEW PANEL (MIMIC) LED display panel (main control console)

Reference DVD (PDF/DWG/JPG-4 files)

12 AUXILIARY SYSTEMS (PUMPS-FANS-HEATERS) List and drawings of auxiliary systems

Reference DVD (PDF/XLS - 13 files)

13 REFERENCE TABLES List of feedback and display signals (dials)

Reference DVD (XLS- 1 file)

14 PROPULSION SYSTEM PHOTOS Photos of different main equipment

Reference DVD (JPG -378 files)

Table 4 - Reference documents (Drawings & manuals)

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1.8.2 Applicable regulations and official documents:

Number Description Availability

TP127E

“Ships Electrical Standards (2008)” Transport Canada

www.tc.gc.ca

IEEE-45

“IEEE Recommended Practice for Electrical Installations on Shipboard (2002)”

ieeexplore.ieee.org ISBN: 0-7381-3381-7

IACS UR E “Unified Requirements Concerning Electrical Installations (2010)”

www.iacs.org.uk

CSA C22.1-12

“Canadian electrical code, part I (22nd edition), safety standard for electrical installations”

Shop.csa.ca

CSA C22.2 NO. 0-10

“General requirements - Canadian electrical code, part II”

Shop.csa.ca

SOR/2010-120

Canada Labour Code - Maritime Occupational Health and Safety Regulations

lois-laws.justice.gc.ca

SOR-90-264 “Marine Machinery Regulation (2014)” lois-laws.justice.gc.ca

IEC 60812 “Analysis Techniques for System Reliability - Procedure for failure mode & effects analysis (FMEA) – 2nd edition”

webstore.iec.ch

IEC 60533 “Electrical and electronic installations in ships – Electromagnetic compatibility”

webstore.iec.ch

IEC 60092-504

“Electrical installations in ships – Part 504: Special features – Control and instrumentation”

webstore.iec.ch

TP5021E “Personal Safety on Ship” Transport Canada

Reference CD (File #15)

TP11469E “Guide to Structural Fire Protection” Transport Canada


FSM “Fleet Safety Manual (V4 Sept 2012)” Canadian Coast Guard


Table 5 - Reference documents (Regulations)

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1.9 Abbreviations/Acronyms

AC Alternative Current

ACL Affichage à Cristaux Liquide (LCD in english)

ADP Approval Design Package

AT Autorité Technique (TA in english)

AWG American Wire Gauge

CA Courant Alternatif (AC in English)

CC Courant Continu (DC in english)

CCG Canadian Coast Guard (GCC in french)

CCGS Canadian Coast Guard Ship (NGCC in french)

CCM Centre de Contrôle de Moteur (MCC in English)

CCW Counter Clockwise

CPU Central Processing Unit

CW Clockwise

DBR Dynamic Breaking Resistors

DC Direct Current (CC in french)

DFO Departement of Fisheries & Oceans (MPO in french)

DP Demande de Proposition (RFP in English)

DSIP Delegated Statutory Inspection Program (PDIO in french)

E/S Entrées/Sorties (PLC) (I/O in English)

ECR Engine Control Room

EDT Énoncé des travaux (SoW in english)

FAT Factory Acceptance Test

FEO Fabricant d’équipement d’origine (OEM in English)

FMEA Failure Mode & Effects Analysis

FSM Fleet Safety Manual (MSF in french)

FSR Field Service Representatives

GCC Garde Côtière Canadienne (CCG in English)

GE General Electric

GHVI Generator High Voltage Isolator

HDD Hard Disk Drive

HMI Human Machine Interface

HVI High Voltage Isolator

I/O Input/Output (in PLC Systems)

IACS International Association of Classification Societies

ISM International Safety Management

ITP Inspection and Test Plan

LCD Liquid Crystal Display (ACL en français)

LED Light Emitting Diode

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MCC Motor Control Center (CCM en français)

MHVI Motor High Voltage Isolator

MPO Ministère Pêches & Océans (DFO in English)

MSF Manuel de sécurité de la flotte (FSM in English)

MVI Medium Voltage Isolator

NGCC Navire de la Garde Côtière Canadienne (CCGS in english)

OEM Original Equipment Manufacturer (FEO in french)

P.U. Power Unit

PCC Propulsion Control Console

PCP Propulsion Control Port

PCQ Plan de contrôle de la qualité (QCP in English)

PCS Propulsion Control Starboard (or “Propulsion Control System”)

PDIO Programme de délégation des inspections obligatoires (DSIP in english)

PDP Preliminary Design Package

PLC Programmable Logic Controller

PVN Prolongement de vie navires (VLE in English)

QCP Quality Control Plan (PCQ in French)

RFP Request For Proposal (DP in French)

SCP Système de Contrôle de Propulsion (PCS in English)

SMTC Sécurité Maritime Transport Canada (TCMS in english)

SOW Statement of Work (EDT in French)

SSD Solid State Drive

STBD Starboard

SUP Setup Cubicules Port

SUS Setup Cubicules Starboard

TA Technical Autority (AT in french)

TC Transport Canada

TCMS Transport Canada Marine Safety (SMTC in french)

UPS Uninterruptible Power Supply

VLE Vessels Life Extension (PVN in french)

Table 6 - Abbreviations/Acronyms

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1.10 Approval and Regulations

1.10.1 The contractor must contract the services of an accredited classification society to

approve and certify all technical details of the project. A list of societies recognized by

Transport Canada is available at this WEB address:

https://www.tc.gc.ca/eng/marinesafety/dvro-fsc-dspi-1781.htm

1.10.2 Through the services of the selected classification society, the contractor must ensure

that the replacement systems meet Transport Canada equipment classification

requirements and that the entire project receives all necessary approvals specific to

vessels in this class. The contractor must plan and coordinate all statutory inspections

and classification surveys in collaboration with the authority concerned. All signed and

dated official documents must be delivered to the technical authority (TA).

1.10.3 At least 48 hours' notice must be given before statutory inspections or scheduled

classification surveys so that the TA may attend.

1.10.4 Any new installation within the framework of this project must meet Transport Canada

standards TP127 (Ships Electrical Standards) and IEEE45 (Recommended Practice for

Electrical Installations on Shipboard).

1.11 Occupational Health and Safety

1.11.1 The contractor and all subcontractors must continuously follow the occupational health

and safety procedures (ISM) established by the Canadian Coast Guard (CCG) and various

jurisdictional authorities.

1.11.2 All employees and subcontractors working for the contractor must take part in an information session on safety on board CCG vessels before carrying out any work. The session is approximately one (1) hour in length and will be given by a CCG employee.

1.11.3 The various electrical power sources related to the work must be kept under lock and

key. The operation must be performed jointly with the Electrical Officer on duty on the

vessel and must adhere to CCG safety standards (Fleet Safety Manual, sections 7.B.5

and 7.B.6). Lockout equipment is the responsibility of the contractor, who is also

responsible for keeping keys in a safe place. A list of locked circuits must be produced

and kept up to date throughout the work.

1.11.4 Any locations containing a hazard related to the work must be secured and clearly

marked. If necessary, safety signs or barriers must be installed to inform and protect

personnel, in accordance with Canada Labour Code standards.

https://www.tc.gc.ca/eng/marinesafety/dvro-fsc-dspi-1781.htm

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2.0 General Requirements - Design and Installation

2.1 General Information

2.1.1 The design method selected by the contractor to meet the requirements presented in

this document may vary. The contractor must ensure, however, that the design meets

the objectives in section 1.5 and, unless indicated otherwise in this document, maintain

or improve all control, regulation, protection and display functions found on the current

system. The contractor must also propose an effective regulation method that will

maintain or improve propeller response time following a change in speed controls.

2.1.2 Before beginning the work, dockside and sea trials must be planned in order to correctly

evaluate the various operating modes and response times provided by the current

system. Data collected during these tests must be approved by the TA and will be used as

a reference during commissioning of the new propulsion system.

Table 8 provides general information on the vessel's current performance. These data

may be used as a reference during assessment of the new system, provided they are

verified and approved during sea trials.

2.1.3 Although the vessel's propulsion comprises two identical and independent control

systems (Port/Starboard), some sections of this document are presented in the singular

to simplify the text. It is understood that the entire modernization project must apply to

both systems.

2.1.4 The contractor must supply all equipment, accessories, tools and labour necessary to

carry out all work.

2.2 Preliminary Design Package (PDP)

The Contractor shall submit a preliminary design package (PDP) to allow the Canadian Coast

Guard the ability to provide feedback at an early stage of design.

The Contractor’s PDP shall contain, at least, the following documentation and design details:

a) Project schedule including design, installation, testing and commissioning of the new propulsion systems;

b) Quality control plan; c) Documents and Drawings Management Plan; d) Integration Management Plan for new and retained systems/components; e) Systems bills of Materials and specs; f) Regulation & Control systems philosophy descriptions;

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g) Speed and Load curves for all propulsion modes and configurations of the new system; h) General arrangements; i) Systems block diagrams; j) User interface & alarm system documentation; k) Power supply arrangement; l) Description of safety functions; m) Details about sea trials to assess the performance of the current propulsion system; n) Preliminary information about Factory Acceptance Tests (FAT) of the new system; o) Preliminary information about the ship commissioning program;

2.3 Technical Drawings

2.3.1 The contractor must produce all drawings & diagrams necessary for the design and

execution of work on the new control system. These drawings must provide a view of all

equipment and circuits in the propulsion system, including those that will be kept from

the old system and incorporated into the new installation. The drawings must also

include all necessary information so that a qualified technician can conduct a quick,

complete and specific search in case of malfunction or for any other reason.

2.3.2 Generally, the drawings must include or describe all of the following elements:

a) Detailed cover page and index;

b) Abbreviations and symbols used;

c) Identification and specification of equipment;

d) Location and physical representation of equipment;

e) Block diagrams giving an overview of the main systems;

f) Power supply circuits;

g) Control and display circuits, including PLC and Input/Output (I/O) modules;

h) Power circuits;

i) Communication circuits;

j) Cables and connections between the different equipment components;

k) All other references or details required to understand the system

2.3.3 Even though several circuits are similar, each propulsion system (Port & Starboard) must

have its own series of drawings. Some circuits that are common to the entire system

must also be presented in a separate series of drawings.

2.3.4 It is the responsibility of the contractor to update or redraw all original vessel drawings

affected by the modernization project. Changes made to the old drawings must be

denoted in a different colour or style. If more than 20% of an original diagram pertaining

to the propulsion system is changed, the diagram must be redrawn in full, in DWG

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(AutoCAD) format. Although some original diagrams are kept in a series, this should not

prevent all drawings from being homogenous in presentation, numbering and method of

interpretation.

2.3.5 All drawings designed or modified must be presented individually in digital format in the

most recent version of the DWG (AutoCAD) standard and allow for optimized standard

11x17 in. (ANSI B) printing. An exception may be made to the size of certain drawings in

order to give an adequate view of the entire system, provided these are presented in a

separate series. A grouped Adobe PDF version must also be provided for each series of

drawings to facilitate electronic consultation (one PDF file per series of drawings).

2.3.6 The first full version of drawings and other design documents must be submitted to the

TA for review and approval. The TA may request a number of revisions at no extra cost,

within the terms established in the selection of the contractor in section 4.3.3 of the

contract. Once all design documents approved by the TA, these shall be presented and

approved by the Classification Society engaged by the contractor, according to the

conditions set out in Section 1.10 of this document (SOW).

2.3.7 The approved drawings used during the work must be kept up to date as installation

work progresses, and additional approval of any subsequent changes made to the

original version is required. A list of changes must be created and kept up to date to track

the history of changes throughout the installation process.

2.3.8 Four hard copies of the final version of the “as fitted” drawings must be provided at the

end of the project. The different series of drawings printed in 11x17 (ANSI B) format

must be properly bound. The digital version of drawings must also be provided (DWG &

PDF). DWG (AutoCAD) files must not be electronically protected, and the CCG must be

able to modify all elements as needed in any future changes.

2.4 Equipment Selection

2.4.1 Main equipment and components used to achieve this project must be of recent design

while having proved their reliability on the industrial market over the last two (2) years.

To the extent possible, they must also be technically supported by the manufacturer for

the next 15 years.

2.4.2 The contractor must choose mass-produced equipment/components, easily available

from the OEM manufacturers or some distributors already established on the Canadian

or American industrial market. Custom-made or experimental products are not

acceptable for this project.

2.4.3 All equipment, components and other materials must be new.

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2.4.4 To the extent possible, the new system's design and the selected equipment must be

made to minimize the inventory of spare parts required on board the vessel.

2.4.5 If a piece of equipment or a device requires connecting a high number of electrical

conductors, priority must be given to devices with pluggable terminal blocks ("plug-in")

to facilitate replacement in the event of failure.

2.4.6 Selected equipment must be able to withstand a variation of +/- 10% of the voltage and

frequency when powered by alternating current (AC). If the equipment is powered

directly by a DC circuit from a charger/battery set, the equipment tolerance must be

from -25% to +30% VDC to withstand voltage variations.

2.4.7 With the exception of relays used to control power contactors and circuit breakers (see

section 3.7), the various control relays used in this project must all be pluggable ("plug-

ins") with protection that prevents them from being released from their base under the

effect of vibration. There must be a visual indicator to show if they are electrically active.

If the coil voltage is DC, the relay must incorporate a suppression diode to absorb voltage

spikes.

2.4.8 Selected equipment must not be affected by the use of portable communication devices

found on the vessel. These devices are UHF and transmit with 5 Watts of power on a

frequency band varying from 136 to 870 MHz. They are frequently used in the control

room close to various cabinets and elsewhere throughout the engine room.

2.4.9 Fixed or portable computers provided under this modernization project must all have

SSD (Solid State Drive) hard disks to provide the best performance and greater shock and

vibration resistance.

2.5 Ambient Operating Conditions

2.5.1 General information

All new equipment must be able to minimally and continuously withstand the ambient

conditions described in section 1.5 of standard IEEE-45 (2002 edition).

2.5.2 Temperature & Humidity

2.5.2.1 The ambient temperature must never exceed the operating threshold established by

the manufacturers of the various equipment/components. It is the contractor's

responsibility to ensure safe operating temperature inside the cabinets at all times. If

necessary, a cooling system must be added.

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2.5.2.2 Where fans are added to allow for additional air supply in the cabinets, a filtration

method must be provided to prevent the accumulation of dust inside. The fans must

then be accessible to allow for easy filter replacement.

2.5.2.3 New equipment must be able to withstand ambient humidity of up to 95%, without

condensation. (See IEEE-45, section 1.5 for details).

2.5.3 Shock and Vibration Resistance

2.5.3.1 All equipment and components of the new propulsion system must have shock and

vibration resistance that takes into account the specific characteristics of an

icebreaker-type vessel.

2.5.3.2 All added equipment and components must be adequately secured, taking into

account the high vibration level encountered on this type of vessel. If the TA

considers it necessary, the contractor must provide for the addition of rubber pads at

attachment points for certain pieces of equipment in order to absorb the intense

vibrations that can result from the vessel's hull coming into contact with outside ice.

2.6 Use of Cabinets

2.6.1 Unless indicated otherwise in this document, all equipment and main components of the

new propulsion control system must be installed in the existing cabinets. These cabinets

are as follows:

a) The engine room main control console (PCC)

b) The excitation cabinets located behind the main console (EXC)

c) The main breaker & contactor cabinets located in the propeller engine room

(Switchgear cabinets or "Setup Cubicle" SUP/SUS).

d) The power rectifier cabinets

e) The diesel engine control panels (For replacement of speed governors and associated

electronic controls, see section 3.9).

f) The three (3) navigation consoles located in the wheelhouse (See section 3.15).

2.6.2 It is the contractor's responsibility to mechanically and electrically adapt the inside of the

various cabinets and consoles to accommodate the new system's equipment and

components.

2.6.3 Metal supports and chassis added inside cabinets must provide solid strength and

adequate conductivity with the vessel's grounding.

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2.6.4 All cabinets must be thoroughly cleaned after the old equipment is removed, and two (2)

coats of non-flammable paint must be applied on the inside walls of the cabinets in order

to conceal areas of discolouration and other permanent marks. The type of paint must be

approved by the TA.

2.7 Equipment Installation

2.7.1 New equipment and components must be positioned in such a way as to be accessible

for troubleshooting and to allow for easy replacement if necessary. The method for

securing equipment must not involve free nuts, which can fall and be lost when replacing

equipment (anchor points must be fixed).

2.7.2 The maximum dimensions of the new equipment must be accurately assessed to ensure

that it can be transported to the installation site, without modification to the internal

structure of the vessel.

2.7.3 The contractor is solely responsible for transporting equipment from the plant and for

moving it around on the vessel.

2.7.4 Welding work required to secure supports or for any other reason is entirely at the

contractor's expense, including the supply of all equipment and qualified labour

necessary to perform the work.

2.7.5 All welding jobs must be individually approved by the technical authority (TA) and

require a valid work permit in accordance with the standards and procedures in force at

the CCG (See "Fleet Safety Manual," sections 7.B.4).

2.8 Equipment Identification

2.8.1 Identification nameplates must be produced for all new equipment or devices installed

on the propulsion system.

2.8.2 The front of each cabinet must also have a nameplate to generally identify the system or

systems inside.

2.8.3 The contractor must remove existing nameplates that are no longer applicable and

replace those that will no longer be accurate once the work is completed.

2.8.4 Nameplates must be made of non-conductive plastic and be securely fastened to prevent

detachment. They must be placed near but never directly on the devices.

2.8.5 Unless otherwise indicated by the TA, the lettering must be white on a black background

and clearly legible. The nameplates must succinctly but completely display the name or

function of the apparatus, in French and English. An abbreviation and reference number

must also be provided so the equipment can be easily located on system drawings. If it is

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a circuit breaker or fuse assembly, the text must also include its capacity in amperes (A).

If it is a transformer, it must include its power (VA).

2.8.6 The format and style of new nameplates must take into account the environment in

which they are to be installed. Before ordering or manufacturing identification

nameplates, the contractor must present a list with all manufacturing details to the TA

for approval.

2.9 Wiring and Connection of Equipment

2.9.1 List of wiring tasks

Before beginning the work, the contractor must produce a detailed list of required cables

and connections in preparation for the new system's installation. This list must allow for

assessment of all the following points:

Old cables/conductors to be removed from the system before beginning the work

Old cables/conductors to be retained for reuse

New cables/conductors to be installed

For all conductors/cables added or retained, the contractor must also provide the

following information:

The conductor's identification number

The cable identification number to which it belongs (if applicable)

The number of reserve conductors in each cable

The conductor's gauge (AWG)

The conductor's current limit

The conductor's connection points (source and destination terminals)

The type of cable/conductor: Armour (Shield), voltage and temperature

This list must cover all cable/connection work and is to be presented before the

beginning of the work for verification and approval by the TA.

2.9.2 Use of old cables/conductors

With the exception of communication cables, which must all be removed or replaced,

existing cables or conductors may be reused in the new control system if needed. The

contractor must nonetheless ensure that the old cables or conductors comply with the

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current applicable regulations and that they meet all of the following general

requirements:

a) The cable must successfully pass a series of tests to measure the insulation

resistance between different conductors, as well as the insulation resistance

between each conductor and the vessel's grounding. This test must be conducted at

a voltage of 500 volts and the insulation level must be greater than 100 Megohms.

The results of these tests must be documented and submitted to the TA.

b) The cable must be suitable for the function for which it will be used and comply with

all requirements established by the manufacturers of the new equipment. Special

attention must be paid to low intensity analog signals, which can be affected by the

many electromagnetic fields present on the vessel. Cables carrying this type of signal

must all be shielded, and the shield must be connected to the vessel's ground at one

end only (source side).

c) The ends of the cable must be inspected to ensure that the conductors' insulation or

terminals are not damaged.

d) The cable must be re-identified along its length if its identification number is

changed during the design of the new system.

e) The conductor must be re-identified at the connection points if the identification

number is changed during the design phase or if the identification currently in place

is no longer legible.

f) The conductor may not, in any way, be extended with crimp sleeves if it is too short

to properly connect to the new equipment.

2.9.3 Old cables to be removed

All old cables and conductors that are no longer useful must be removed by the

contractor. If any of these cables crosses a watertight bulkhead or a firewall, the hole left

by its removal must be properly sealed (crossover plug or gland). The addition of silicone

caulking is not acceptable for plugging holes.

2.9.4 New conductors and cables

2.9.4.1 New conductors and cables must be suited to the function for which they are

intended. They must comply with all maritime standards described in section 12 of

document TP127.

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2.9.4.2 Cables used for communication or carrying analog signals must be industrial type and

have shielding against interference. The cable's exterior jacket must also adequately

withstand mechanical stress.

2.9.4.3 A 10% minimum of reserve conductors must be provided within each new control

cable to allow for future modifications.

2.9.5 Passage and securing of cables/conductors

2.9.5.1 All cables/conductors must be secured and/or passed inside the cabinets or between

the various cabinets using existing supports and cable trays. If necessary, the

contractor must add additional supports or cable trays to adequately secure or

contain the cabling.

2.9.5.2 The passage of cables and conductors inside the cabinets must not restrict access to

the equipment. It must be easy to maintain or replace the different pieces of

equipment as needed, without having to move a cable set.

2.9.6 Connection and identification of conductors

2.9.6.1 The various rail-mounted terminals that date from the vessel's construction (1978)

must all be replaced with new ones or removed if no longer required. Newly installed

terminals must be single-level industrial type and offer high vibration resistance.

They must allow for access by measuring equipment probes for diagnostic purposes.

2.9.6.2 Conductors must all terminate their run on a terminal block, even if they are not

used electrically by the system (spare conductors).

2.9.6.3 Each terminal strip must have an identification code to establish a relationship with

the corresponding electrical diagram(s). Each individual terminal must also be

identified by a number.

2.9.6.4 All electrical conductors must be individually identified at both ends using labels

made of a plastic material. The printed numbering must be indelible to water and

resistant to dust particles and oily deposits. The label must be easily visible without

having to move the wires or cables.

2.9.6.5 The new cables must be identified in compliance with the same conditions as for the

conductors. If the cable crosses a bulkhead, an additional label must be added on

each side of it. If environmental conditions are harsh, potentially causing the label's

legibility to deteriorate over the long term, the label must be made of metal and the

inscription must be embossed.

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2.9.6.6 As on the current system, the numbering of conductors must follow a logic that

makes them easy to search for and find. This implies that each conductor connected

at a single point of electrical contact must have the same identification number.

2.9.6.7 The number displayed on a conductor must make it quick and easy to find on the

electrical diagram and make it easy to determine to which system it belongs (Port,

Starboard, common circuits).

2.9.6.8 For new conductors, the contractor must either use an identification method that

integrates perfectly with the method used for retained circuits or plan to re-identify

all old conductors in order to adapt them to the new tracking system.

2.10 Protection of the Equipment

Throughout the work, the contractor must ensure that anti-condensation heaters remain

functional in order to protect the propulsion system's power equipment: Propeller motors,

alternators and rectifiers. The contractor must ensure that power to these circuits poses no

safety issues for workers.

2.11 Cleanliness and Access to Work Areas

2.11.1 The various work areas must be kept clean during the removal of old equipment and

throughout the new system's installation process.

2.11.2 The contractor must ensure that the TA and CCG personnel have free and safe access to

the workplace throughout the duration of the contract.

2.11.3 When the installation is complete, a thorough cleaning must be done to remove all dirt

and residue. Special attention must be paid to metal particles that could cause a

reduction in electrical insulation or short circuits in different pieces of equipment.

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2.12 Removal and Disposal of Old Equipment

2.12.1 At least one (1) month before the planned work start date, the contractor must provide a

summary list of the various equipment and components from the current system that

will be removed and no longer used. From this list of equipment and components, the TA

will determine which items will be retained by the Coast Guard (CCG) to be used as spare

parts for other vessels that use a similar propulsion system. This equipment and

components selected by the TA must be carefully removed from the system, packaged

and identified by the contractor at the beginning of the work.

2.12.2 All old equipment, cables and other materials not retained by the TA must be removed

from the system, transported off the vessel and disposed of by the contractor. If a piece

of equipment to be disposed of is too large to be removed without modifying the vessel's

internal structure, the contractor must dismantle the equipment into several pieces in

order to transport it.

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3.0 Propulsion Controls - Performance & Functionality Requirements


3.1.1 This section is not intended to describe all technical aspects of the current system in

detail. In order to properly assess the scope of the work, the contractor must conduct its

own analysis based on the numerous documents and diagrams available, or based on

observations and tests conducted on board the vessel.

3.2 Feedback Signals

3.2.1 The new system must be designed to allow complete electrical insulation between

control and power circuits. On the current system, this separation is made possible by

the use of MVI modules for excitation circuits and HVI modules for power circuits.

3.2.2 As mentioned in Table 3, these MVI and HVI modules are among the equipment to be

replaced. The contractor must therefore propose an equivalent method to produce the

feedback signals necessary for proper operation of the control loops.

3.2.3 Among the components linked to the MVIs and HVIs, only the "SHUNT" resistors used by

the HVI modules for reading power currents can be retained if needed (Quantity: 8). The

resistors for the reading of power voltages must all be replaced or eliminated.

3.2.4 All ground leak detection circuits on the power part of the system must be replaced

during the work (see propulsion drawings: B4P, B4Q, C4P and C4Q). Within the new

detection method, the two (2) analog dials located on the main control console must

remain functional. In the event of a significant drop in the insulation level, an alarm must

also be generated by the propulsion monitoring system to warn the operator of a failure.

3.2.5 The contractor must provide a fast, easy and safe method for CCG technicians to run

ground insulation tests on the propulsion system's various excitation and power circuits.

This procedure must be detailed in the maintenance manual and allow for the protection

of electronic equipment against voltage surges that could arise from the use of portable

megohmmeter type equipment, without having to disconnect the conductors.

The method must allow all of the following circuits to be individually tested:

a) Excitation fields of alternator rotors (Quantity: 6)

b) Power circuits of alternator stators (Quantity: 6)

c) Excitation fields of propeller motor stators (Quantity: 2)

d) Power circuits of propeller motor rotors (Quantity: 2)

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3.2.6 As mentioned in Table 3, the contractor must replace the two (2) tacho-generators

currently attached to the propeller motor shafts with a more recent model or find an

equivalent method to adequately measure the propeller rotation speed. Given that the

feedback signal produced by this equipment is of paramount importance inside the

system control loops, the design and manufacturing of the new equipment must be

extremely reliable. The contractor must consider using a type of speed sensor that

provides redundancy in order to guarantee the signal quality.

It is the contractor's responsibility to mechanically adapt the new model of speed sensor

to the propeller shafts. It must be securely attached and properly aligned. A protective

guard must cover the sensor in order to protect it from mechanical impacts. The

mechanical and electrical installation of the new speed sensor must allow for quick

replacement in the event of failure. See photo of current configuration (Figure 26).

Each of the current tacho-generators includes a mechanical counter that measures the

total number of revolutions made by the propeller. These counters must be removed

during the work and replaced with a digital display method located in the control room.

3.3 Propeller Motor Speed Control

3.3.1 The propulsion system's reference speed must be set by the control lever (telegraph) in

the control room or one of the three (3) telegraphs located in the wheelhouse. All

existing control levers must be kept functional and integrated into the new system. The

contractor must also maintain the functions that allow a transfer between the different

control levers.

3.3.2 The new regulating system must provide acceleration and deceleration ramps to keep

the different pieces of power equipment within their respective limits. The speed to be

reached must be directly proportional to the control lever (telegraph) position. When the

acceleration period is complete and the vessel has reached its cruising speed in ice-free

water, the system must stabilize and keep the propeller rotation speed constant.

3.3.3 The regulation system must permit the propeller to go from "Full Ahead" speed to "Full

Astern" speed continuously and in both directions. Maximum speed being determined by

available power, without exceeding 181 revolutions per minute (RPM). See Table 8 for

more details on current nominal values.

3.3.4 To reduce speed to zero (0) and rapidly dissipate the energy built up in the propeller DC

motor, the current system has a set of dynamic braking resistors connected in series with

each main power line (generators). This operation is made possible by cutting generator

excitation, opening DBR contactors and gradually inverting the motor field. The new

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system must incorporate this function (or equivalent method) to permit rapid reduction

of the propeller speed when the speed control is returned to the "STOP" position or

when a change of propeller direction is requested. See photo of dynamic braking

resistors (Figure 29).

It should be noted that the current system uses all braking resistors to dissipate energy,

regardless of whether there are one (1), two (2) or three (3) generators in operation. The

new system must therefore provide continuous closure of all power contactors when the

propulsion system is in operation to allow the current to be distributed equally across

the three (3) sets of braking resistors.

The contractor must completely inspect the current dynamic braking resistors. A ground

insulation test at 1000 volts must be conducted on each resistor assembly. Any

irregularity must be noted and reported to the technical authority (TA), which will decide

what action to take. If additional works are required, they will be assumed by GCC.

3.3.5 The system must provide a means to prevent rotation of the propulsion motor due to the

effects of residual magnetism when the speed control is reduced to zero. It must also

ensure that the motor propeller remains stopped when the vessel's inertia exerts a force

on the propeller blades (pressure from water or ice).

3.3.6 The speed regulation system must ensure that the propellers have opposing directions of

rotation in order to exert forward thrust. Viewed from behind, the port propeller must

turn in the counter-clockwise (CCW) direction and the starboard propeller in the

clockwise (CW) direction to allow forward movement of the vessel.

3.4 Power Management

3.4.1 The maximum power available to the propeller DC motor must vary automatically

depending on the number of power sources available (generators). Table 8 provides

information on the current regulation system in different operating modes.

3.4.2 The system must allow an alternator-rectifier set to be placed under load only if the

corresponding diesel engine is in remote control mode ("REMOTE") and ready to receive

this load ("READY").

3.4.3 The regulation system must allow for efficient power management to continuously

provide the best possible propeller performance. This involves automatically adjusting to

the outside conditions. When the vessel is running on a sea covered with a thick layer of

ice, it slows considerably and the regulation system must be able to adjust to maintain

maximum torque. In the current system, this regulation function is called "Bollard."

Similarly, the new system must be able to maximize propeller thrust and adjust to the

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different operating conditions, which includes allowing the vessel to go in reverse

through the ice.

Figure 9 shows a series of curves explaining the relationship between the propeller

power and the power available from the diesel engines. It illustrates the limits that must

not be exceeded to maintain good performance and protect the equipment.

3.4.4 The regulation system must continuously ensure that current peaks at the propeller

motor armature never exceed 175% of its nominal value. This 175% rule must also apply

to the nominal current value for each generator (DC Amperes). However, this current

limit must not let the propeller motor or a generator to exceed the maximum nominal

power specific to this equipment.

3.4.5 The regulation system must provide a method of protection when current is applied to

the motor armature and no rotation of the propeller is detected. As on the existing

system, a visual and audible alarm must warn the control room operator of the situation.

This function is called "STALL ROTOR".

3.4.6 To prevent electrical unbalance, the system must ensure an equal and constant

distribution of load between the various sources of power in operation (generators). This

load distribution must be efficient and stable under all circumstances.

3.4.7 A selector switch located on the main control console (PCC) must provide for manual

adjustment of the power limit at five (5) different levels: 70%, 80%, 90%, 100% and

110%.

3.5 Propulsion Main Breakers

3.5.1 As indicated in Table 3, the six (6) main propulsion breakers must be replaced as part of

this modernization project (See Figure 23).

3.5.2 The new selected breaker model must be able to physically fit inside existing cabinets

and be electrically adaptable to the bus bars.

3.5.3 The level of protection provided by the new type of breaker must be equal to or greater

than the existing model in terms of current capacity, opening reaction time and

maximum operating voltage.

3.5.4 In addition to remote electrical control, the new breaker model must be able to be

operated manually and locally (Open/Close).

3.5.5 Unless a fault with the system, the main propulsion breakers must remain closed.

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3.5.6 When a breaker opens on overcurrent or any other fault, the system must permit this

breaker to be safely reclosed by a manual electrical operation from the main control

console.

3.5.7 The "Icebreaker" mode or "Breaker Remote Closed" mode is an original feature that

allows one or more breakers to be reclosed from the wheelhouse after an overcurrent

fault. This function is no longer required on the new system and the corresponding

circuits must be removed.

3.6 Propulsion Main Contactors

3.6.1 Unless the new propulsion control system provides the ability to replace or eliminate

some of the main power contactors (Figures 38 & Table 13), all of them must be kept

operational. There are eighteen (18) contactors currently in service on each ship.

3.6.2 The method for controlling contactors must allow for the addition or removal of an

alternator/rectifier set while the propulsion system is running at full power. The

regulation system must provide gradual current increase after closing a contactor to

prevent unnecessarily damaging its main contact. For the same reason, current must be

returned to zero before opening a contactor.

3.6.3 The control system must allow alternator/rectifier set #3 (port forward / G1) to be

connected to the starboard propeller motor and alternator/rectifier set #4 (starboard

forward / G1) to be connected to the port propeller motor. However, the above must not

permit a propulsion system to be powered by more than three (3) sources of power

simultaneously.

This transfer function is called "Cross-connect mode" in the existing system and is done

by proper control of power contactors C1AX, C1AY, C1NX and C1NY (See Figure 4).

Table 16 provides information on the identification of power sources and their location

in the engine room. Only sources #3 and #4 can be transferred from one side to the

other of the port and starboard systems.

3.6.4 The contractor must take into account the fact that a transfer of sets #3 and #4 from one

side of the port/starboard systems to the other involves changing the switching of the

reference and feedback signals accordingly. Alternator/rectifier sets #3 and #4 must be

able to be completely controlled by the system to which they are connected.

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3.7 Interface Relays CR120A (Main Breakers & Contactors Control)

3.7.1 As specified in Table 3, type CR120A interface relays are part of the obsolete equipment

to be replaced (See photo Figure 24). In addition to providing certain protection in the

control logic, these relays have a main function of providing a link between the PLCs and

the various power contactors/circuit breakers. There are 54 of them, located in the

propeller motor room, in certain cabinets that include power contactors. The contractor

must replace these relays or propose an equivalent method for protection and control in

order to adapt to the new system.

3.7.2 The new relays must be industrial and modular to permit simple and easy replacement of

contacts if needed. A mechanical actuator must be present on each relay to allow

manual activation and an indicator must display the status of the relays in a manner that

can be viewed from at least three (3) feet away.

3.8 Emergency Control Mode (Normal and Manual)

3.8.1 The emergency control mode is an integral part of the DIRECTO-MATIC system and must

be replaced (Table 3). The contractor must therefore provide the design and full

incorporation of an equivalent emergency mode within the new system.

3.8.2 On the current system, the normal emergency mode enables the propeller motor to be

operated in both directions, even if the main control and regulation equipment is

defective. This operating mode is limited to a single generator per motor. The speed

must be able to be controlled by the telegraph, which acts directly on the exciters or

through a rudimentary and independent regulation circuit. Figure 3 provides an overview

of the current system controls associated with this mode of operation.

3.8.3 The manual emergency mode is very similar to the normal emergency mode. The only

difference is in the control of the propeller's speed, which is done by

two (2) potentiometers rather than by the telegraph (See RH1 and RH2 in Figure 3).

3.8.4 For each port/starboard system, the emergency mode must allow for the selection of

which of the three (3) generators is to be used to power the motor. Safe manual

operation of the corresponding power contactor must be possible without the

intervention of the main PLC.

3.8.5 The emergency control system selector switches and buttons must be positioned

optimally so the user can be in a standing position and maintain a good field of view over

the various dials of the system.

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3.8.6 Automatic start-up of auxiliary equipment (fans & pumps) is no longer required in this

mode but must still be able to be done manually from local starters of each unit.

3.8.7 A document must be prepared to explain in detail the procedure to be followed to safely

use the different functions of the new emergency mode.

3.9 Speed Control of Diesel Engines

3.9.1 Replacement of diesel engine speed governors

3.9.1.1 As indicated in Table 3, the current "Woodward UG-40" speed governors and

"Woodward UG-MAS" electronic control modules are part of the equipment to be

replaced (See Figure 37 at the end of this document).

Note: CCGS Amundsen & CCGS DesGroseilliers ships do not have the same type of

governors. They are both equipped with “Woodward PGA” models, controlled by air

pressure regulators.

3.9.1.2 The selection of the new speed governors model and associated controls must be

approved by the TA and the original manufacturer (OEM), “Fairbanks Morse Engine”.

All parts required for performing the work of adapting the new speed regulators

must be original (OEM) and in accordance with the “Fairbanks Morse Engine”

manufacturer's recommendations.

3.9.1.3 Under contractor’s supervision, the company “Fairbanks Morse Engine” must

perform all installation work, adjustments and tests of the new speed regulators.

“Fairbanks Morse Engine” must also produce all drawings associated with this

installation, as well as a complete list of the parts used.

3.9.1.4 The new type of governor must have a manual control that allows for the speed to

be varied locally for conducting operating tests on the diesel engine.

3.9.1.5 It is the contractor's responsibility to correctly adapt the new speed governors and

all electronic controls to the diesel engine control panel circuits, as well as to the

new propulsion control system.

3.9.2 Diesel Engines’ Speed Settings

3.9.2.1 The regulation systems must permit the speed of each diesel engine in operation to

be controlled over a range from 440 to 1000 RPM. As on the current system, this

variation must be proportional to the speed control (telegraph) over a range of 70%

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from its position ahead or astern (0-70% = 440-1000 RPM). The upper range at 70%

(ahead or astern) must be stable at 1000 RPM.

Note: To ensure compatibility with the new propulsion system, different

specifications may be used to control diesel engines' speed. However, if this is the

case, the contractor must prove beyond all doubt that the new approach won't

cause any additional mechanical wear of the diesels over the coming years.

3.9.2.2 The contractor must add a function that does not exist on the current system,

consisting of: Installation of a selector switch on the main control console to activate,

on demand, an operating mode which allows the speed of the diesel engines to

remain stable at 1000 RPM for a period of two (2) minutes, even after reducing

speed demand from the telegraphs or setting them at “STOP”.

The purpose of this function is to avoid constant changes in the diesel engines' speed

when frequent changes are called for, during mooring or icebreaking operations, for

example. The two (2) minute delay must be able to be modified later depending on

the results obtained during sea trials.

This function must be able to be activated at any time, without affecting the vessel's

normal course of operations. When activated or deactivated, this function must not

cause changes in propeller speeds or in the voltage produced by the alternators,

which accordingly requires an adjustment of excitation currents. When this function

is not activated, the speed of the diesel engines must react according to the

information provided at section 3.9.2.1.

3.9.2.3 As for the control loops, the system must take into account a transfer of G1 (#3

and #4) power sources from one side of the port/starboard propulsion system to the

other to adjust the speed of the diesel engines. If set #3 is transferred to the

starboard system, it is the starboard control lever (telegraph) which must control its

speed. If set #4 is transferred to the port system, it is the port control lever that must

control the speed of diesel engine #4.

3.9.2.4 The system must continuously monitor the speed of each diesel engine in operation.

If one of the diesel engines is unable to maintain its normal operating speed, the

power demand at the alternator must be automatically reduced to release the load

and allow the diesel to recover its speed. In the current system, this function is

provided by the "Diesel Load Monitor" circuit. See pages B7J and C7J of the

propulsion system drawings as reference.

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3.10 Auxiliary Equipment

3.10.1 The propulsion control system must allow for automatic starting of the pumps and fans

required for cooling the alternators, rectifiers and propulsion motors. This sequence

must take place before any form of power generation, and this equipment must be

started up sequentially to avoid overloading the electrical distribution network. There

are a total of ten (10) pumps and thirty-two (32) fans to be controlled, for a total of

forty-two (42) devices.

3.10.2 The system must ensure constant operation of pumps and fans through feedback

contacts already existing in the system. Abnormal stoppage of a device must generate an

alarm and report the failure on the main display panel in the control room (Mimic).

3.10.3 When a pump stops on a failure, the corresponding standby pump must start

automatically to keep the cooling system in operation. The automatic start-up of each of

these standby pumps must be able to be deactivated by the control room operator if

necessary.

3.10.4 All fans and pumps already have individual local control allowing forced shutdown or

start-up of the equipment (Quantity: 42). The contractor must ensure that these controls

remain functional. Even if PLCs are defective, fans and pumps local controls shall remain

functional.

3.10.5 Rectifier cooling fans are all started during start-up of the propulsion system, even if the

alternator associated with the rectifier is not in operation. The purpose of this start-up is

to eliminate the heat produced by current flow when the dynamic braking resistors are

used.

3.10.6 Anti-condensation heaters are also part of the auxiliary equipment that the system must

be able to control (propeller motors, alternators and rectifiers). There are a total of

fourteen (14) circuits that power anti-condensation units and they must activate

automatically when the propulsion system is stopped. Two (2) thermostats are present

inside each propeller motor to limit the temperature at this location, and the contractor

must ensure that they are functional and properly adjusted.

3.10.7 On the current system, eight (8) selector switches located in the control room enable

forced shutdown of the different anti-condensation circuits as needed. The new control

system must maintain this function and the existing selector switches must be replaced

with new industrial quality models.

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3.11 Safety Protections

3.11.1 About control logic sequences and regulation functions, the new system must be

designed such that it is impossible for an operator to cause a breakage of equipment

following improper use of various manual controls.

3.11.2 The entire system must be designed to provide constant protection of persons and

power equipment in the event of breakdown or loss of power on any control equipment.

In other words, the new system must be completely fail-safe.

3.11.3 When propulsion is in operation, the control system must continuously ensure that

minimal current is flowing through the propeller motor field. A sudden loss of excitation

must be detected instantly and measures must be taken to prevent any generator from

producing current. This protection must be completely reliable to prevent major damage

to the propeller DC motor in the event of loss of excitation.

3.11.4 Through the various logic contacts already available, the system must be able to detect

any defects with a diesel engine, an alternator or a rectifier in order to automatically

open the corresponding main breaker and bring the alternator's excitation current back

to zero (0).

3.11.5 When there is an unexpected loss of a power source due to a defect, the various

regulation functions must be able to quickly adjust to avoid overloading the other power

sources connected in parallel. In other words, when there is more than one source in

operation, a defect in one must never lead to a complete loss of control of the propeller

motor. If a power contactor or main breaker opens by itself following a mechanical

breakdown or electrical overload, the protection must be able to be applied as well.

3.11.6 It must not be possible to start the propulsion system if the manual propeller shaft brake

is engaged or if the mechanism allowing manual rotation of the propeller shaft is

engaged ("Turning Gear"). As is currently the case, the status of these protections must

be displayed on the main control console and on the alarm system to enable the

operator to be aware. The contractor must provide for replacement of existing limit

switches with more recent models and ensure that the activation mechanism for these

protections is reliable and properly adjusted.

3.11.7 Power circuits must be continuously monitored by a ground leak detection system. Any

detected failure must be relayed to the monitoring and alarm system, as well as being

indicated on the main control room display panel (Mimic). This detection system must

keep functional the analog dials that display the insulation level on the main control

console.

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3.11.8 Manual selector switches must be present to prevent each of the six (6) main breakers

from closing electrically during maintenance work. These selector switches already exist

but must be replaced by new industrial quality models. There are two (2) selector

switches per main breaker to be able to activate the protection from two different

places. An alarm must be displayed on the main control console to indicate that one or

more of these selector switches is on.

3.11.9 Each of the six (6) propulsion alternators is protected by four (4) modules which trigger in

case of an unbalance between phases or a current surge (See Figure 27). Triggering any

of these modules automatically causes the excitation current of the affected alternator

to stop and to open its breaker, as well as produce an alarm at the main control console.

As shown in Table 3, these protection modules must be replaced by new models or an

equivalent method of protection that offers at least the same level of safety.

These protection modules are located on each of six (6) rectifier cabinets. It is the

contractor's responsibility to mechanically and electrically adapt all cabinets to

accommodate the new protection modules.

3.12 Wrong Way Alarm System

3.12.1 The current propulsion system has an independent electronic module that generates an

alarm if one of the propellers does not rotate in the same direction as the order received

from the telegraph (See Figure 28). This module is part of the obsolete equipment to be

replaced, and the contractor must propose a way to digitally incorporate this function

into the new system, while complying with maritime regulations on the subject.

3.12.2 Distinctive audible and visual alarms must be present in the wheelhouse and control

room to warn personnel of a problem with the propeller direction. A delay must be

added to the triggering of the alarm to prevent it from being activated during a normal

transitional period in the speed control's direction.

The contractor must provide a simple and effective simulation method to test the

operation of this alarm when the vessel is in port and non-operational.

3.13 Propulsion Exciters (Motors & Alternators)

3.13.1 As indicated in Table 3, the entire excitation system must be replaced by new

equipment, representing a total of twelve (12) exciters.

3.13.2 For each propulsion system, there must be at least four (4) exciters for the alternators

and two (2) for the motor, leaving one (1) exciter in reserve for each type of device.

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Figures 6 and 7 give an overview of the main excitation circuits of the current system as a

reference.

3.13.3 Excitation circuits must be designed so that it will be possible, by a simple method, to

quickly put a reserve exciter into operation and use it as the main exciter if needed. In

the case of alternators, the reserve exciter must be able to adapt to any of the three

main excitation circuits.

3.13.4 On the current system, the method for transferring reserve exciters is provided by a

series of six (6) multiple-pole plugs on each propulsion system (See Figure 14). This

solution is efficient since a simple switch of plugs allows for excitation circuits to be

interchanged, including the power section and the control section. It is up to the

contractor to either use the current system or design an equivalent transfer method.

a) If the plug system is retained, the contractor must however ensure that the wiring

and plugs comply with regulations currently in force and that this solution complies

with all manufacturers’ requirements of the new exciters.

b) If the contractor proposes a new method for transferring exciters, it must offer, by a

simple method, the same functionalities and protections that are found on the

current system. Among other protections, it must not be possible to connect

two (2) exciters on the same alternator or the same motor at the same time.

3.13.5 The new exciters must be suited to the load to which they are connected. They must

permit bidirectional control and have the ability to be quickly reduced to zero, which

requires integration of discharge circuits in order to dissipate any residual energy.

3.13.6 The new exciters must have an adequate filtration system in order not to induce

harmonics or interference, which could cause damage.

3.13.7 All exciters must be able to be integrated into the existing cabinets provided for this

purpose, including filtering equipment for the generators.

3.13.8 If it is impossible to physically incorporate the motor filtering equipment into the existing

excitation cabinets, they can be placed in the rear engine room, as is currently the case.

An additional cabinet that can withstand water splashes (NEMA 3R minimum) must then

be provided by the contractor to contain the filtering equipment (See Figure 18).

3.13.9 The current excitation system has a function that allows connection of a dummy load to

any of the exciters to conduct a simulated load test. This function is no longer required

on the new system and all associated circuits must be removed.

3.13.10 All ground leak detection components must be replaced during the work (excitation

section). As with the current system, the new detection method must provide lighted

indicators to display failures (See Figure 13). Each of the eight (8) excitation circuits must

Page 41 / 98

also produce an alarm on the monitoring system in the event of a major drop in the

insulation level.

3.14 Alarm & Monitoring System

3.14.1 The contractor must design and supply an alarm & monitoring system dedicated solely to

the new propulsion control system (PCS). This alarm system must collect all faults and

individual values available within the new PCS, and make them accessible to the operator

of the main control console.

An alarm & monitoring system is already installed in the main control room to display

faults and values retrieved from the current PCS (see Figures 33 to 36). Because it

monitors the operation of several other devices on the ship, this system must be

maintained functional. The manufacturer of the current alarm system is GENERAL

ELECTRIC (CIMPLICITY PLANT EDITION SOFTWARE 9.0).

To facilitate the integration of the new PCS, the contractor may choose to use the same

software and adapt existing screens. If this is the case, the contractor must however

provide and install two (2) additional PC computers dedicated solely to the new PCS,

both running redundantly to avoid major breakdowns.

If the contractor provides a new PCS which already includes an alarm system from

another manufacturer, it must ensure that the two (2) alarm systems could be properly

integrated to avoid any confusion of the operator in charge of the surveillance.

Other requirements for the monitoring of propulsion alarms:

3.14.2 Displayed faults must be clear and detailed enough to enable accurate diagnosis. They

must appear in chronological order and disappear only if the operator has read them and

the source of the problem has been corrected. If an error code is available, it must be

displayed along with the alarm message to help locate the source of the failure. The

contractor must provide a list of new propulsion alarms and all programming details to

the TA for evaluation and approval. The description of the alarms must be in French and

an option must allow displaying them in English as required.

3.14.3 Critical failures that have a direct effect on the speed or power available at the propellers

must be visually and audibly distinctive from others to enable the control room operator

to respond quickly. A distinctive audible and visual alarm must also warn wheelhouse

personnel of this variance in system performance.

Page 42 / 98

3.14.4 The system must be programmed to prevent any false alarms during normal operation of

propulsion controls. For example, when a generator is deliberately added to or removed

from the power circuit, a failure alarm must not be tripped. Despite this, the alarm

system must be able to recognize the loss of a generator resulting from a technical

problem and indicate a failure accordingly. This rule must apply to all operating

sequences.

3.14.5 It must be possible to deactivate (or block) a specific alarm by a simple operation on the

system operator interface. All deactivated alarms must be easy to identify and put back

in operation as needed.

3.14.6 The system must allow for retaining and displaying an alarm history of at least

four (4) weeks and offer a backup feature for a longer term as needed.

3.14.7 The alarm system must include a series of pages providing a full graphical representation

of the various parts of the propulsion system's power, control and regulation equipment.

As reference, Figures 33 to 36 gives an overview of certain pages found on the current

propulsion system.

3.14.8 Alarms and other information must be displayed on a touch screen with a dimension of

at least 17 inches. An alternative solution must be provided to allow the information to

be viewed if this screen is broken.

Note that the main control console already has a 17-inch screen to display

alarms/information from the current PCS and all others equipment on the ship. To

simplify the reading of all the information available to the operator of the console, the

contractor must assess the possibility to display alarms and other data from the new PCS

on the existing screen.

3.14.9 The alarm system's design must provide for redundancy of the main hardware

components, communication networks and programming to ensure operation even if

there is a malfunction with any of the equipment.

3.14.10 Alarm system supply must be UPS type (24VDC and/or 120VAC).

3.14.11 The monitoring and alarm system must have a redundant IP type communication link

permitting access via the local engine room Ethernet. It must be possible to view all

alarm system information from a portable computer linked to the network (section 4.4).

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3.15 User Interface (Controls & Displays)


3.15.1.1 The current propulsion system essentially has manual controls and display devices on

four (4) consoles:

a) Main engine room console (Figure 30)

b) Wheelhouse centre console

c) Wheelhouse port side console

d) Wheelhouse starboard side console

3.15.1.2 If new selector switches, pushbuttons or any other control methods are added, they

must be designed and located so as to prevent accidental activation, while offering

satisfactory accessibility and ergonomics for operations personnel.

3.15.1.3 All pushbuttons, selector switches and display devices that are not reused in the new

system must be removed. The hole left by the removal of a manual control or display

device must be properly plugged without leaving any trace. Once the work is done,

the four (4) consoles must have a professional and uniform appearance.

3.15.1.4 The new drawings of the propulsion system must incorporate all existing display and

control devices that are retained. The different wires and connection terminals must

be identified to allow direct association with the new drawings.

3.15.2 Main Control Console (Engine Room)

3.15.2.1 In regards to the main control console located in the engine room (Figure 30), all

manual controls related to the current propulsion system must be replaced or

removed if they are no longer required. Any new switches or push buttons installed

must be of equal or superior quality to existing components.

3.15.2.2 The engine room main control console has a total of seventy-two (72) analog dials to

display various important values (See Figure 30). Add to this eight (8) dials located on

the various wheelhouse consoles to display the propeller rotation speed. The new

control and regulation system must allow all these dials to remain functional.

3.15.2.3 The contractor must provide a simple method by which it will be possible to

individually calibrate all dials, including those found on the wheelhouse consoles.

This calibration may be done by analog or computer/digital means and must be

accessible to a qualified CCG technician. The dials in question are as follows:

a) Diesel engine speeds (Quantity: 6)

b) AC voltages & currents at the alternator stators (Quantity: 12)

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c) DC voltages & currents at the propeller motor armature (Quantity: 4)

d) DC voltages & currents at the rectifier outputs (Quantity: 12)

e) DC current at the propeller motor field (Quantity: 2)

f) Propeller speed (Quantity: 10) (including 8 at the wheelhouse)

g) Electrical insulation level of power circuits (Quantity: 2)

h) Rudder control order (Quantity: 1)

i) Rudder position (Quantity: 1)

Of the seventy-two (72) dials on the main control console, thirty (30) are located in

two (2) cabinets that house the regulation and control systems (DIRECTO-MATIC):

j) DC voltages & currents at the propeller motor field (Quantity: 4)

k) DC voltages & currents at the alternator fields (Quantity: 12)

l) AC & DC voltages of the different supply circuits (Quantity: 14)

Note: Dials displaying AC or DC supply voltages must be adapted by the

contractor based on the new supply circuits offered with the new system. This

information can also be displayed on the new alarm system instead.

3.15.2.4 Among the analog dials located on the main control console, only those who display

the propeller revolution speed (RPM) must be replaced with new ones. The two (2)

new dials must be the same size and integrate analog and digital display in the same

housing (see Brand: Crompton, model: 007-DI).

3.15.2.5 All other dials must be individually verified and calibrated to ensure that the values

displayed are an accurate representation of reality. A certificate of calibration must

be issued for all dials and submitted to the TA.

All defective dials that cannot be properly calibrated must be replaced with new

ones. The newly installed dials must be of the same model and have an identical

graduation scale.

3.15.3 Propulsion Display Panel (MIMIC)

3.15.3.1 The current main control console has a display panel consisting of a series of 157 LED

indicator lights (Figure 31). This panel provides a view of all propulsion controls with

a visual representation of the logic state of the system's main components:

contactors, breakers, exciters, diesel engines, alternators, motors, auxiliary

equipment, protections, etc.

3.15.3.2 The contractor may retain the existing display panel or completely replace it to

facilitate its integration with the new system.

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However, if the display panel (Mimic) is replaced, the new display method must

meet all the following requirements:

a) Have very similar dimensions so that several people can clearly view the displayed

information at the same time.

b) Minimize changes in the propulsion system's graphical representation to reduce

the impact on personnel in charge of monitoring.

c) Limit the status update of displayed elements or systems to a ½-second (500-ms)

delay. In other words, if a main breaker opens due to a failure, the operator must

be able to see this change on the display panel within ½ a second (500 ms).

d) Provide a secondary option for display and viewing of logic states if the main

panel is defective (see figure 33).

If the current display panel (MIMIC) is retained, it must be adapted and modified to

be fully compatible with the new propulsion controls. It must also integrate perfectly

into the new drawings produced by the contractor.

3.15.4 Wheelhouse Consoles

3.15.4.1 The three (3) wheelhouse consoles incorporate several display and control devices

linked to the propulsion system. These devices are as follows:

a) Speed controls (telegraph) on each of the three (3) consoles

b) Push Buttons and switches to transfer speed control between the wheelhouse

and the engine room control console (on the centre console)

c) Indicators showing availability of propulsion generators (centre console)

d) Power circuit breaker/contactor status indicators (centre console)

e) Propeller motor status indicators (centre console)

f) Propeller "STALL" condition indicators (3 consoles)

g) Wrong way alarm indicators (3 consoles)

h) Propeller speed analog dials (3 consoles) (Quantity: 8)

i) Knobs to adjust indicator/dial light brightness (3 consoles)

Note: brightness adjustment must be possible over a range of 5% to 100%

3.15.4.2 The new system must incorporate the various control and display devices that

currently exist on the three (3) wheelhouse consoles. The CCG gives to the

contractor the possibility of making modifications to the consoles to fit the new

propulsion system, if necessary.

3.15.4.3 All analog dials used to display the speed of the propellers (RPM) must be replaced

with new ones of same diameter. The eight (8) new dials must be the same size and

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integrate analog and digital display in the same housing (see Brand: Crompton,

model: 007-DI). These new dials must all have a backlight function and it must be

possible to decrease the brightness as required.

3.15.4.4 It is up to the contractor to decide whether to retain or replace some others manual

controls and display devices on the three (3) wheelhouse consoles. At the very least,

the contractor must retain the current functions or their equivalent, while ensuring

their full integration with the new propulsion control system.

If the contractor proposes replacing some manual controls and display devices on

wheelhouse consoles in order to simplify integration with the new system, it is the

contractor's responsibility to properly and fully adapt those consoles' physical and

electrical configuration.

3.16 Supply to Control Equipment

3.16.1 All supply circuits available for controlling the propulsion of the CCGS Pierre Radisson are

shown in Table 15. All control systems must be powered from these sources.

3.16.2 As is currently the case, electrical distribution must be designed to allow the various

main circuits to be powered by a secondary source if needed. It is the contractor's

responsibility to reconfigure or modify all existing power circuits so they are adapted to

the new system and adequately protected against short-circuits and overloads.

3.16.3 The contractor must provide all power supplies required for the system's proper

functioning. Each port/starboard system must have its own source, and an additional

emergency power source (UPS) on each side must be provided in case of an outage in

one of the main power sources.

3.16.4 All internal circuit breakers that feed control power inside the current propulsion system

must be replaced by new ones or removed if no longer required. Circuit breakers listed in

Table 15 are not part of those to be replaced.

3.16.5 The different fuses and fuse mounts dating from the vessel's commissioning (1978) must

all be replaced or removed if they are no longer required. Where possible, the new fuses

or fuse mounts must include a visual indication enabling quick identification of a

defective fuse (open circuit).

3.16.6 The various transformers currently in operation on the current system's electrical circuits

may be retained or reconfigured to be adapted to the new control equipment. If this is

the case, an insulation test must be conducted on the primary and secondary section of

each transformer to ensure that they comply with a minimum threshold of

100 Megohms at 500 Volts.

Page 47 / 98

3.16.7 The system must allow supervision of all primary and secondary supply sources of the

control section (460VAC, 120VAC, 24VDC or others). A loss of power must be quickly

detected and a failure must be relayed to the alarm system to warn the operator. If this

loss of power causes an outage on a circuit essential for control and regulation, action

must be quickly taken to prevent any damage to power equipment.

3.16.8 The various standard power outlets (120 Volts AC) found in the different cabinets or

close to them must all remain functional after the work has been completed. This

requirement also applies to the lighting fixtures integrated into the main control console.

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3.17 Programmable Logic Controller (PLC)


The main purpose of the new propulsion PLCs is to digitally integrate as many functions

as possible in order to reduce the many analog circuits in the current system to the

extent possible, especially those of the control and regulation system (DIRECTO-MATIC).

If required, the contractor may also propose an independent system to ensure the

regulation.

3.17.2 Specifications of new PLCs

3.17.2.1 The PLCs must have advanced programming functions and sufficient computing

speed to digitally integrate the control loops that are performed, in the current

system, by analog circuits.

3.17.2.2 The PLCs must be of modular design and belong to the most recent generation of

equipment offered by the manufacturer in the selected category. Similarly, the

various modules used to design the PLC assembly must be the most recent version

available.

3.17.2.3 The Input/Output (I/O) modules must be designed to allow quick and easy

replacement, without having to disconnect circuits individually ("Plug-in" type).

3.17.2.4 I/O modules must have 10% reserve points for each type of point as provision for

future modifications or additions.

3.17.2.5 Each propulsion system (Port/Starboard) must have two (2) PLCs continuously

operating in redundancy, for a total of four (4) PLCs. The stoppage of a PLC due to a

hardware or software failure must never cause the propulsion system on which it is

installed to stop.

3.17.2.6 The link between the main PLCs and the I/O modules must use the redundant

PROFINET industrial standard as the mode of communication. If a communication

cable or circuit board fails, the link with the I/O modules on each propulsion system

must be able to be maintained without interruption.

3.17.2.7 Each PLC must have an IP type redundant communication link allowing access to

programming by a portable computer connected to the local network in the vessel's

engine room.

3.17.2.8 Internal failures for all PLCs and I/O modules must be transmitted to the propulsion

monitoring and alarm system for display. If such failures require intervention by a

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technician to understand the significance or origin, the method for displaying such

alarms must be distinctive by colour or another method to avoid any confusion by

the operator on duty at the main control console.

3.17.3 PLC programming

3.17.3.1 The PLC program must be structured into several clearly identified subroutines that

incorporate each similar function within the system.

3.17.3.2 Each line or line group of the program that performs a specific operation must be

adequately commented in English and French to provide a clear understanding of its

function.

3.17.3.3 The programming data must be submitted to the TA for an evaluation.

3.17.3.4 The portable computers, which will be used as a programming and troubleshooting

tool, must possess a valid licence providing all the necessary access rights to the

programming and configuration of the entire system. Softwares must be the most

recent versions available from the manufacturer. (See section 4.4.1 for other

information on portable computers).

3.17.3.5 The portable computers must be able to communicate with the PLCs via the IP

network or directly with the device over a direct communication link.

3.17.3.6 The portable computers must permit access to all PLC Inputs/Outputs, both analog

and digital. It must be possible to view the status in real time and change (force) the

status for diagnostic and troubleshooting purposes. It must also be possible to see

the programmed process run in real time.

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4.0 Factory Tests, Commissioning & Support

4.1 Factory Acceptance Tests (FAT)

The contractor must perform FATs to demonstrate that the new regulation and control

method proposed will respond as quickly and efficiently as the current analog system. These

tests must clearly attest that the armature current of the propulsion motors will always

remain within the safe operating limits, regardless of the load applied to the propellers and

the rate change of this load.

The contractor must also demonstrate the functionality and effectiveness of the following

equipment and protections:

a) Protection of propellers motors if there’s a loss of excitation (see section 3.11.3)

b) Protection of propellers motors if the rotor is locked (see section 3.4.5)

c) Operation of Emergency Control Mode (see section 3.8)

d) Operation of exciters for motors and alternators (see Section 3.13)

e) Redundancy functions of PLCs and other critical systems (see section 3.17.2.6)

In summary, the FATs must prove without any doubt that the new propulsion system will

offer equivalent or superior performance than the current system.

These factory tests must be carried out in the presence of the TA and the classification

society representative (See section 1.10.2).

4.2 Ship Commissioning

4.2.1 It is the contractor's responsibility to develop a detailed commissioning program that will

allow testing of the new equipment, as well as the entire propulsion system and its

global performance. This includes verification of all protections and alarms, as well as

verification and calibration of all feedback signals.

4.2.2 A complete list of potential defects must be prepared by the contractor to evaluate, in

detail, the consequences of a piece of equipment's breakdown or a loss of power on a

propulsion system control circuit ("Failure Mode & Effects Analysis"). Each potential

problem detailed in the list must be tested in actual operation to ensure that the system

is well protected in the event of failure.

4.2.3 Sea trials must be planned to analyze system performance under different conditions.

The results obtained from these tests must be compared to the performance observed

on the former control system to measure the effectiveness of the new system. It is the

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contractor's responsibility to make all necessary modifications and/or adjustments to

obtain equivalent or better performance.

4.2.4 All details and procedures surrounding the commissioning program must be presented to

the TA at least three (3) months before the planned testing start date.

4.2.5 All test results and other data collected during the commissioning program must be

documented and submitted to the TA for assessment.

4.3 Guarantee & Technical Support

4.3.1 A guarantee, including full technical support, must be provided for a period of one (1)

year after the date of the vessel's commissioning and final approval of the new control

system. During this period, the contractor must provide the services of qualified

technicians in case of any failure or operational problem with the new system. If needed,

a technician must be able to reach the Coast Guard base located in Quebec City within 48

hours to give on-site support. This guarantee must include expertise, labor, replacement

of defective parts and all travel expenses. If the ship is located elsewhere other than

Quebec City, the Coast Guard will assume the additional travel costs required to reach

the ship.

During this one (1) year period, the contractor must also assume all work and additional

equipment purchases that may be required to correct certain anomalies in the original

design of the control system.

4.3.2 For a period of five (5) years following the commissioning date, the contractor must

provide an update of all software and licenses of the various computers (fixed and

portable). This update must be done at least once per year and include the services of a

technician. Those Updates also applies to firmware of the different pieces of equipment

within the system, if required.

4.3.3 The terms of the guarantee apply to the CCGS Pierre Radisson, but must be renewed

individually for each of the additional vessels that could receive the new propulsion

system as part of the contract options.

4.3.4 The new propulsion system must allow for remote connection to the main controls

equipment to enable direct, outside technical support when the vessel is in a remote

area that is difficult to access. The Coast Guard will provide an IP-based network link for

data transfer between CCG office and the ship. For security reasons, this communication

link must be able to be deactivated locally as needed.

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4.4 Maintenance and Verification Tools

4.4.1 The contractor must supply two (2) robust portable computers containing all software,

licences and accessories required to view information and control the alarm system. Each

of these two (2) computers must also contain all software, licenses and accessories for

communicating with the control system's programmable logic controllers (PLC). These

computers must be new. See section 3.17.3 for more details about these portable

computers.

4.4.2 The contractor must also provide all additional special tools that may be required to

perform maintenance and complete verification of the various pieces of equipment of

the control system. These tools must be new and provided in duplicate.

4.5 Spare Parts

4.5.1 A detailed list of spare parts required on board the vessel must be proposed by the

contractor, at least three (3) months before the vessel's expected return to service. This

list must meet the maintenance needs of the system for a period of at least five (5) years.

The contractor must take into account that the vessel is often operating in remote

regions with limited access. Therefore, the ship’s electrical officer must be able to carry

out repairs on the system. The list must include each current part prices in Canadian

dollars.

4.5.2 Purchased spare parts must be able to be quickly installed on the propulsion system in

the event of a breakdown. The contractor must therefore do any mechanical assembly,

programming, or advanced calibration of certain parts when necessary.

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5.0 Documentation & Training


5.1.1 The contractor must provide all operating and maintenance manuals, as well as all

materials and documents necessary for the training of personnel.

5.1.2 Manuals must be designed in accordance with the general principles described in

section 9.2 of document IEEE 45 (2002 Edition). They must include clearly identified

sections designed to provide accurate information on the entire propulsion system, in

French and English.

5.1.3 All manuals must be presented in 8.5x11 inch format inside standard, good-quality ring

binders. In addition to the printed manuals, a digital PDF (Adobe) version of all

documents must be provided. If certain schematics or block diagrams are initially drawn

in DWG (AutoCAD) or another format, this format must also be included digitally.

5.1.4 An initial digital version of the different manuals must be presented to the TA at least

one (1) month before producing the final version and providing training to personnel.

5.2 Operating Manual

5.2.1 The operating manual must include all information necessary for a complete analysis of

the various functions and procedures related to the system's use, in French and English.

5.2.2 To facilitate comprehension, the descriptive text must be accompanied by schematics,

diagrams and/or photos providing a visual representation of the various elements

presented.

5.2.3 One section of this manual must clearly explain the different functions offered by the

monitoring and alarm system as well as provide a description of potential failures and

possible solutions.

5.2.4 The final version of the operating manual must be delivered in four (4) paper copies

(including an English and French version). Each series of manuals must include a DVD wth

all documents in digital.

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5.3 Maintenance and Troubleshooting Manuals

5.3.1 This manual must be addressed to qualified technicians and provide, in detail, all the

information a technician would need to understand, repair and maintain the propulsion

system. In addition to the documents created by the contractor, this manual must

include all documents produced by the manufacturers of the different components and

pieces of equipment. Depending on how it is organized and the number of pages, this

manual may be presented in multiple volumes if necessary.

5.3.2 Here is a simplified description of items that the manual must cover, at a minimum:

a) Overall description of the system (design, specifications and operation)

b) Block diagrams and operation logic of the systems

c) Overview, specifications and functionalities of the supply circuits

d) Specifications and technical details of the monitoring and alarm system

e) Operation and details of the protection and emergency systems

f) Centralized list of recommended periodic maintenance

g) Methods of verifying the proper functioning of equipment and protections

h) Troubleshooting, adjustment and calibration procedures

i) Methods of replacing main components

j) Procedures for safe insulation tests on motors and alternators

k) Complete list of potential defects/alarms and possible solutions

l) PLC, Inputs/Outputs (I/O), communication networks and redundancy features

m) How to use the computer and programming software (PLC)

n) Program logic (PLC) and settings of the various pieces of equipment

5.3.3 To facilitate the purchase and stocking of spare parts, a document must also be created

to identify all components of the new control system. This manual must include the

following information, at a minimum:

a) Manufacturer's reference number for the part

b) Manufacturer's name

c) Detailed description, including model and main specifications

d) Quantity of identical parts found on the system

e) Physical location of the part

f) Reference to an electrical schematic (if applicable)

g) Price for each part (on a dated list presented separately)

5.3.4 As with the operating manual, the final version of the maintenance manual must be

delivered in four (4) paper copies (including an English and French version). Each series of

manuals must also include a DVD of all documents in digital PDF.

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5.3.5 One digital backup copy of the final version of the programming files must be provided at

the end of the project, including:

a) Programming/settings of PLCs and Input/Output (I/O) modules

b) Programming/settings of the monitoring and alarm system

c) Any other digital files used in the settings of other equipment

5.4 Reports of Inspection Tests and Certificates

5.4.1 An additional manual must group together all official documents related to the

certification, the installation and the commissioning of the new system, including the

various factory tests and other tests conducted on board the vessel. It is the contractor's

responsibility to keep the original manual up to date and ensure the accuracy of the

collected data.

5.4.2 The contractor must ensure that the TA has, at all times, an up-to-date copy of all

documents and certificates produced.

5.5 Training


The training of CCG personnel must be include within this contract and provided by one

or more technical representatives directly involved with the project. If any equipment

requires additional expertise, the contractor must retain the services of an expert

technician to properly cover all the training.

The various reference documents used must be submitted to the TA at least

four (4) weeks before the start of the training program.

Training must be given at the Coast Guard base in Quebec City. If needed, a meeting

room will be provided for free by the CCG.

5.5.2 Training of operators (Engineer & Electrical Officers)

5.5.2.1 Training must be provided to CCG personnel in charge of operating and monitoring

the new propulsion control system prior to the vessel’s return to service. This

training must be given in two (2) identical training sessions of at least twenty (20)

hours each. The anticipated number of participant per session is ten (10). This

specific training must be presented in French.

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5.5.2.2 This training must familiarize each participant with the following :

a) Overview of the system and its operation;

b) Manual controls and operating modes/sequences in real situations;

c) Interpretation of main control console indicators and dials in order to correctly

assess the general state of the system;

d) Operation of the alarm system and interpretation of failures;

e) Operation and adjustment of diesel engine governors & speed controls;

f) Scenarios of potential technical problems and actions required to maximize the

speed and effectiveness of responses.

5.5.2.3 As a quick reference, the contractor must provide each participant with a document

summarizing, in a simple manner, all relevant information for effective operation and

monitoring of the system. This document must be properly bind and include a French

and an English version. Two (2) additional copies of this training document must be

produced for general consultation on board the vessel.

5.5.2.4 If the design of the new propulsion system results in changes to the different

navigation consoles (displays and/or controls), additional training must be provided

to wheelhouse personnel in order to explain the changes (Commander, navigation

and wheelhouse officers). The duration of this training must be adapted according to

the changes made.

5.5.3 Training of technicians (Electrical Officers)

5.5.3.1 Training must be provided to CCG technicians who are responsible for the propulsion

system's maintenance and repair prior to the vessel’s return to service. This training

must be given in two (2) identical training sessions of at least thirty-five (35) hours

each. The anticipated number of participant per session is five (5). This training must

provide a theoretical and practical overview of all information presented in the

maintenance and troubleshooting manual.

5.5.3.2 Considering the large amount of material to be covered, the training must focus on

the important items and present practical solutions to permit technicians to react

quickly and effectively if a breakdown occur.

5.5.3.3 A training manual must be given to each participant to summarize all important

items found in the maintenance manual. Two (2) additional copies of this training

manual must also be provided for general consultation on board the vessel.

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Reference Tables

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Reference Tables on vessel Performance (See section 2.1.2 for details)

As a reference, Table 7 provides information on the current propulsion system's performance in

terms of response time.

Manoeuvre Diesel engine

number

Propeller speed (RPM)

Vessel speed (knots)

Time (seconds)

Distance (nautical miles)

Stop to Full ahead

2 123

23

4 154 22

6 180 29

Stop to Full astern

2 116 18

4 154 21

6 175 18

Full ahead to full astern

2 123/116 26

4 154/154 21

6 181/175 23

Emergency stop Stop time Stopping distance

Full ahead to full astern

2 123 12.5 2 min 13 sec 0.20 nm

4 154 15.8 1 min 33 sec 0.16 nm

6 181 16.9 1 min 27 sec 0.17 nm

Stopping by inertia Stop time Stopping distance

Full ahead to Stop

2 123 12.5 13 min 47 sec 0.87 nm

4 154 15.8 16 min 19 sec 1 nm

6 181 16.9

Conditions during manoeuvres

Depth: Deep water

Wind: Light

Sea: Calm with light waves

Displacement: 7598 MT

Average draught: 6.85 m

Trim: 10 cm on the stern

Table 7 - Performance & characteristics of current control system

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Table of Nominal Values as a Function of the Number of Generators online

As a reference, Table 8 presents various nominal values for the current propulsion system as a

function of the number of generators used. The new propulsion system may offer a slightly

different method of regulation but it must respect the maximum limits of each piece of

equipment and continuously maximize the efficiency of the system in general.

Nominal values of DC motor on maximum demand from the telegraph

Power selector: 100%

Generators on line: 1 GEN 2 GEN 3 GEN

Nominal Speed (max): 121 RPM 154 RPM 175 RPM

Bollard Speed: x x 140 RPM

Voltage (steady): 833 VDC 833 VDC 833 VDC

Nominal Current (max): 2150 A 4300 A 6450 A

Nominal Power (max): 2267 HP 4533 HP 6800 HP

Power selector: 110%

Generators on line: 1 GEN 2 GEN 3 GEN (MAX)

Nominal Speed (max): 125 RPM 158 RPM 181 RPM

Bollard Speed: x x 145 RPM

Voltage (steady): 870 VDC 870 VDC 870 VDC

Nominal Current (max): 2262 A 4525 A 6787 A

Nominal Power (max): 2493 HP 4987 HP 7480 HP

Field current (approximate): 110 A 70 A 58 A

Table 8 - Nominal values of the propulsion system

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Specifications of Power Equipment to be Controlled

Propulsion Motors (Quantity: 2)

Manufacturer: General Electric

Model: MCF/150 (EN 101168)

Type: DC shunt, 14 poles, Reversible, Simple armature

Nominal values at 100%: 6800 HP, 140/175 RPM, 833 VDC, 6440 A

Nominal values at 110%: 7480 HP, 145/181 RPM, 870 VDC, 6787 A (continuous)

Torque: 200% torque at 175% armature current

Excitation field: 1.75 ohms@100°C, 10 Henries, 140 VDC max.

AIR cooling: 4 Blower units

WATER cooling: 1 Pump (+ 1 common Standby for both motors)

Table 9 - Specifications of propulsion motors

Propulsion Alternators (Quantity: 6)


Model: AHI (131017)

Type: Synchronous alternator, 6 phases

Nominal Speed: 1000 RPM

Nominal values at 100%: 665 VAC, 50 Hz, 6 phases, 890 A 2050 KVA / 1804 KW / 2420 HP

Nominal values at 110%: 700 VAC, 50 Hz, 6 phases, 940 A 2280 KVA / 2006 KW / 2691 HP

Power factor: 0.88

Excitation at 100%: 117 VDC, 55 A

Excitation at 110%: 126 VDC, 60 A

Field (Resistance): 1.23 ohms@25°C

AIR cooling: 2 Blower units (+ 1 make-up blower)

WATER cooling: 3 Pumps (+2 Standby) for the 6 alternators

Table 10 - Alternator specifications

mailto:1.75%20ohms@100%C2%B0C

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Propulsion Rectifiers (Quantity: 6)


Type: 12 Bridge diodes (Conversion of 6 phases AC Alternators)

Nominal (Input): 415 VAC (L-N), 950 A, 6 phases, 50 Hz

Nominal (Output): 879 VDC, 2045 KW, 2327 A-DC (Continuous) 2556 A/DC (for a period of 2 hours)

Air Temp.: 40°C Average max.

AIR cooling: 1 Blower Unit in each rectifier

WATER cooling: 3 Pumps (+2 Standby) for the 6 rectifiers

Table 11 - Rectifier specifications

Propulsion Diesels (Quantity: 6)

Note: The speed governors and controls are to be replaced

Manufacturer: MLW-ALCO (Fairbanks-Morse)

Model: 251-F

Type: V16, 4 stroke

Power Rating: 2950 HP

Nominal Speed: 1000 RPM (Continuous), Variable from 440 to 1000 RPM Woodward UG-40 governor (# 8531-0088) and electronic controller UG-8 MAS (to be replaced)

Overspeed Trip: 1145 RPM

Underspeed Trip: 350 RPM

Table 12 - Diesel specifications

Power Contactors (Quantity: 18)

Manufacturer: AEI English Electric

Type: NC, Single pole

Nominal (Power): 900 VDC, 4000 A-DC

Nominal (Control): 250 VDC (Open & Close)

Auxiliary contacts: 3 NO / 3 NC

Table 13 - Contactor specifications

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Propulsion main breakers (Quantity: 6)

Note: These breakers must be replaced with a recently designed model to be determined by the contractor.

Manufacturer: Siemens

Model: 3W2311 (Qty: 5) / 3WV2711 (Qty: 1) - 3FA34

Type: DC, Single pole

Nominal (Power): 900 VDC, 6000 A-DC

Nominal (Control): 110 VAC / 220 VAC

Auxiliary contacts: 6 NO / 6 NC

Instant Trip (electronic): 4500 A-DC

Magnetic Trip (Backup): 5000 A-DC

Table 14 - Circuit-breaker specifications

Available Power Sources

Circuit/Amp Source Voltage Wiring Destination Dwg #

P407 (500A)

Main Panel (ECR)

460 VAC, 3 phases

300 MCM 3c (x2)

Port Side Excitation (Section 1)

221-900-8 #2

P408 (500A)

Main Panel (ECR)

460 VAC, 3 phases

300 MCM 3c (x2)

Starboard Side Excitation (Section 12)

221-900-8 #2

P411-4 (460/40A)

MCC #1 (ECR)

120 VAC (2 ph.) Via Transfo 15 KVA, 150 A

#2/2c Propulsion Control Port (PCP)

221-900-8 #5

P410-3 (460/40A)

MCC #2 (ECR)

120 VAC (2 ph.) Via Transfo 15 KVA, 150 A

#2/2c Propulsion Control Starboard (PCS)

221-900-8 #6

UPS2-1-5/7 (15A)

UPS #2 120 VAC #14/3c Port and Starboard PLC (90-70)

221-900-8 #38

UPS2-1-9/11 (20A)

UPS #2 120 VAC #14/3c Spare Circuit 221-900-8 #38

UPS2-1-10/12 (20A)

UPS #2 120 VAC #14/3c Wrong way alarm 221-900-8 #38

Table 15 - Available power sources

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Method for Identifying Main Power Equipment

The current propulsion system has two (2) methods for identifying the power sources (Diesels/

Alternators/Rectifiers). In order to avoid any confusion, this table shows the correspondence between

each one. It must be noted that the G1 sources (#3 and #4) can be transferred from one side of the

port/starboard systems to the other (Cross-Connect mode).

Identification (Local)

Identification (Propulsion GE drawings)

Location

#1 G3 / Port Aft engine room (outer port side)

#2 G2 / Port Aft engine room (inner port side)

#3 G1 / Port (Cross-Connect) Forward engine room (Port)

#4 G1 / Starboard (Cross-Connect) Forward engine room (Starboard)

#5 G2 / Starboard Aft engine room (inner starboard side)

#6 G3 / Starboard Aft engine room (outer starboard side)

Table 16 - Identification of generators and rectifiers

Alternator Voltage as a Function of Speed and Exciter current

Note: These data were recorded manually during sea tests and do not in any way constitute official

information produced by the alternator manufacturer. If the contractor wishes to obtain more data,

then the contractor must personally conduct more extensive testing to assess the properties of this

type of alternator with greater accuracy.

DIESEL SPEED (RPM)

ALTERNATOR EXCITATION (AMP-DC)

ALTERNATOR POWER VOLTAGE

(VOLTS AC)

RECTIFIER POWER VOLTAGE

(VOLTS DC)

440 0 0 0

600 7 100 141

730 10 200 283

900 20 340 481

1000 26 500 707

Table 17 - Alternator voltage as a function of speed and exciter current

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Reference figures

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Figure 2 - Control system (DIRECTO-MATIC)

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Figure 3 - Emergency control system

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Figure 4 - System power section

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Figure 5 - System power section (2)

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Figure 6 - Diagram of current exciters (Alternators)

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Figure 7 - Diagram of current exciters (Propeller motors)

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Figure 8 - Speed vs. excitation current curve (propeller motor)

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Figure 9 - Power curve (propeller motor/Diesels)

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Overview of the Various Cabinets in the Propulsion System

Figure 10 - Propulsion system cabinets (Overview)

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Exciter Cabinets All excitation systems are to be replaced. The new equipment must be capable of being integrated

into the current cabinets (See section 3.13)

Figure 11 - Exciter and filters cabinets (Photo)

Port section of excitation cabinets

Figure 12 - Exciter and filters cabinets (Layout)

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Exciter Power Supply & Transfer Cabinets (Quantity: 2) These cabinets incorporate various exciter-related equipment items:

- Exciter power supply circuit-breakers (To be replaced) - MVI modules and other control circuits (To be replaced) - Ground-fault detection circuits (To be replaced) - Transfer outlets and plugs for standby exciters (See section 3.13)

Figure 13 - Exciter power supply & transfer cabinets

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Exciter Transfer Outlets & Plugs

This type of outlet/plug is used to connect the various excitation modules to the field windings of the alternators and propulsion motors. This method makes it possible to quickly replace a defective

exciter with a standby exciter, if needed.

Figure 14 - Exciter transfer outlets & plugs

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Alternator exciters to be replaced (Quantity: 8) - Dimensions in INCHES

Figure 15 - Exciter cabinets (Alternators)

Alternator exciter filters to be replaced (Quantity: 8) - Dimensions in INCHES

Figure 16 - Exciter filter cabinets (Alternators)

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Motor exciters to be replaced (Quantity: 4) - Dimensions in INCHES

Figure 17 - Exciter cabinets (Propeller motors)

Motor exciter filters to be replaced (Quantity: 2) This filtering equipment is located in the aft engine room

Figure 18 – Filters for exciters (Motors)

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DIRECTO-MATIC control system to be replaced (Quantity: 2)

This cabinet contains most of the main control circuits (Including the PLCs) The new system must be capable of digitally integrating electronic components as much as possible

to simplify the control circuits.

Figure 19 - Control system cabinets (DIRECTO-MATIC)

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Input/Output (I/O) Modules to be Replaced (Quantity: 54) These modules are located behind the main control console.

Figure 20 - Input/Output modules (PLC)

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Switching Cabinets (SUP/SUS)

Located in the propeller motor room, these cabinets contain the main power breakers and contactors as well as several control elements, such as the CR120A relays and the HVI modules.

Figure 21 - SUP/SUS switching cabinets (Photo)

Figure 22 - SUP switching cabinets (Layout)

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Main Power Breakers to be replaced (Quantity: 6)

Siemens Models: 3WV2311 / 3WV2711 - 3FA34 Location: Switching cabinets (SUP/SUS)

See section 3.5 for details and Table 14 for specifications

Figure 23 - Main propulsion breakers

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Type CR120A Relay to be Replaced (Quantity: 54) These relays are located in the various SUP/SUS cabinets in the propulsion motor room. Their main purpose is to control power breakers/contactors by means of programmable logic controllers and

ensure logical protection. See section 3.7.

Figure 24 - CR120A Control relays (Contactors/breakers)

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HVI (High Voltage Isolator) Modules to be Replaced (Quantity: 18) These modules are located in the SUP/SUS cabinets in the propulsion motor room.

Their purpose is to provide feedback signals to the control and display circuits so that the various currents and voltages of the power section can be monitored. (See section 3.2)

Figure 25 - HVI (High Voltage Isolator) modules

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Tachometer-Generators to be Replaced (Quantity: 2) These devices are attached to the ends of the motors. Their purpose is to provide feedback signals

to the control system so that the speed of each propeller can be monitored. (See section 3.2 for details)

Figure 26 - Tachometer-generators (Propeller motor speed)

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Alternator Protection Modules to be Replaced

# IJC5186A (46B) Balanced Current Relay (Quantity: 12)

# THC 11 G16A (49-50B) Thermal Current Relay (Quantity: 12) Located on the propulsion rectifiers


Figure 27 - Protection modules (Alternators)

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Wrong Way Alarm Unit (To be replaced or integrated digitally) This module triggers an alarm if the direction of the propellers is not consistent with the speed

setting coming from the telegraph. (See section 3.12)

Figure 28 - Wrong Way alarm module

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Dynamic Braking Resistors (DBRs)

This equipment is used to dissipate the electrical power accumulated in the motors in order to perform a quick stop or reversal of the direction of rotation of the propellers. The new control

system must include the use of these resistors so as to offer equivalent performance. The contractor must visually inspect these resistors in depth to detect any problems that could be detrimental to

their operation. There are six (6) resistor assemblies divided among two (2) cabinets.

Figure 29 - Dynamic Braking Resistors (DBRs)

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Main Control Console - Engine Room (See section 3.15 for details)

1. The contractor must adapt the main console so that it is perfectly integrated into the new

proposed propulsion control system. 2. All analog display dials must remain functional. 3. The console must incorporate a new monitoring and alarm system for monitoring all

components in the propulsion system. (See section 3.14)

Figure 30 - Main control console (Engine room)

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MIMIC Display Panel of the Propulsion System This panel is located on the main control console and provides the operator with an overview of the

propulsion system. The contractor may choose to keep or replace this panel, depending on the requirements described in section 3.15.3

Figure 31 - MIMIC logic state display panel

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Main Console Controls (Engine Room)

All manual controls on the main control console and related to the current propulsion system must be replaced or removed if they are no longer required. The new switches or push buttons installed

must be of equal or superior quality to existing components. See section 3.15.2.

Figure 32 - Transfer switch (Telegraph control)

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Monitoring and Alarm System (Page 1) The new monitoring and alarm system must include graphic pages for displaying the various analog and digital values available. Figures 33 to 36 provide a sampling of some of the pages in the current

system for reference purposes. See section 3.14 for details.

Figure 33 - Monitoring and alarm system (Page 1)

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Monitoring and Alarm System (Page 2)


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Woodward UG-40 governors for diesel engines

and UG-MAS electronic controls to be replaced along with all accessories (Quantity: 6) See section 3.9 for details

Figure 37 - Diesel governors

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Main Power Contactors (Quantity: 18) Unless the contractor proposes a system that offers the ability to replace or eliminate some of the

main power contactors, all of them must be kept functional within the new propulsion system. See section 3.6 for details.

Figure 38 - Main power contactors (Photo)

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END OF ANNEX "A"