India IPMS Demand

गार्डेन रीच शिपबिल्र्डर्स एण्र्ड इंजिननयर्स शिशिटे र्ड
Garden Reach Shipbuilders & Engineers Limited
(भारत र्रकार का उपक्रि) (A Govt. of India Undertaking)

(रक्षा िंत्रािय) (Ministry of Defence)
43/46 गार्डेन रीच रोर्ड, कोिकाता - 700 024 / 43/46 Garden Reach Road, Kolkata – 700 024
ANNEXURE - A (Technical Offer)

ITEMS : ‘‘INTERFACING OF ADDITIONAL VENTILATION FANS WITH IPMS’ & 'MODIFICATION IN HARDWARE,
SOFTWARE OF IPMS TO INCORPORATE INTERFACE REQUIREMENTS' FOR LCU YD 2092-99
E- TENDER NO : NCM/ST/VS/LCU/2092-99/L-121/ET-01299 R
NAME & ADDRESS OF THE BIDDER *
BIDDER'S REFERENCE NO./DATE *
CONTACT NO., FAX NO, e-mail OF THE BIDDER*
Qty
Enquiry SAP Sl. TECHNICAL QUOTED
Material Code Material Description Required / UOM
Sl. No. No. REMARKS* (YES/NO)*
Ship
SOTR & DRG.
COMPLIED
(YES/NO)
1000023095-99, 23130-32 FOR ‘INTERFACING OF ADDITIONAL VENTILATION FANS WITH IPMS’ FOR LCU YD 2092-99
(08 SHIPS)
RIO-12 CHANNEL DIGITAL OUTPUT
1 10 610502012101 2 EA
MODULE
RIO-16 CHANNEL DIGITAL INPUT

2 20 610502012102 2 EA
MODULE
3 30 610502012103 CONTRACTOR (0NO+4NC) 1 EA

4 40 610502012104 TERMINALS 1 ST
5 50 610502012105 GLANDS 1 ST
6 60 610502012106 CABLES 1 ST
7 70 SERVICES CONSISTS OF : 1 AU
1400014240-47 MODIFICATION IN HARDWARE, SOFTWARE OF IPMS TO INCORPORATE INTERFACE REQUIREMENTS'

FOR LCU YD 2092-99 (08 SHIPS)
8 10 SERVICE OF MODIFICATION OF IPMS 1 AU
REF: ‘INTERFACING OF ADDITIONAL VENTILATION FANS WITH IPMS’ AND 'MODIFICATION IN HARDWARE, SOFTWARE
OF IPMS TO INCORPORATE INTERFACE REQUIREMENTS' FOR LCU YD 2092-99 TO BE AS PER PTS NO. RN/2092-
99/LW/G01 REV NO. 08.
* -Mandatory Field
गार्डेन रीच शिपबिल्र्डर्स एण्र्ड इंजिननयर्स शिशिटे र्ड Emails: [email protected]
Garden Reach Shipbuilders & Engineers Limited दरु भाष Phone: 033-24698100
(भारत र्रकार का उपक्रि) (A Govt. of India Undertaking) (14 लाईनें/ Lines) विस्तार/ Extn: 315
रक्षा िंत्रािय Ministry of Defence 033-24893902 (सीधा /Direct)
43/46 गार्डेन रीच रोर्ड ,
www.grse.nic.in
43/46 Garden Reach Road, फैक्स : FAX: 033-24692020
कोलकाता - 700 024 Kolkata – 700 024
ITEM:
‘INTERFACING OF ADDITIONAL VENTILATION FANS WITH IPMS’ AND 'MODIFICATION IN
HARDWARE, SOFTWARE OF IPMS TO INCORPORATE INTERFACE REQUIREMENTS'
FOR LCU YD 2092-99
SPECIAL TERMS & CONDITIONS OF
E-TENDER NO : NCM/ST/VS/LCU/2092-99/L-121/ET-01299 R
SPECIAL TERMS & CONDITIONS:

Firm to submit two separate bids, indicating Tender No., Due Date, Nature of bid etc., failing
which offer shall be rejected:
(i) Part A: Techno-Commercial bid (it must contain only technical and commercial points and
must not contain any price).
(ii) Part B: Price bid (containing only price).
(iii) Techno commercial Bid will be opened on 14.02.17 at 12.00 hrs
1. Tender must be submitted in system generated data sheet format which is

provided with this e-tender. Required information / field should be clearly filled
up and is to be uploaded. Mixing of Bid / Combined Bid, if submitted will be
rejected.
2. Last date of submission of tender i.e 14.02.17 will not be extended.
Following Points are to be noted:-
(a) Your offer should be submitted within the scheduled date and time as mentioned in this
tender.
(b) Techno-Commercial Bid will be opened in the scheduled date and time. You may
depute your authorized representative during opening of the Techno-Commercial bid.
Scheduled date & time of opening of Techno Commercial Bid will not be normally extended.
(c) Price Bid will be opened on later date, after scrutinizing the Techno-Commercial bid.
Price bid of those firms will only be opened, whose offer will be found suitable after technical &
commercial evaluation.
(d) As a general rule price negotiation with L1 vendor(s) will not be entered into as for as
possible, unless warranted by unreasonable price quoted in the opinion of GRSE.
(e) To avoid any complication regarding late receipt or non receipt of offer, it is to be clearly
noted that responsibility is lying with the tendered to ensure that the offer should reach within
the due date and time. No offer will be considered which will be received after due date and
time. In case of submission of offer in wrong place, the offer will be considered as invalid.
(f) This tender is being issued without any financial commitment and GRSE reserves the
right to change or very the quantity of item mentioned herein, at any stage during execution
the order. GRSE also reserves the right to withdraw this tender, if so necessary at any stage.
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(g) Suppliers/vendors are to submit bills for payment complete in all respects as relevant as
per terms of order, in the check list enclosed, to the officer in charge, Finance-SLP section of
Corporate Finance Dept. of GRSE. The checklist for submission of bill(s) is enclosed.
Followings are to be noted:
i) A transition fee of Rs. 500/- will be charged in case of first return of bill(s) due to
inappropriate/incomplete/faulty submission of documents.
(ii) A transition fee of Rs. 1000/- will be charged in case of each subsequent return of the bill(s)
for the same.
Commercial Terms & Conditions:-
01. Scope of supply: Items are to be supplied as per RELEVANT DOCUMENTS.

‘INTERFACING WITH IPMS’ for LCU YD 2092-99 to be as per PTS NO. RN/2092-
99/LW/G01 REV NO. 08.
Quantity of item will be as per the tender. Any deviation of document / Drawing will
not be accepted.
02. Terms of price: Price is to be firm and fixed. No price escalation will be allowed at any
stage.
03. Terms of Delivery: Material is to be delivered F.O.R., GRSE Kolkata (Door Delivery).
Packing, Forwarding, Freight and Insurance charge is to be borne by the supplier.
04. Delivery Schedule:
Yard Material Delivery Schedule Installation Schedule

2092 Within 01 month Within 01 month
2097 Jul 17 Jul 17
2098 Aug 17 Aug 17
2099 Sep 17 Sep 17
Note :-
i) Delivery is the essence of this tender.
ii) Firm is to confirm delivery schedule to meet GRSE requirement. In case non-
acceptance of delivery schedule mentioned above, GRSE reserves the right not to
consider the offer.
ii) GRSE reserves the right for placement of repeat order with same price terms and
conditions within 1 year from finalization of this tender.
05. Payment Terms :

a) i) 90% of order value will be paid through ECS/EFT from receipt against invoice duly
accompanied with Inspection Certificate, Makers' Test Certificate, Guarantee Certificate, etc.
as per terms stipulated herein, together with delivery challan with endorsement of receipt by
GRSE.
ii) Balance 10% payment will be made through ECS/EFT on submission of bill supported with
clear receipt inspection certificate and guarantee certificate together with Performance Bank
Guarantee (PBG) as per GRSE format, which shall remain valid till expiry of the guarantee
period.
2
b) The vendors are required to confirm clear acceptance of the aforesaid payment terms.
Incase of deviation GRSE reserves the right not to consider your offer as a non-responsive
bidder against the tender.
06. Guarantee Term: The materials are to be guaranteed /warranted for satisfactory
performance for the period of 18 months from the date of satisfactory commissioning of each
vessel on which the materials /items are installed OR for the period of 36 months from the
date of final dispatch for each ship, whichever expires earlier, against improper design,
defective materials and faulty workmanship. During guarantee/ warrantee period any
equipment or component thereof supplied by the vendor, suffers due to defective material and
or due to improper design and or due to defective drawing or due to faulty workmanship the
vendor will assume full responsibility of rectification of such defective equipment or component
thereof including direct expenses related to removal and re-positioning of the
replacement/repaired equipment or component thereof and subsequent test & trial, incurred
thereon without any financial implication to GRSE.
07. Taxes and Duties: Duties, Taxes and or any other charges as applicable are to be
mentioned clearly and separately. As materials will be used for construction of Warship for
Indian Navy, the following terms will be applicable in this case:-
a) Excise Duty: Excise will be paid extra.
b) Sales Tax:-
i) Inside West Bengal: VAT as applicable as per Govt. rule will be paid extra.
ii) Outside West Bengal: Declaration in Form 'C' will be provided to avail CST at concessional
rate as applicable.
Service Tax: To be paid on as applicable basis.
08. Customs Duty: As per extant govt. rules.
09. Price comparison: Price comparison will be made on cost to the company basis.
10. Inspection Authority:-

(i) Inspection Authority: As per TNC MOM.
(ii) Work done certificate to be submitted certified by PL/respective authority.
(iii) Offer is to be inclusive of IRS/ABS inspection charges. However if TPI (RINA)
inspection exists. TPI (RINA) inspection charges to be paid by GRSE.
(iv) Receipt inspection will be carried out by GRSE (RIC)
11. Liquidated Damage (L.D): For delay in delivery of materials, L.D will be applicable
@1/2% per week or part thereof on the undelivered material/ work subject to max. 5% of the
value of the order for delayed part.
12. Risk Purchase: For unsatisfactory progress even before contractual delivery date or delay
in delivery, GRSE shall have the right to cancel the order and procure materials from
alternative source completely at the suppliers risk and cost.
13. Force Majeure: Will be applicable as per GRSE STACS clause no. IN 801 and as vetted
by Ministry of Law.
14. Arbitration: Will be applicable as per clause no. IN 802 of GRSE STACS.
15. Polices for MSME:

(a) Notice for Implementation of Policies for Micro and Small Enterprises, 2012, regarding
benefits being accorded to the Micro & Small Enterprises is enclosed.
(b)Firm is to submit certificate from competent authority as mentioned in the above said
notice along with techno-commercial bid.
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(c) The firm will be liable for all consequences in the event of any kind of suppression of
fact or falsification of statement.
In addition of above, following is also to be noted:-
(i) Whether MSE registered? If “YES” then you have to submit scanned copy of Valid
Registration Certificate & EMII Certificate failing which benefits cannot be extended to the firm.
(ii) Whether MSE registered firm is owned by entrepreneur belonging to SC/ST category?
If “YES”, then documentary evidence to be submitted, failing which, benefits cannot be
extended to the firm.
Details are also available in GRSE website www.grse.nic.in
16. Validity of offer: Offer must be valid for 90 days from the date of tender opening.
17. Dispatch: Before dispatch, each item should be identified with GRSE Code No properly.
Packing list will also indicate GRSE Code No. against each item. Material should be
packed properly to prevent any damage, rusting ingress of water, dust etc.
18. During technical and/or commercial negotiation, incase the participating vendor indicate
the need of submission of revised price bid but the same is not acceptable by the
competent authority in due course, GRSE reserves the right to consider such bid to be
disqualified on the ground under intimation to the relevant vendor before price bid opening.
19. All other terms and conditions will be applicable are as per GRSE's latest STACS Ref. No.
GRSE-STACS-PE-INDG (August - 2006).
20. Techno-commercial bid will be opened on 14.02.17 at 12:00 Hrs. at NCM (GRSE,
Main). You may depute your rep. on scheduled date & time during opening of tender.
For GARDEN REACH SHIPBUILDERS & ENGINEERS LTD.
Vijay Singh,
Dy. Manager (NCM)
*****************End of Document *****************
4
GRSE Ltd. Requisition No. –
Statement of Requirement
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 1 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
Date: 22 MAR 2012 Prepared by : D. K. Ghosh
HISTORY OF REVISIONS
REV.
DESCRIPTION REV. BY DATE
NO.
01 Revised as per IHQ/DSP letter SP/9902/54/IPMS dated D. K. Ghosh 29.06.13

30.04.13 and SP/9902/54/IPMS dated 20.05.13.
02 Revised based on Pre-bid meeting held at IHQ/DSP on D. K. Ghosh 21.08.13

11.07.13, IHQ fax SP/9902/54/IPMS dated 18.07.13 and
29.07.13. Annexure – F modified.
03 Para 1.10.7 & 1.10.8 of Annexure-B revised. D. K. Ghosh 03.09.13
04 Quantity of RC valve for fuel system changed. Annexure-H D. K. Ghosh 09.09.13

modified.
05 Revised based on TNC meeting held with M/s L & T on 27- D. K. Ghosh 08.01.14
28 Nov 2013 and GRSE e-mail dated 06.12.13.
06 Revised based on list of deliverables forwarded by M/s L & T vide D. K. Ghosh 21.08.14
letter L&T-EBG/ESE/SP/GRSE/LCU/IPMS/16 dated 17.07.14 ,
L&T-EBG/ESE/SP/GRSE/LCU/IPMS/17 dated 21.08.14, as per
IHQ/DSP letter SP/9902/54/IPMS dated 23.07.14 and IHQ/DSP
letter of even no dated 08.08.14.
07 Para 4.1.11 added to incorporate fail safe operation D. K. Ghosh 30.11.16
08 Para 4.1.12 added as per L&T fax L&T-EBG/ESE/SP/GRSE/ D. K. Ghosh 22.12.16

LCU/ IPMS/Y2092/24 dated 13.10.16 & 1.1.8 of Annec-C
added against MOD.
APPROVED VIDE IHQ FAX SP/9902/54/IPMS DATED

01.10.13.
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 2 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
1. INTRODUCTION
1.1 Preamble
1.1.1 This Statement of Technical Requirements (SOTR) establishes the requirements for the design,
manufacture, testing and supply of an Integrated Platform Management System (IPMS) for LCU Mk-IV
project. The IPMS shall be one independent Gigabit Ethernet Network, distributed and open architecture
system that achieves seamless integration through common technology among Propulsion Control System
(PCS) including Propulsion Control System, Automated Power Management System (APMS), Auxiliary
Control System (ACS) and Battle Damage Control System (BDCS). A separate network shall be provided for
OBTS and CCTV system. The system shall have the provision for seamless interfacing with IBS through a
suitable Gateway Computer (to be supplied by IBS vendor).
1.2 Scope
1.2.1 The scope of this document covers the technical, functional, design, documentation and support
requirements of IPMS. The document outlines the broad guidelines for the hardware and software
architecture of the IPMS inter-connectivity and interfacing requirements of the various sub-systems.
Detailed functional requirements of the Propulsion, Power Management, BDCS, Auxiliary, Scope of Work
and Tank Level Indication System are placed in Annexure A, B, C, D, E & F. The ship systems indicated
above are to be interfaced using Ethernet or other standard serial link with industry protocols such as
Modbus, Profibus, NMEA etc. Each MFC should have the ability to display information pertaining to status
of main machinery and auxiliary machinery/ equipment, etc. Each MFC should thus be able to carry out
any chosen function. However, the system should have a 'Man-in-Loop' option in addition to 'Station-in-
Control' and predetermined hierarchy of control.
1.2.2 Indexing of various paragraphs in the offer submitted by the firm is mandory as the same would be
useful for cross referencing of various parameters. Further, the list of acronyms is to be included in the
offers as various vendors would use specific equipment as per their design.
1.3 Purpose
1.3.1 The purpose of the integrated system shall be to provide control and monitoring of the following
ship systems:-
a) Propulsion machinery and associated systems
b) Power Generation and Distribution systems
c) Auxiliary machinery systems
d) Damage control machinery and systems
e) CCTV system
f) Vibration and Health monitoring system
g) Onboard Training system
1.3.2 The IPMS will have the provision to be seamlessly interfaced with the IBS, an independent Gigabit
Ethernet Network through a suitable Gateway Computer that will be connected to the Ethernet networks of
both the IPMS and IBS to provide specific inputs to the IBS for the purpose of monitoring machinery
status. Machinery status required to be viewed on IBS consoles and IPMS control required from IBS will be
finalized during detail design. Video from the CCTV system should also be required to be displayed on IBS.
Since only a reproduction of IPMS page is required in IBS without any facility for controls, no licenses are
envisaged for this. Gateway computer will be supplied by IBS vendor.
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 3 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
1.3.3 Provision shall be made in IPMS such that displaying of IPMS/BDCS pages should be available in the
IBS MFCs.
1.4 Type/Configuration
1.4.1 The IPMS shall be a digital control system based on dual redundant fiber optic data bus. Client-
server architecture shall not be used. Except for the Windows family of operating systems, the equipment
hardware and software is to be compliant to open architecture standards and shall strictly not include any
proprietary interfaces or operating systems. Programmable Logic Controllers (PLCs) of proprietary design
shall not be used in the system design.
1.4.2 The IPMS shall be one integrated, distributed architecture system (VME 64 standard in accordance
with IEC 15776 and ANSI/VITA 1-1994 or ANSI/VITA 1-1997) covering all systems.
1.4.3 Only proven systems from vendors with experience of warship installation of IPMS shall be used.
Only offers of those manufacturers who have earlier developed and proved similar systems onboard
warships will be considered for selection for this project. The vendor should have prior experience in the
implementation of IPMS on frontline warships using fibre optic databus based on Gigabit Ethernet in their
offer. Experience with other networks like ATM, FDDI, etc. shall also be provided as evidence of ability of
the firm to handle diverse and emerging network architectures. Suppliers shall submit a detailed table of
compliance to each requirement with details of installed experience for each of the system features
specified. Suppliers shall provide evidence of selection for supply of complete IPMS on the latest naval
production warship projects such as destroyers, corvettes and aircraft carriers of their home country and
other major navies. The Supplier shall provide a detailed demonstration of previously implemented IPMS
system software which includes the features specified herein. In addition the supplier shall also provide a
detailed demonstration of the single integrated software development environment (tool).The experience
shall also include the implementation of high-resolution colour graphics based man-machine interfaces with
all monitoring and control performed from the multifunction consoles using fibre optic databus. Suppliers
will be required to submit a detailed Table of Compliance to each requirement of the SOTR with details of
installed experience for each of the system features desired by the IN SOTR. The firm may be required to
demonstrate the same during TNC.
1.4.4 The IPMS shall be a ruggedized naval system. The level of ruggedization will be as per the
Environmental Specs at Para 8 of SOR and wherever specifically mentioned in the SOR. Commercial marine
systems shall not be used.
1.5 Characteristics Design Features of IPMS
1.5.1 Open System: The IPMS shall be an open system conferring consistency and dependability
features based on the selection of standard non-proprietary hardware and software, and acknowledged
international standards for Operating Systems, System bus, Interfaces, Protocols etc.
1.5.2 Growth Margin: The system should provide growth margin to cater for up-gradation,
expansion and integration with an external system by way of catering to 25% growth margin for the
input/output channels in the RTUs in the form of empty slots for I/O cards, cable glands, power
supply, heat dissipation and memory available in the EEPROMs to add more software functionalities.
IPMS system should also be catered with provision at all levels including processing power of MFC without
degrading system performance for the growth margin of 25%.
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 4 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
1.5.3 Reliability: The IPMS shall have high reliability conferred by its high availability ratio obtained
from the use of proven, rapidly maintainable technologies. The MTBF should not be less than 8000 hours.
Reliability nos to be calculated only for hardware, software need not to consider for calculating MTBF. The
vendor has to provide the Reliability of the IPMS in terms of MTBF as per Parts Stress Method in
accordance with the Mil Handbook MIL-HDBK-217F 'under following environment:-
(a)Environment Factor: Naval, Sheltered.
(b) Temperature Factor: 35 degrees
1.5.4 Maintainability: The vendor has to enumerate the Maintainability of the IPMS in terms of
MTTR in accordance with the MIL Handbook MIL-HDBK-472. MTTR shall be 15 minutes. The MTTR
value should be inclusive of elemental activities that are detection, isolation, disassembly, interchange,
reassemble and checkout. The MTTR value should be defined for single Replacement Item and multiple
Replacement Items.
1.5.5 Redundancies: The system availability can be further enhanced by having several
redundancies at all levels of the system i.e redundancy in the Consoles, RTUs, data bus, LRUs
(Processors, I/O boards communication boards etc), and sensors (signal splitters as required shall be
supplied by IPMS vendor). Further, as a minimum the system should cater for the following:
(a) Graceful degradation in the event of failure.
(b) Connect sensors & actuators for critical machinery to more than one RTU or consoles, as
practicable.
(c) Provide interchange of cards to other similar units in the ship & perform the
function at the new unit without any software changes or requirement to reload the
application software.
(d) Redundant CPU and power supply module in all RTU (i.e. two in number dual processor card
and power supply module for each RTU).
1.5.6 Interoperability: The system should be interoperable and this will be possible from its ease of
integration into simple or complex architectures and in heterogeneous environments.
1.5.7 Ease of Operation: The system should be conferred with an advanced, easy to use man-machine
interface through rich graphic Mimics, and audio & visual alarm pages on the consoles.
1.5.8 Maintenance Aspects: The system should have a BITE facility that should be based on the
detection and display of the operating status of any sub-system constituting the IPMS, and the
processes to be monitored till LRU level.
1.5.9 Modification in Parameter Values: The system shall have the provision of modifying the
configurable parameters such as alarms, time lags, or constants through the consoles in maintenance
mode or portable engineering work station i.e. laptop with necessary software tools.
1.6 Indigenisation : IPMS supplier shall indigenise the manufacturing, assembly, testing, training to
the maximum extent and will provide life cycle support. It is essential for the IPMS to be supported locally
from within India. The local support shall be provided either by an Indian Company of the parent firm
and/or through the collaboration with a reputed Indian firm. Details of the supplier’s indigenisation plan
and product support together with copies of the MOU and other relevant documents shall be
submitted by the firm. MOU and other relevant documents including evidence of similar software
development in India for large software based defence systems shall be submitted to the Indian Navy as
part of the offer. Firm is to submit copy of MOU with the foreign supplier during TNC. To reduce project
implementation risk, if the foreign collaborator's IPMS technology is not in service in the Indian Navy, the
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
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(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
firm is required to manufacture and provide the complete first shipset from the foreign collaborator's
home country with software development to also be done by the foreign collaborator. This shall be
supported by the detailed indigenization plan showing progressive indigenization. Firms are to indicate the
plans of indigenization and details of local support.
2. APPLICABLE DOCUMENTS
The latest issues of the following documents in effect are to form a part of this specification to the
extent specified herein, except where a specific issue is indicated. In the event of a conflict between the
contents of this document and the applicable portions of the referenced documents, the contents of this
document shall take precedence. In addition, in the event of a conflict between the referenced
documents, the more stringent requirement shall apply.
a) Rules for of American Bureau of Shipping (ABS) for ‘Steel Vessels under 90M (2011)’
b) JSS 55555 - Environmental Test methods for Electronic & Electrical Equipment
c) Deleted
d) ISO 12063, 1987 - Classification of Degree of Protection provided by enclosures of
Electrical equipment.
e) ISO 12207 - Software Development Process
f) MIL-STD-483 - Configuration Management Practices of Systems, Equipment, and
Computer Software
g) DOD-STD-2167A - Defence System Software Development
h) DOD-STD-2168 - Defence System Software Quality Program
i) MIL-STD-2036 - General Requirements for Electronic Equipment Specifications
j) MIL-STD-461E/F - Electromagnetic Emission and Susceptibility Requirements for the
Control of Electromagnetic Interference (Part 4 except for UPS which
shall comply with Part 9)
k) MIL-HDBK-217F - Reliability Prediction for Electronic Equipment
l) DEF Standard 61-5 - Electrical Power Supply Systems
m) MIL-STD-1472F - Human Engineering Design Criteria for Military Systems, Equipment and
Facilities
n) EED-Q-264 - Requirement of switchboard and distribution switchgear for ships.
o) MIL-STD-1815 - Ada Handbook
p) IEEE/EIA 122070 - Defence System Software Development
q) MIL-STD-1472G - Human Engineering Design Criteria for Military Systems, Equipment and
Facilities
r) IEEE 802.3-2008 - Gigabit Ethernet
s) MIL-M-7298C - Technical Manuals
t) DEF Stan 02-603 - Requirement for the Policy, Design and Installation of Fire Detection
System in Ships
u) MIL- STD- 167/1 - Mechanical Vibration of Shipboard Eqpt.
v) MIL- STD-740-2 - Structure borne Noise measurements and acceptance criteria of
shipboard Equipment
w) MIL-STD-723 - Tally/Diagram plates
x) DGS 251 - Painting
y) DME 452 - Documentation Specifications
z) EED-S-048 & JSS 0251-01 - Preparation of documents and drawings
a1) MIL STD 8100 - Environmental Engineering Consideration & Lab Tests
b1) DEF STAN 02-605 - Tank Level Indicators
b2) MIL HDBK 472 - Maintainability Prediction
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 6 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
3. GENERAL REQUIREMENTS
3.1 The IPMS shall provide the operator consoles, data acquisition and control electronics, sensors and
the functional software as required for the control and monitoring of the following ship systems:
3.1.1 Propulsion Control System (PCS)

(Detailed functional requirements of the subsystems are placed in Annexure A)
Two sets of Propulsion machinery, each comprising of:

a) One marine diesel engine
b) One reverse reduction gearbox with thrust block, clutch
c) One main shaft line driving a fixed pitch propeller (FPP) with plummer block, stern tube,
stern seals, 'A' bracket
d) EOT
e) Necessary pre-start interlocks
f) Online vibration monitoring
g) Torsion Meter
3.1.2 Automated Power Management System (APMS)

(Detailed functional requirements of the subsystems are placed in Annexure B)
Power generation and distribution machinery and equipment including automatic and remote start /
stop ,paralleling, loading, unloading, safety devices and emergency devices for main and emergency DG
sets ( including automatic starting and subsequent manual loading of the Emergency DG set through
hand change over switch in the event of total power failure.) as well as control and monitoring of power
distribution equipment like Switchboard, switchgear (i.e. upto maximum first point w.r.t. Switchboard),
Breakers, Bus bar etc . In the event of failure of auto mode, in which the system carries out all functions
automatically without human intervention, manual mode of operation shall be feasible. In the manual
mode, it shall be possible to exercise total control over the distribution system from the Switchboard. APMS
shall provide control and monitoring of the followings:
a) Three Diesel Alternators
b) One Emergency Diesel Alternator
c) Two Shore connection Boxes
c) One Main Switchboard
d) One Emergency Switchboard
3.1.3 Battle Damage Control System (BDCS)

(Detailed functional requirements of the subsystems are placed in Annexure C)
The objective of the BDCS shall be to assist the Ship’s Damage Control Officer in his decision
making process during damage control operation. The assistance shall include functions such as the
evaluation of Ship stability with recommendations for counter flooding or ballasting, fire main
reconfiguration and section isolation based on the damage assessment, threat perception and damage
control status. BDCS shall include Remote operation and control of the followings:
a)Fire main system
b) Salvage system
c) Ballast/deballasting system
d) Automatic Fire detection System
e) Flood Alarm System including low level and high level alarms
f) Monitoring of status of doors and hatches
g) Stability Management System
h) CCTV system
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i) Ventilation system
j) CO2 system
k) Man Locked alarm system
l) Fuel system
3.1.4 Auxiliary Control System (ACS)

(Detailed functional requirements of the subsystems are placed in Annexure D)
Control/monitoring of the following auxiliary machinery and systems shall be undertaken through
the IPMS:
a) AC and Refrigeration Plants
b) Air Compressors (MD & DD)
c) Bilge System
d) Reverse Osmosis Plants
e) Oily Water Separator
f) Lub Oil system
g) Fresh water system
h) Tank Level Indication system
i) FO Centrifuge
j) LO Centrifuge
k) Steering Gear
l) ICCP
3.2 The equipment/system shall be suitable for installation on-board naval vessel, built conforming to
rules of American Bureau of Shipping (ABS) for ‘Steel Vessels under 90M (2011)’ with Class Notation of:
' A1 AMS ACC NBL SOF'
3.3 The IPMS shall be a digital control system based on dual redundant fiber optic data bus. Client-
server architecture shall not be used. Except for the Windows family of operating systems, the equipment
hardware and software is to be compliant to open architecture standards and shall strictly not include any
proprietary interfaces or operating systems. Programmable Logic Controllers (PLCs) of proprietary design
shall not be used in the system design.
3.4 The system is to provide control and monitoring capability to the operators through colour mimic
page displays. The use of traditional dials and gauges in the IPMS is to be avoided to the extent
practicable. However, where such requirements are essential, the use of traditional instrumentation shall
be limited to control and monitoring of the main propulsion plant, reduction gearboxes, stern gear and DG
sets. The human machine interface (HMI) should be capable of permitting single console operation in
times of normal peacetime cruising, and full watch operation at higher levels of readiness. Each console
will be with single display. The human machine interface (HMI) should be capable of permitting single
console with two split screens (one display with two split screens) only for main propulsion control
operation in times of normal peacetime cruising, and full watch operation at higher levels of readiness. It
should be possible to display the two propulsion shaft data as a split screen.
3.5 The IPMS components are to be geographically distributed throughout the ship and in close
proximity to the machinery being controlled. All monitoring and control signals are to be communicated
over the data bus. However, considering the growth in network technologies, at the time of placement of
order, if better network technologies are available, the vendor may propose the same clearly bringing out
the distinct advantages for using the same. The system topology shall have a dual redundant data bus
with recovery features in the event of failure of either of the two redundant buses.
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3.6 The IPMS shall have a two level architecture with a supervisory level comprising multi-function
redundant consoles, and a data acquisition and control level comprising the Remote Terminal Units (RTUs).
The data acquisition and control level shall not have multiple levels in order to minimize data latency and
reduce maintenance. All sensors/actuators shall be directly connected to the RTUs except for any
major machinery items that may come equipped with serial interfaces or fire detection loops.
3.7 The hardware and software must be modular in design to cater for maximum maintainability and
operational flexibility. It must be of open architecture and non-proprietary design. Additionally, the
modularity must also cater to component obsolescence. The catastrophic failure of the system is not
permitted. In the event of degradation of the system through multiple failures, continuous operation of the
vital components must be maintained. The system must be easily expandable, reconfigurable and
updateable to meet changing operational requirements, as well as future machinery plant upgrades. The
application software shall be designed to allow porting between processor families without need for major
modification or change. The application software for the IPMS shall be developed using a real time
software development environment with graphical programming and automatic code generators. Control
and monitoring should also be possible in the traditional semiautomatic/ manual manner.
3.8 The IPMS vendor shall develop a mathematical model for the propulsion train and obtain
performance results under various regimes of steady and transient state and shall thereafter undertake a
dynamic analysis for the propulsion system. This dynamic analysis shall predict the transient performance
of the propulsion system under a wide range of conditions. The dynamic analysis including real-time
simulation shall be performed using the same software environment as used for the developing the
propulsion module as well as on-board team training system. The respective machinery vendors will
provide local controllers for other main machinery items (such as the gearbox, diesel generators and other
auxiliary equipment). The IPMS vendor shall integrate these local controllers as part of the respective
modules to ensure proper remote control of these machinery from the IPMS consoles as well as the
intelligent Portable Operator Unit (POUs). Limited hardwired interfaces between the Local Control Panel
(Supplied by the OEMs) and the main propulsion machinery shall also be provided by the IPMS.
It is therefore essential that the IPMS vendor uses a single integrated software development
environment/tool for control system software (for both HMI and control logic software) i.e. the same
tool/software environment as that used for developing the simulation model to enable direct
interface/integration. Further, this shall also be used for the development of the control software for the
RTUs as well as the on-board training system (OBTS) software, HMI/GUI application and Dynamic analysis.
The shipyard shall provide necessary assistance to the vendor for developing the mathematical model.
IPMS vendor shall provide single integrated software development environment wherein the final code for
control algorithms (residing on RTUs), Application software and OBTS (residing on Consoles) shall be in the
same programming language.
3.9 Except where specified, operational software of vital IPMS components shall not be stored or read
from disk drives. The vital system software viz., RTU, shall be stored as firmware on solid-state devices
i.e., shall be embedded software. Console software can be disk-based and use the latest applicable
version of the Microsoft Windows family of operating systems while the RTU will be based on a compact
real-time kernel. However, the system is to be designed to prevent unauthorised modifications of the
programs & data.
3.11 In order to reduce debugging during commissioning and setting to work onboard, the system
should be installed and proven under simulated conditions during Factory Acceptance Test before being
installed onboard
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3.12 Though most of the parameters would be available on the network, there is a need to have
redundancy in certain highly critical parameters, which need to be hardwired, in remote control spaces
(such as MCR, Bridge and, DCHQ) that is, instruments/sensors, which are directly connected to the ship's
sensors and actuators (sometimes through intermediate conditioning/arbitration devices), independent of
the ship's computerized control system. Signal splitters as required shall be supplied by IPMS vendor.
Maximum 30 hardwired signals will be interfaced with IPMS. The list of hardwired signals will be provided
by IN. This is keeping in view the concern regarding the non-availability of computer-based controls. The
tentative list of hardwired signals is as follows:-
Sl Equipment Description
01 Main Propulsion a) Emergency crash stop
b) Lub oil pressure gauge
c) Fresh water temperature
d) RPM indicator
3.13 System shall be suitable for 415V ± 10%, 3 Ph, 50 Hz ± 3% AC ship supply. UPS of adequate
capacity with 30 minutes back up shall be supplied for the whole system. Ship supply will be fed to the
UPS and subsequent distribution / conversion along with protection gear necessary for the system will be
derived by the firm. Necessary distribution boxes shall be supplied by the firm.
3.15 Cable glands for Console, RTU, UPS etc are to be supplied suitable yard supply cable. Yard will
indicate OD of the cables on finalization of system cable diagram.
4. OPERATING REQUIREMENTS
4.1 System Configuration
In addition to the basic configuration and sub-systems described in the paragraphs above, various
sub-components, functions and facilities required to be incorporated in the IPMS to meet system operating
requirements, are amplified in the succeeding paragraphs.
4.1.1 Digital Platform Controller
The digital platform controller function shall be implemented on intelligent microprocessor based
cards and shall be redundantly available at all Remote terminal units for propulsion control as appropriate.
The Digital Platform Controller (DPC) shall perform shaft line control and propulsion control sequence
processing and the DPC may be embedded within the propulsion sequence control (PSC) function.
4.1.2 Remote Terminal Units
The RTUs shall provide the connection points (interfaces) between the machinery control system and
the machinery sensors and actuators. Each RTU shall contain its own microprocessor and thus the
intelligence of the system is distributed throughout the ship to provide redundant control of critical
machinery. The RTU shall have embedded software that is resident on and executed in solid-state
electronics without using hard disks or other electromechanical means for storage, retrieval and
processing. Ada software in accordance with MIL-STD-1815 shall be used and compliance with the new
Ada 2005 standard shall be preferred if backward compatible with existing Ada based systems or else
C/C++. In addition, Linux or Unix Lynx-OS, Vx Works or RT Linux can also be used as the Operating
system for the RTUs. However, the RTU control logic software shall be generated from the same
integrated software development environment that is also used for the high-fidelity simulation modellinq
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of the propulsion plant for Dynamic Analysis purposes.

The RTU functionality shall be implemented in one integrated unit without separating processing and
input/output signal conditioning in separate units. RTU electronic modules shall be based on the open
architecture VME standard as per IEC 15776 and ANSI/VITA 1-1994 or 1-1997 using the 6U form factor.
The RTUs shall be designed to be small units capable of being bulkhead mounted /deck mounted with
accessibility and wiring for cards from front and meet the environmental standards. The majority of the
sensors/actuators forming as part of IPMS scope shall be direct wired to the RTUs. However, RTUs shall
also be able to undertake communication under different protocols, or with serial links.
4.1.3 On-Board Team Training System:
The IPMS is to include a proven on-board embedded operator team training capability. A Client-
server architecture is not to be proposed for on-board embedded operator team training system (OBTS).
The OBTS is to be embedded into each MFC and shall be available at all consoles and other HMI to enable
training at sea or alongside using high-fidelity real-time simulation. The OBTS shall allow any console or
group of consoles, to be placed in seamless training mode. Onboard training shall include the following:-
a) Simulation of all equipment controlled or monitored by IPMS. High fidelity model (Level 1) is
to be provided for Propulsion, Auxiliary and APMS equipment controlled or monitored by IPMS.
Further a minimum of 40 lesson plans with provision for interjecting malfunctions by instructor,
which are not predefined in the system, will be provided. In addition provision for generating
additional lesson plan also to be provided by the system.
b) Emulation of the rest of the IPMS that are not in training mode
c) Simulation of equipment casualties
d) Simulation of damage scenarios
e) Provision of an instructor station with the capability to start and stop the training exercise
(freeze, run), record and playback, and reset the simulation and consoles in training mode to a
selected initial condition.
When in training mode, console and POUs are to respond as if in normal operational mode, except
that they are to interact with a simulator rather than with the ship's machinery. Consoles that are in
training mode shall be precluded from displaying "real" machinery data and from issuing commands to real
machinery. When in training mode, consoles are to remain active (though in the background) in the main
data bus to ensure that at least one console is in control of the ship's machinery plant. In the event of
failure of the last unit in control, one or more of the units in training mode are to revert to control mode
based on a predetermined sequence subject to validation and acceptance of the control by the operator.
Data communications for training shall not use the networks used for normal operational communication.
Common workstation computer (wall mounted console) for EHM and Onboard training instructor functions
may be used if deemed appropriate by the vendor. It is also important that the simulation be developed
using a proven real-time object oriented software environment with proven object libraries comprising
warship objects i.e., models of equipment used in hydraulic systems, electrical systems, propulsion
systems, etc. Further, the same tool shall be used for generating control logic source code as well as
executable code for programming the remote terminal units of the IPMS. The OBTS will operate on a
separate network and not on the control network that is processing real time sensor data. The CCTV
network shall be used for OBTS.
4.1.4 Human Machine Interface:
The HMI will consist of high-resolution colour flat panel (TFT) type video display units. Console
screens shall have a diagonal size of 21 inch (minimum) with a minimum resolution of 1280 by 1024 pixels.
In addition to menu-based navigation through the pages, the HMI shall also include the tiled, layered
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graphics approach for navigation and shall include shortcuts to pages through the Keyboard. The
information is to be displayed within 200 milliseconds time of the demand. The HMI shall also provide
audible and visual indications of alarms and warnings. Separate audible tones shall be used to indicate the
various status alerts, alarm and warning conditions. Acknowledgement of the alarm or warning shall cause
the audio alarm to be silenced. The IPMS console shall have provision for installation of voice
communication equipment, if supplied by Indian Navy. The HMI shall comprise ruggedised consoles and
Large Screen Displays (touch Screen). These shall all be multifunction units capable of performing any and
all of the functions of the overall IPMS HMI. The angle of inclination (from vertical) of the Bridge Control
Console (BCC) shall be greater than that of the TCR consoles monitors for optimum ergonomics for both sit
down & stand up operation whilst the Ship Control Console (SCC) shall be designed for sit down operation.
The HMI displays are to have a minimum resolution of 1280 by 1024 pixels.
4.1.5 Equipment Health Monitoring:
A proven Equipment Health Monitoring (EHM) functionality with machinery data logging, short and
long term trending (time based with variable intervals), plotting, recording running hours, vibration
monitoring (online for propulsion equipment including main engines, gearboxes, stern gear, thrust block
and Plummer blocks and offline for other machinery), etc. is to be provided. For data archiving, all EHM
data shall be collected and stored on a removable storage device. Four removable hard disks having
minimum of 1 TB or higher data storage space for data archiving is to be provided. The system shall be
programmed to record all alarms and warnings. The system is also to provide for printing of the data on
demand and also facilitate selection of data required to be printed.
a) The system should be able to gather information regarding number of starts and down time of
main propulsion and other machinery as well as fuel consumption details. Two nos portable
vibration monitoring units along with sensors of different sizes/ attachments are to be supplied by
the IPMS vendor.
b) Off-system inputs: Provision shall also be made for the manual input of data. In addition,
electronic upload of data from a portable unit shall also be permitted. The following types of data
shall be input:
(i) Portable vibration monitoring inputs;
(ii) Manual input of oil analysis results; and
(iii) Manual input of failures for MTBF computation.
c) The EHM software shall gather and display motor protection data from the monitoring units
embedded in the motor starters.
d) Trending: A facility to display online and off line trend plots on all sensor information shall be
provided. Trend plots shall be time based with variable intervals for both short-term and long-term
trend information. The trending function shall handle all aspects of trend management for the
IPMS. Trending performed at a console shall be independent of other trending functions running
at other HMI workstations (consoles). The trending function shall provide following features as a
minimum:-
(i) Allowing up to any 350 signals to be configured for trending, organized in specified
groups/elements.
(ii) Sampling rate shall be selectable. Provision shall also be made for high rate of sampling
(up to 100ms) for certain specified groups.
(iii) Sampling shall always be active but recording of sampling shall be on operator request
only.
(iv) Operator shall be able to initiate recording of samples for a certain period of time.
(v) Warn the operator when the sampling period is about to end, such that he can extend
the recording time if required
(vi) Save recorded samples using the filename provided by the operator.
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(vii) View current or previously captured trend samples data in a graphical form, associate
colour coding and scale factors to each element of the group.
(viii)Print trend graphics in B/W or colour.
(ix) Provide a default trend configuration file.
e) Predictive Maintenance: The control software should have intelligent diagnostic feature to
determine the predictive maintenance of the machinery and sensors from the trend plots.
Requisite information shall be obtained by IPMS vendor from the OEM of respective machinery
under intimation to shipyard.
4.1.6 Uninterruptible Power Supplies:
Each item in the IPMS i.e., consoles, ECUs, RTUs and LOPs shall be connected to an UPS. UPS shall
not be integrated into other IPMS equipment but shall be standalone standard units. The UPS units shall
also be geographically distributed to ensure continued availability. The UPS shall supply this equipment
with continuous power during a loss of ships power for a minimum period of 30 minutes. System shall be
suitable for operating at 415 V AC, 3 Ph, 50 Hz ship supply. Provision for redundant UPS supply to RTUs of
Propulsion System shall be catered. UPS shall be supplied with maintenance free Lead acid battery,
available in India. The shelf life of battery should be at least three years.
4.1.7 CCTV:
The IPMS shall include a CCTV sub-system on a separate network to monitor the machinery spaces.
The OBTS network shall be used for CCTV. CCTV shall be controlled from MFCs through software. The
CCTV images shall be displayable as windows on the console screens and the MCR large screen displays
upon demand. It shall be possible to select specific camera views along with remote pan, zoom and tilt
control of cameras. Details of the CCTV system shall be as below:
a) One CCTV system including four digital CCTV (IR capability) cameras (Two no each in MER &
AER) with Pan, Tilt & Zoom arrangement shall be interfaced with IPMS to monitor the major
machineries in M E R & AER. The complete system shall be supplied by IPMS vendor.
b) IPMS shall be interfaced with IBS through gateway computer.
c) The CCTV system should provide control and monitoring capability to the operators from
specified locations through Human machine Interface (HMI) using colour video displays. It should
be possible to select specific camera views along with remote pan, zoom and tilt control of
cameras.
d) It shall be possible to sequentially display images from all the cameras in a continuous manner
as a PIP or TLG concept. The camera specifications are to include the following:
i) Infrared LED range up to 100M
ii) Active pixel-752H*582V
iii) Working temperature -35 to 55 deg C
iv) IP rating IP66
e) The cameras should give good imaging capability in all lighting conditions. The camera shall be
fitted in a stainless steel body and should be galvanically isolated from ships structure to ensure
corrosion free operation in marine environment. The PTZ camera shall involve a proven
mechanical design to ensure smooth proportional speed control at fast and low speeds. The
camera along with control system shall support all transmission methods including IP and fibre
optics. The camera shall have the following minimum specification:
Camera/ Lens
Image Sensor ¼” HAD CCD, Auto iris, 30:1 Zoom with motorized Zoom & auto
focus with manual override
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Horizontal 530 TVL

Resolution
Video Output Camera/ Lens video output should include IP (Digital) in addition
/scanning to NTSC/PAL
Sensitivity 0.7 Lux Colour, 0.01 Lux Mono
Zoom Range 30X (Optical); 12X (Digital)
Angle of view 550 to 1.90 Horizontal
Aperture F1.4 to 3.0
Range Minimum 550 m
Preset Positions 32
Preset Tours 16
Preset Accuracy 0.1 Degree
Mechanical
Material Electro-polished 316L Stainless steel
Windows Toughened glass window with thermostatically operated demister
Pan Operation 3600 rotation @ 00 to 90/sec
Tilt Operation 1800 rotation @ 00 to 4.50/sec
4.1.8 Data Transmission Bus:
The central nervous system of the IPMS shall be a highly survivable dual redundant Fibre Optic
data bus. The data bus shall comprise a minimum of two redundant networks. The bus is to permit the
interconnection of the geographically distributed IPMS subsystems such as consoles, RTUs and LOPs. The
databus shall be in accordance with Gigabit Ethernet standard. Required number of network switches shall
be provided for the IPMS network i.e. unmanaged switches shall be provided for each of the two
redundant IPMS buses. Managed network switches are to be provided. Min of 8 network switches each of 8
Port are to be provided for control and OBTS/CCTV.
4.1.9 Data Logging:
The Data Logging shall record the System level data upon operator demand or on a regular
basis and shall be resident in all HMI consoles The IPMS is to include two A4 B&W and two A4 colour data
logger laser printer to provide on demand a hardcopy of all errors, alarms, warnings, and changes to
engine orders. Each log is to include a time stamp and logs are to be printed in a chronological sequence.
The logs shall not be printed upon occurrence but shall be printed on demand. The printers shall be able to
provide black and white/colour hardcopies of pages displayed on any console upon operator demand. All
printers shall to be directly connected to the main IPMS data bus via console processors, which
shall be used as print servers. Facility to log data for all analog, digital and derived signals at the sampling
rate of the signals by the system needs to be provided for a minimum period of six months, after which
this data shall be archived on to removable media. One each B&W printer and colour printer shall be
installed in rugged Printer Cabinet. One printer cabinet to be fitted in MCR and other printer cabinet shall
be fitted in DCHQ.
The Data Logging function shall perform the following functions as a minimum:-
a) Selective Data Logging of I/O Signals
(i) Allowing up to 500 signals to be configured for logging. The selection can be done for a
signal group belonging to a ship system or ship compartment.
(ii) Sample rate can be set from 1 minute to 24 hours.
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(iii) Of the 500 signals, 50 can have sample rate between 1 minute and 1 hour and the
rest (450) can have their sample rate between 1 to 24 hours.
(iv) Current log can be viewed or printed. Allow operator to examine previous archive logs.
(v) Keep up to 48 hours of logs on local disk.
(vi) At each hour, perform an automatic transfer of selective data logs to the removable
hard disk at the designate console.
(vii) Provide a default selective data log configuration file.
b) Running Hours Logging.
(i) Allowing up to 100 components to be configured for running hours logging organized in
5 groups of 20 components each.
(ii) Provide operator with manual overwrites. Current running hours can be viewed or
printed.
(i) Provide a default running hours configuration file.
(ii) Keep up to 1 week of logs on local hard disk.
(iii) At each day, perform an automatic transfer of the running hours logs to the removable
hard disk at the designated console.
c) Sailing Profile Recording.
(i) Perform automatic logging of predefined ship parameters.

(ii) Logging is done on an event basis and in combination with fixed time intervals.
(iii) Logs can be viewed (using the same user interface as the 'Selective Data log') or
printed.
(iv) Keep up to 1 day of logs on local hard disk.
(v) Each hour, perform an automatic transfer of the sailing profile logs to removable hard
disk at the designated console.
d) Watch Changeover Logs.
(i) Perform automatic update of certain fields in the log.

(ii) Provide operator with manual overwrite of automatic field.
(iii) Provide operator with area of free text.
(iv) Seal logs using operator user name and password.
(v) Make sealed logs to be Read-Only.
(vi) Logs can be viewed or printed.
(vii) Keep up to 1 month of logs on local disk and advise operator to archive logs at each
week.
(viii)Each day, perform an automatic transfer of the watch changeover logs to removable
hard disk at the designated console.
4.1.10 Portable Operating Unit (POU):
Two in number POUs shall be provided those are capable of being plugged into any of the remote
terminal sockets of the data bus. These POUs must be able to be used as Man machine Interface in times
of emergency for operation as a console. Total ten in numbers POU connecting ports shall be supplied for
connecting the POUs. It shall confirm to MIL STD 810 F. POU's must be ruggedised and shall withstand fall
from 1 meter on steel plate.
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4.1.11 Portable Diagnostic Unit (PDU):
Two in number POUs should be catered for undertaking the complete diagnostics of the IPMS. The PDU
should be able to plugged into any of the IPMS sub units for carrying out online and offline diagnostics.
4.1.11 Fail Safe Operation:
Fail safe logic is to be incorporated as projected by IN such that gear box should remain clutched-in
even when IPMS power supply fails. Firm should carry out necessary modification in software and
hardware of IPMS to implement failsafe logic of gearbox operation. Firm should also generate power
supply fail alarm and the alarm should be logged in IPMS. The above modification of IPMS in
conjunction with modification of Gearbox LCP (by Gearbox OEM) should perform fail safe logic
satisfactorily. The Scope of modification for IPMS is as below:
a) Supply, installation & wiring of relays, terminals, as required.
b) Modification of hardware & software
c) Modification of schematic drawing, HAT/SAT schedule & Cable schedule
d) Testing/Trial/Commissioning of the Fail safe operation along with power supply failure alarm
and logging of the alarm in IPMS.
4.1.12 Modifications in hardware, software, documentation of IPMS to incorporate interface requirements

of various third party supplied systems as below:
a) Main Engine digital signals (14 nos)
b) Main Engine Remote Start block
c) Gear box ‘ready to Clutch’
d) Gear box remote/local switch on PCC
e) Additional signals of ICCP system
f) Redundant link for IBS interface
g) Configuration of Modbus port for DG
4.2 Software
Single integrated software development environment shall be used for all control software including
simulation, dynamic analysis, control logic software, HMI software, OBTS, IPMS software, etc. The
application software shall be designed to allow porting between processor families without need for major
modification or change. The application software for the IPMS shall be developed using a real-time object
oriented software environment with graphical programming and automatic code generators. Use of several
third party software packages to create and maintain the control system software shall not be accepted.
Irrespective of the tools/IDE used for generating the software/source code, the output source code should
be in the same language across all the software modules of IPMS and other systems i.e. it should be able
to communicate with other systems. Software development process is to be in accordance with ISO 12207
or MIL-STD-2167A. Following source code/software is to be delivered to Indian Navy:-
a) Application codes for MFCs including OBTS, BDCS & EHM.
b) Dynamic analysis
c) Control / logic codes residing in RTUs
d) Licensed copy of software environment used for developing above application
4.3 Dynamic Analysis
The dynamic analysis shall predict the steady state and transient performance of the propulsion
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system under a wide range of conditions. Dynamic analysis, including real-time simulation should be
performed using the same software environment as used for the on-board team training system as well
as that used for developing the control software for the RTUs. The designed system should be
capable of control and monitoring over the complete operating range of the propulsion system
taking account of individual components.
4.4 System Integration Support
4.4.1 The IPMS supplier shall perform the following tasks to support this integration effort as part of
the overall effort involved in the design, development, delivery, installation and commissioning of
the IPMS:-
a) IPMS Architecture Review: The IPMS supplier shall review the system architecture
specified herein with respect to the latest trends in the control industry and provide feedback to
the IN/GRSE regarding the same.
b) Interface Control Document: The IPMS supplier shall produce the interface control
document (ICD) and validate the same based on information obtained from the various
equipment/machinery suppliers and the yard. The ICD shall be the governing document for all
signal interfaces between the platform machinery and systems and the IPMS. The ICD shall be
kept under strict configuration control. After the ICD is frozen, it shall not be modified without
permission from the IN/GRSE. If necessary, the IPMS supplier shall conduct Interface Control
Meetings with the machinery vendors, yard, and IN staff to ensure proper coordination and
control of controls interface issues.
c) Computer Program Test Plans, Procedures and Reports: The IPMS supplier shall
develop computer program test plans, procedures and reports for all IPMS software in
accordance with the requirements of MIL- STD-2167A, MIL-STD-498 and IEEE 12207.
d) Propulsion Control System Dynamic Analysis: The IPMS supplier shall perform a
Dynamic Analysis of the Propulsion Control System through the development of detailed real-
time simulation models of the hull and propulsion machinery and the proposed control
algorithms. The Dynamic Analysis and simulation shall be performed using a real-time object
oriented software environment that should be the same as that being used to develop the actual
control system for onboard application. The software environment and the application software
for the dynamic analysis shall be delivered to the Indian Navy/GRSE.
e) IPMS System Units Assembly Drawings: As part of the overall drawing package, the
supplier shall provide assembly drawings for the various units comprising the deliverable IPMS.
f) IPMS System Units Support System Requirements: The supplier shall provide all
information required for the operational support of the IPMS. Such information shall include all
infrastructure requirements such as electric power specifications, air conditioning requirements
(if any) and environmental requirements to assist the IN/GRSE in properly locating the IPMS
equipment with provision of appropriate support services.
g) IPMS System Units Installation Drawings: The supplier shall provide detailed outline
and installation drawings for each deliverable of IPMS equipment. The drawings shall specify all
requirements for cabling and maintenance access including clearances for swaying of
equipment during high impact shock (if any) and cable bend radii. The drawings shall also
include the weight of the units and the location of the centre of gravity. Restrictions, if any,
regarding handling of equipment during transport and installation shall also be included in these
drawings.
h) IPMS System Units Face Arrangement Drawings: The supplier shall provide for
review by the IN/GRSE the layout drawings for all control panels and displays provided with the
IPMS consoles, and other man machine interfaces. These layouts shall be consistent with
requirement for full redundancy between the HMI in all consoles and shall be in accordance with
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MIL-STD-1472 and ASTM F 1166.

j) Recommended MCR Layout: The supplier shall provide a recommended layout for all the
IPMS equipments in the MCR, which should be finalised only in consultation with IHQ/MOD(Navy).
k) Assessment of Platform System Control & Monitoring Requirements: The
functional requirements for the monitoring and control of the various platform systems as indicated
here and as it evolves during the detailed design of the ship shall be reviewed by the IPMS supplier
and feedback provided to the IN. Such a review shall include all platform machinery and systems
and not only propulsion system.
l) Computer Software Development and Quality Assurance Plans: The IPMS supplier
shall develop computer software development plans and Quality Assurance plans in accordance
with MIL-STD-2167A/ ISO 12207, Defence System Software Development standard. The supplier
shall also provide tailoring guidance, if any, in the implementation of MIL-STD 2167A/ ISO 12207.
The requirement of IEC 12207 standards should also be considered during implementation.
However, it is imperative that the supplier has proven experience in developing software for front
line warships in accordance with MIL-STD-2167A/ ISO 12207, and provides details of such
experience to the Indian Navy.
4.4.2 The supplier is to also propose methods & procedures for the testing and integration of
the system with machinery/equipment and other subsystem during the development. These proposals
are to include the description of the level at which individual components of software design are to
be tested prior to integration. Description of the approach to testing is to differentiate between
implementation, verification and validation of the software. Testing approach is to also include
dynamic high fidelity simulation and stimulation.
4.4.3 The IPMS supplier shall clearly indicate the interface specifications and communication
protocol etc to be adopted by various propulsion machinery manufacturers, auxiliary machinery
manufacturers and systems designer. Integration shall be based on open standard electrical interface and
protocol i.e. no proprietary protocol shall be used. The control interface requirements are as follows:-
a) All analog control shall be of 4 - 20 mA
b) RTD signal shall be PT 100, three wire
c) Potentiometer shall be excited by all external voltage sources
d) Digital Output signals shall be wet contact type of 24V DC. In case of any dry contact type,
IPMS vendor to provide interposing relays for the same.
e) Digital Input Signals / Interfaces are to be dry contact type (potential free contacts).
4.5 Interfaces
4.5.1 The IPMS vendor shall assume the role of System Integrator and shall interface, either
directly or indirectly, to the control circuitry of equipment, such as main engines, generators,
switchboards, electric pumps, and other equipment mentioned above, allowing remote monitoring
and control of each of the modules. The scope and extent of monitoring and control functions shall
however be finalized at the technical discussion stage. A multi-level access control system must be
implemented to ensure sufficient redundancy. The IPMS vendor shall be required to interact with the
vendors of various equipments those will be monitored and controlled by the IPMS system and finalise
equipment specific interface requirements. The IPMS vendor shall also interact with the IBS vendor for
ensuring seamless integration of IPMS with IBS.
4.5.2 The sub-systems of IPMS shall have spare serial, parallel, USB and Ethernet standard interface
ports with the requisite drivers embedded in the system, or provision for future enhancement due to
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system up-gradation, augmentation in system capability or integration with any other systems as found
necessary by the Indian. Access to these ports shall be disabled during normal use of the IPMS to
prevent unauthorized software modifications or inadvertent corruption of the IPMS through computer
viruses, malware, etc. Access shall only be available to one authorized member of the crew via
appropriate password authentication.
5. TECHNICAL REQUIREMENTS
5.1 Following technical requirements are essential for system design of LCU Mk-IV:-
a) The system shall be based on microprocessor design and provide increased operational
capability through use of digital control system technology in a distributed architecture.
(b) The IPMS system should be capable of interfacing and processing approx 2000 digital
and analog inputs/outputs from and to various equipment/machinery. However firm shall
estimate no of signals as required to meet the SOTR requirements and indicate in the offer.
Majority of these signals shall be direct wired to the RTUs with the remaining signals
interfaced via serial links for certain major machinery items that come equipped with local
controllers or in the form of fire detection loops. Considering the requirements reflected in the SOR
and GA of the ship 6 nos RTUs are considered sufficient. However, at a later date if it is found that
to meet the SOR requirement additional RTUs are required, the same shall be supplied by the firm
without any commercial implication.
(c) The Remote Terminal Unit (RTU) shall have embedded software that is software entirely
resident on and executed in solid state electronics without using hard-disks or other
electromechanical means for storage, retrieval and processing. The system is to be designed to
prevent unauthorized modifications of the programs and data. All vital data acquisition and control
software (i.e., RTU software) shall be stored in solid-state memory (such as Flash EPROMS). It is
imperative that the RTU software / hardware shall be non-proprietary. Therefore, the RTU software
shall be written in high order language Ada (MIL-STD-1815/ISO 8652)/C/C++ language. Software
shall be modular in design and shall be developed, tested and documented in accordance with
MIL-STD-498/ MIL-STD-2167A/IEEE 12207. It is mandatory that the operating system for the
RTUs should be Ada/Linux/Unix. Evidence of experience in development of proven IPMS software
in accordance with MIL-STD2167 A/498/ 12207 shall be provided in the supplier's technical offer.
As regards the console software it may be in C/C++, however it is mandatory that the operating
system shall be Windows based.
d) All RTU application software shall be written in high-level language using a real-time object
oriented environment/tool. The tool shall automatically generate not only executable code but also
software source code in a high level language. This source code shall be delivered to trle Navy
upon commissioning of the first vessel.
e) The development environment shall be a real-time software development environment, which
has been proven in use in the development of IPMS for warships. A common environment and
development tool shall be used for the undertaking dynamic analysis, development of
simulation models, MMI graphics pages, and the core of the control system software. The firm
is to submit details of such a tool along with their proposal.
5.2 The design shall be such as to achieve the following:-
a) Provide end-to-end system response better than 500ms. Detail procedure to verify system
response time during FAT shall be provided by the Firm.
b) Increase the control system survivability through redundancy of critical components.
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c) Provide for a growth margin of 25% of the system capability without the addition of new
consoles and RTUs. This shall be in the form of spare card slots in the RTUs to add more
input/output capacity and memory available in the EEPROMs to add more software
functionalities.
d) Provide for graceful degradation in the event of total failure of the control system.
e) Provide high tolerance to conducted and radiated EMI/EMC in accordance with MIL STD 461-
E/F.
f) Sensors and actuators for critical machinery shall be connected to more than one RTU or
consoles at physically separated location. These will be indicated by IHQ/MOD (N) during detail
design. Signal splitters as required for transmitting signal from sensor / actuators to two different
RTU will be in the scope of IPMS vendor.
g) Provide interchange of cards to other similar units and perform the function at the new unit
without any software changes.
h) Provide proven multifunction and fully redundant consoles which can assume any and all
monitoring and control functions.
i) Provide MTTR of equal to or better than 30 minutes & critical function MTBF of not less than
8000 Hrs.
j) Each console should be capable of data logging upto a minimum period of six months of
machinery operation.
k) Access to the platform functions will be based on a pre-determined protocol (designated
Station-in-Control).
l) Reduce system capital and installation costs using a modern data bus with redundancy and
survivability features.
m) Provide proven onboard-embedded operator team training capability. On-board training
capability shall be available at all of the IPMS consoles and intelligent man-machine interfaces in
the machinery spaces.
n) Provide proven open architecture system backplane in the IPMS RTU's in accordance with the
VME standard.
6. CONSOLE AND LOCAL DISPLAYS REQUIREMENTS
6.1 All consoles shall be fully redundant and multifunction, and should be able to perform the function
of any and all other consoles. Access to more than one console function shall be granted based on a
predetermined protocol. Only one console shall be in control of a ship function at any given time.
Transfer of control between consoles should be implemented based on predetermined hierarchy and
protocol. All consoles shall use resilient shock mounts. Operators will be required to assume station-in-
control before any operator action can be initiated. Operator authentication shall be by means of
passwords, keys or other means including on-line fingerprint identification. Further, the provision for local
direct control for each of the equipment groups must continue to be available despite provision the remote
control and monitoring capability of the equipment on the IPMS consoles. Vibration mounts for Console,
RTU, LSD, Printer cabinet to be provided. All the MFCs will be supplied in suitable transportable sections
to facilitate shipping in through ship’s door of 1600mmx700mm (approx).
6.2 Multifunction control consoles for MCR & DCHQ and control console for Bridge shall be provided as
follows:-
a) Bridge
One hard wired Propulsion Control panel including control lever, EOT/POT, hardware panel
with indicators & gauges.
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b) MCR
i) One console for control and monitoring of Propulsion and associated systems
(Propulsion Control Console) including telegraphs, control levers and facility for
automatic data logging of engine/ propeller orders. Embedded telegraphs are to be
provided.
ii) One console for control and monitoring of power generation (APMS Console)
iii) One console for control of Auxiliary Machinery (ACS Console)
iv) One Supervisory control console.
v) One Large Screen Display (slaved to the Supervisory Console processor with
independent display). The LSD shall have a minimum diagonal size of 50" and shall be
bulkhead mounted. A minimum resolution of 1280X1024 is to be provided for LSD.
c) Damage Control Headquarter
i) One BDCS Console in DCHQ.

ii) One Large Screen Display 50” (slaved to the Damage Control Console processor with
independent display).
6.3 Notwithstanding the functional allocation specified above, the console processor shall utilise a
workstation with the latest version of Windows operating system and a man-machine interface based
on the tiled, layered graphics (TLG) concept with pan and zoom features. Individual screens shall be
tiles in a continuum of tiles and each tile shall have layers of detail, which will allow quick declutter to
reduce detail as the operator selects lower levels of zoom. Zooming in shall cause the details to appear on
the screen; level of detail shall be appropriate to zoom level.
6.4 The graphical user interface (GUI) shall also provide a magnifying window in which the detail
at a selectable magnification will appear as the magnifying glass icon is moved over an overview graphics
display.
7. BUILT-IN TEST EQUIPMENT (BITE)
7.1 The BITE shall be responsible for assessing the state of a sub-system before the application
software is invoked. On power up the IPMS the sub-systems shall automatically run their own built-in-test
to determine if their components are functional. It should run without the operating system and will have
total control over the sub-system hardware and if there is no fatal errors detected the control will pass
over to the operating system. However, if for some reason the BIT is unsuccessful during power-up and
fails, an audio-alarm message should be displayed on the corresponding console. The BITE shall be
capable of the following:
a) Identify, locate and indicate to the operator any fault that has occurred in the system during
operation in all modes. The BIT shall detect 100% of all fatal faults. Further, the BIT shall isolate
95% of all detected faults to one line replaceable unit (LRU) and 100% of all detected faults to
two or three LRUs.
b) Diagnostic Hardware and Software tools to enable trouble shooting up to component level
repairs at a shore-based depot. The supplier shall propose special tools and test equipment for
component level repair of supplier designed electronic modules.
c) BIT messages shall be graphically presented on the console screens with suitable colour coding
for rapid identification of faulty areas.
d) Results of built-in tests of any IPMS equipment viz., console and RTU shall be able to be
displayed at any IPMS HMI. If required, BIT results and contents of memory shall be able to be
downloaded into the portable diagnostic terminal via the equipment's diagnostic port for more
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detailed troubleshooting.
e) It shall be possible to initiate a BIT of any IPMS from any HMI after the use of proper password
or other means of authentication.
f) On-line display of IPMS maintenance manual (and operators' manual) shall be possible at any
computer based IPMS/ECU HMls
8. ENVIRONMENTAL CONDITIONS
The system shall be capable of operating in the following environmental conditions:-

a) Storage temperature: - 0 to 70 deg C
b) Operating temperature: - 0 to 55 deg C (for RTUs)
- 0 to 50 deg C for Consoles and LOPs
- 0 to 45 deg C for LSD and Printer
c) Humidit - 95% RH condensing at 32 deg. C
d) Ingress Protection: - RTU to meet IP56 (machinery space)
- RTU to meet IP55 (outside machinery space)
- UPS to meet IP 52 requirements.
- Console to meet IP 23 requirements.
- LOP to meet IP 44 requirements.
- LSD to meet IP 20 requirements.
- Printer cabinet to meet IP 23 requirements.
- All exposed deck items to meet IP 57 requirements.
e) Vibration: - MIL-STD-167-1, 4-33 Hz
f) Ship’s Roll - 20 degrees
g) Ship’s Pitch - 6 degrees
h) Ship’s Trim - 5 degrees
i) Ship’s Heel - 20 degrees either side
j) EMI/EMC: MIL-STD-461 E/F (Part 4 except for UPS, which can be in accordance with Part 9) or
latest version at time of order placement.
k) ESD Protection: The system design will take into account adequate measures for Electro Static
Discharge (ESD) control and protection at PCB/module/assembly and unit level. Each Electro Static
Discharge sensitive part/ assembly will be duly marked with a symbol /warning
9. LIST OF DELIVERABLES/ BROAD SCOPE OF SUPPLY
9.1 FIRST FITTING ITEMS:
SL Item Type Make Material Code Qty/

No Ship
Integrated Platform management System
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No Ship
1 Two-bay Propulsion Control Console (PCC), deck 610502010100 1 Set
mounted & consisting of:
a Console structure with shock mounts - 1
b Industrial Computer -1
c 21 inch TFT Display –1
d Industrial Keyboard (English) - 1
e Optical Trackball -1
f Dual Throttle Levers for FPP Propulsion System -1
g Gauges – 1 set
h Indicators - 1 set
i Push Buttons - 1 set
j Push button Engine Order Telegraph -1
k Standard Console Gland Plate with glands - 2
2 Single-Bay Multifunction Supervisory Control 610502010200 1 Set
Console (SCC), deck mounted & consisting of:
f Standard Console Gland Plate with glands -1
3 Single-Bay Multifunction APMS control Console, 610502010300 1 Set
deck mounted & consisting of:
4 Single-Bay Multifunction Auxiliary Control Console 610502010400 1 Set
(ACS), deck mounted & consisting of:
5 Single-Bay Multifunction BDCS control Console, deck 610502010500 1 Set
mounted & consisting of:
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No Ship
e 38 mm Optical Trackball -1
6 Hard wired Propulsion Control Console for Bridge, 610502010600 1 Set
deck mounted & consisting of:
b Dual Throttle Levers for FPP Propulsion System -1
c Gauges – 1 set
d Indicators – 1 set
e Push Buttons – 1 set
f Engine Order Telegraph - 1
g Standard Console Gland Plate with glands -1
7 Remote Terminal Unit
a Remote Terminal Units (RTU1,2 & 3) , IP56 610502010701 3 Nos
b Remote Terminal Units (RTU 4,5 & 6) ,IP56 610502010702 3 Nos
8 Large Screen Display 50‘’ 610502010750 2 Sets
9 Engine Order Telegraph , Bulkhead mounted with 610502010800 2 Sets
flusher & hooter for Engine room
10 Portable Operator Units (POU) 610502010901 2 Nos
11 POU Connection Points 610502010910 10 Nos
12 Portable Diagnostic Unit (PDU) 610502010920 2 Nos
13 Transformer DB 610502010930 1 No
14 UPS
a 3 KVA AC UPS with battery units for 30 minute 610502011000 2 Nos
backup
b 2 KW KVA DC UPS with battery units for 30 minute 610502011001 2 Nos
backup
15 Printer cabinet
a Printer cabinet with one A4 B&W & one A4 Colour 610502011101 1 No
Laser Printers
b Printer cabinet with one A4 B&W Dot matrix & one 610502011102 1 No
A4 Colour Laser Printers
16 8 port Network switches to complete a dual 610502011150 6 Nos
redundant, Gigabit (1 Gbps) fiber optic data bus
(fitted one on each RTU)
17 Network Cables
a Network cable , CAT6 610502011181 1 Lot
b Network cable , FO 610502011182 1 Lot
18 Off Line Sensors
a Door/Hatch proximity switch with Junction box 610502011201 35 Nos
b Flow meter with Junction box 610502011202 4 Nos
c Pressure sensors (0-10bar) with Junction box 610502011203 14 Nos
d Temperature sensors with Junction box 610502011204 2 Nos
e Accessories 610502011205 1 Set
19 CCTV system
a 8 port Network switches to complete a single 610502011301 2 Nos
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No Ship
Gigabit (1 Gbps) fiber optic data bus for CCTV &
OBTS (fitted in SCC).
b PTZ IP based cameras with mounting base 610502011302 4 Nos
c Illuminator (IR) 610502011303 4 Nos
20 Tank Level System comprising of: (Ref 610502011400 1 Set
Annexure- F)
a Hydrobar sensor-Top mounting 610502011401 13 Nos
b Hydrobar sensor- Side mounting 610502011402 8 Nos
c Ball valves 610502011403 8 Nos
d Float level switch 610502011404 2 Nos
e Junction boxes 610502011405 23 Nos
f Local Display Unit 610502011406 6 Nos
g Accessories 610502011407 1 set
21 Automatic Fire Detection System consisting
of:
a Addressable Combined Heat & Optical Detector 610502011501 60 Nos
b Addressable Heat Detector 610502011502 7 Nos
c Addressable Combined Heat & Optical Detector 610502011503 4 Nos
Intrinsically Safe
d Addressable Call Point (Weather Proof) 610502011504 2 Nos
e Addressable Call Point for Indoor 610502011505 12 Nos
f Intrinsically Safe Isolator Box 610502011506 3 Nos
g AFDS Battery Box 610502011507 1 No
h Fire alarm control Unit 610502011508 1 No
i Fire Alarm Repeater Panel Unit 610502011509 1 No
j Control Box 610502011510 1 No
k Accessories 610502011511 1 set
22 APMS
a APMS control box, bulkhead mounted 610502011601 2 Nos
23 Flood alarm System
a Flood Sensor, continuous monitoring type with 610502011701 11 Nos
Junction box
b Intrinsically Safe Flood Alarm Sensors, continuous 610502011702 1 No
monitoring type with Junction box
24 RC Valves complete with actuators
comprising of: ( Ref Annexure-H)
SD GLOBE valve with electric actuator 65NB 610502011801 4 Nos
SD GLOBE valve with electric actuator 50NB 610502011802 5 Nos
SDNR GLOBE valve with electric actuator 65NB 610502011803 2 Nos
Butterfly valve with electric actuator 65NB 610502011804 2 Nos
Butterfly valve with electric actuator 200NB 610502011809 1 No
Ball valve with electric actuator 80NB 610502011810 2 Nos
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No Ship
Accessories 610502011811 1 set
25 Vibration monitoring system consisting of:
a Vibration sensors with Junction box 610502011901 30 Nos
b 1-Terabyte portable hard drives for removing 610502011902 4 Nos
vibration data for remote analysis
c Portable vibration monitoring units 610502011903 2 Nos
d Accessories 610502011904 1 set
26 Six layer plexiglass incident board 610502012000 1 Set
27 Special tools & test equipments consisting of:
a OTDR 610502950001 1 No
b Mini-OTDR Test Equipment 610502950002 1 No
c OLTS 610502950003 1 No
d OLD 610502950004 1 No
e Fibre optic tool kit 610502950005 1 No
28 Software Development Environment (with license)-2 610502950100 1 Set
CDs
NOTE:
THE LIST OF ITEMS INDICATED ABOVE ARE THE BROAD/GUIDELINE LIST. ALL MATERIAL
REQUIRED TO MEET THE SOR REQUIREMENTS WILL BE SUPPLIED BY OEM.
9.2 SPARES, TOOLS & TEST EQUIPMENTS:
9.2.1 On Board Spares:

No Ship
1 Console Processor 610502970101 1
2 Console Display 610502970102 1
3 Keyboard 610502970103 1
4 Trackball 610502970104 1
5 Exhaust Fan 610502970105 1
6 Throttle Levers 610502970106 1
Meter for shaft rpm-DV-96-(0 to 400rpm) 610502970107
7 1
Illuminated
Meter for Engine rpm-DV-96-(0 to 1800rpm) 610502970108
8 1
Illuminated
9 Meter for shaft rpm-DV-96-(0 to 400rpm) 610502970109 1
10 Meter for Engine rpm-DV-96-(0 to 1800rpm) 610502970110 1
11 LOP Analogue Gauge 610502970111 1
12 FWT Analogue Gauge 610502970112 1
13 LOP Analogue Gauge 610502970113 1
14 FWT Analogue Gauge 610502970114 1
15 Red Indication 610502970115 1
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No Ship
16 Yellow Indication 610502970116 2
17 Green Indication 610502970117 2
18 Green Pushbutton with Indication 610502970118 2
19 Red Pushbutton with Indication 610502970119 1
20 Yellow Pushbutton with Indication 610502970120 2
21 VME SBC Processor 610502970121 1
22 AMP for Processor 610502970122 1
23
24 Digital Output Card 610502970124 1
25 Analog Input Card 610502970125 1
26 Analog Output Card 610502970126 1
27 Serial Card 610502970127 1
28 I-V/V-I Isolators 610502970128 1
29 DI PCB 610502970129 1
30 16x4 PCB Terminal Block WAGO (738-116) 610502970130 1
31 2 POINT WAGO TERMINALS 610502970131 1
32 50 PIN D SUB, MALE, WIRE SOLDER MALE 610502970132 1
33 8 Port Managed Ethernet Switch 610502970133 1
34 Power Supply Unit 610502970134 1
35 FANs 610502970135 1
36 Filter 610502970136 1
37 24V, 15AMPS HIGH PERFORMANCE FILTER 610502970137 1
38 VME Backplane 610502970138 1
39 Signal Splitter (I-2I) 610502970139 1
40 4CO Relay 610502970140 1
Vibration Sensors with 5 mtr cable) with 610502970141
41 1
mounting pad
42 Charger for data collector unit 610502970142 1
43 Memory card 610502970143 1
44 Telegraph repeates/ analog meter (RPM Meter) 610502970144 1
45 Pressure Transducer (0 - 10 bar) 610502970145 1
46 Single Float switch 610502970146 1
Door/Hatch Proximity Switch with JB and Barriers 610502970147
47 5
(Non IS type)
801PHEX Intrinsically safe Photo Optical and Heat 610502970148
48 1
detector
49 851PH Photo-Heat detector Marine 610502970149 6
50 850H Heat Detector 610502970150 3
51 UV flame detector / Heat Detecot for ER 610502970151 1
52 Flame detector / Heat Detecot for ER 610502970152 1
53 DC MCB 4Amp 610502970153 2
54 AC MCB 16Amp 610502970154 2
55 Battery 26Ah,12V (Set of 8batteries) 610502970155 3
56 Set of 3 batteries for UPS-42Ah 610502970156 3
57 Fiber optic connectors 610502970157 8
58 CCTV Cameras 610502970158 1
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No Ship
OB Spares for R.C Valves
A Spare for 50NB (SDNR Globe Valve)
1 Spindle , 50NB 610502970201 1
2 Seat/Disc/Ball , 50NB 610502970202 1
3 Gasket, 50NB 610502970203 1
4 Gland Packing, 50NB 610502970204 1
B Spare for 65NB (Butterfly Valve)
1 Spindle , 65NB 610502970211 1
2 Seat/Disc/Ball , 65NB 610502970212 1
3 Gasket, 65NB 610502970213 1
4 Gland Packing, 65NB 610502970214 1
C Spare for 80NB (Butterfly Valve)
1 Spindle , 80NB 610502970221 1
2 Seat/Disc/Ball , 80 NB 610502970222 1
3 Gasket, 80NB 610502970223 1
4 Gland Packing, 80NB 610502970224 1
D Spare for 100NB(Butterfly Valve)
1 Spindle , 100NB 610502970231 1
2 Seat/Disc/Ball , 100NB 610502970232 1
3 Gasket, 100NB 610502970233 1
4 Gland Packing, 100NB 610502970234 1
E Spare for 125NB(Butterfly Valve)
1 Spindle , 125NB 610502970241 1
2 Seat/Disc/Ball ,125NB 610502970242 1
3 Gasket, 125NB 610502970243 1
4 Gland Packing, 125NB 610502970244 1
OB Spares for Actuators of RCV
A Actuator SD-1000-20
1 Actuator overhaul kit 610502970301 1
2 Motor maintainance kit, comprising DE and NDE 610502970302 1
Brgs
3 Overhaul kit for gearbox 610502970303 1
B Actuator SD-2000-600-1
1 Actuator overhaul kit 610502970304 1
2 Motor maintainance kit, comprising 610502970305 1
DE and NDE Brgs
3 Overhaul kit for gearbox 610502970306 1
OB Spares for TLI SYSTEM
1 Tank level display (8- channel) 610502970351 1
2 Hydrobar -Level transmitter(4M Cable) for 85°C 610502970352 1
3 Ball value ASTM A351 (oscar) 610502970353 1
On-board spares will be supplied in PIP packing with proper identification and preservation of individual
item.
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9.2.2 DELETED
9.2.3 Installation & Commissioning Spares:
All the installation materials & accessories (including vibration mounts & cables) necessary for
complete the system installation to be included in the list of installation material & Accessories. Any item
found deficient during installation will be supplied free of cost by the firm. The supplier shall supply one set
of installation and commissioning spares along with the main equipment which will be required during
STW, Test/Trial and Commissioning of the system on-board. The list of installation and commissioning
spares is given below:
SL Item Type Make Material Code Qty/ Ship

No
1 Keyboard 610502980101 1 No
2 Trackball 610502980102 1 No
3 Meter for shaft rpm-DV-96-(0 to 400rpm) 610502980103 1 No
4 Meter for Engine rpm-DV-96-(0 to 610502980104 1 No
1800rpm)
5 Meter for shaft rpm-DV-96-(0 to 400rpm) 610502980105 1 No
Illuminated
6 Meter for Engine rpm-DV-96-(0 to 610502980106 1 No
1800rpm) Illuminated
7 Red Indication 610502980107 1 No
8 Yellow Indication 610502980108 1 No
9 Green Indication 610502980109 1 No
10 Green Pushbutton with Indication 610502980110 1 No
11 Red Pushbutton with Indication 610502980111 1 No
12 Blue Pushbutton with Indication 610502980112 1 No
13 VME SBC Processor 610502980113 1 No
14 AMP for Processor 610502980114 1 No
15 Serial Card 610502980115 1 No
16 Digital Input Card 610502980116 1 No
17 Digital Output Card 610502980117 1 No
18 Analog Input Card 610502980118 1 No
19 Analog Output Card 610502980119 1 No
20 I-V/V-I Isolators 610502980120 1 No
21 DI PCB 610502980121 1 No
22 16x4 PCB Terminal Block WAGO (738- 610502980122 1 No
116)
23 FAN 610502980123 1 No
24 VME Backplane 610502980124 1 No
25 Power Supply Unit 610502980125 1 No
26 24V, 15Amps high performance filter 610502980126 1 No
27 Vibration Sensors with 5 mtr cable and 610502980127 1 No
mounting pad
28 LOP Analogue Gauge 610502980128 1 No
29 FWT Analogue Gauge 610502980129 1 No
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30 LOP Analogue Gauge 610502980130 1 No

31 FWT Analogue Gauge 610502980131 1 No
9.3 DRAWINGS/ DOCUMENTATION
9.3.1 System Documents:
Provision of adequate documentation for effective operation and maintenance of IPMS is an

important aspect of the contract. All associated documentation, drawings and equipment list must be in
English language. Document sizes shall be according to metric standards. Documents shall be supplied in
durable & good quality which should last throughout the life span of the ship. All drawings and documents
shall contain dimensions and other parameters in metric units (SI Units). The documentation shall be
complete & sufficient to enable proper installation on board, operation and maintenance of the system.
The documents/technical manuals shall be provided in both hard copy form and on optical media (CD-
ROM). Electronic documentation shall be compliant with the Computer Aided Logistics Support (CALS)
standards and IETM level-4. The documents shall conform to EED-S-048. The documents shall be supplied
to include the following information:-
(i) Technical & Operating Manual
(ii) User Handbook
(iii) Installation Specifications
(iv) Maintenance, repair and trouble shooting up to second level maintenance
(v) Parts identification
(vi) Test Procedure and Documentation
(vii) Test data and Report
(viii) As fitted drawings reduced size (A3/A4).
(ix) Storage, handling, transportation details
(x) Software Validation
(xi) Technical description/ circuit drawings
(xii) Overhaul and Reconditioning
(xiii) Layout Drawings of PCB and sub units
The IPMS Supplier shall prepare and submit operator's and maintenance manuals for all systems
and equipment offered. The IPMS Supplier shall also include maintenance sections for all systems and
equipment offered. Existing maintenance sections/manuals shall also provide accurate equipment
information and completely describe the systems and equipment supplied. Once the Manuals are ready and
if found necessary, the IPMS Supplier and IN shall jointly decide whether the manual should be split into
two specific manuals, one for operators and one for maintenance in order to facilitate consultation. The
maintenance section of the manual shall include the parts breakdown of the equipment.
9.3.2 Drawings:
The drawing package is to include all drawings, specifications and details sufficient to enable
indigenous manufacture of all critical IPMS modules such as RTU electronic circuit cards. Drawings are to
be delivered in full size reproducible form and as CAD files on electronic media. The following information
is to be included in the engineering drawings and associated lists of the IPMS:
a) Dimensional outline, in metric units, of all major assemblies showing overall and
principal dimensions in sufficient details to establish the limit of space in all directions required
for installation, operation and maintenance.
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b) A table of reference drawings to include drawing number of each major assembly.

c) A block diagram of all major assemblies showing interconnection between these assemblies.
d) Location, type and dimension of cable entrance plates, connectors, etc.
e) Any special instructions for installation, preservation, painting, etc.
f) Heat dissipation
g) Type and size of cables and connectors
h) Core connection details
i) Wiring Diagram
j) Detailed unit interconnection cable run sheets with terminal number details and cable
specification.
k) Earthing & shielding details
9.3.3 Software Documents:
The software documentation that has to be supplied as deliverables and as part of the software
development process and the documentation template and description will be in accordance with
MIL-STD-498, MIL-STD-2167A, and IEEE 12207. The IPMS supplier shall provide the complete source
code of all the applications residing on all the IPMS nodes i.e., RTUs, consoles and LOPs to the Indian
Navy. This is to include detailed descriptions of the software development environment and the tools used
therein. However, for off-the-shelf commercial software (such as Microsoft Windows) source listing can be
ignored. Following source code/software is to be delivered to Indian Navy:-
a) Application codes for MFCs including OBTS, BDCS & EHM (GUI),
b) Control/logic codes residing in RTU's
c) Licensed copy of software environment used for developing above application. (valid for 40
yrs.). Vendor shall provide evidence in the offer that the selling price of the system includes all such
licence fees for a period of 40 years by furnishing documentation from the licensor of the original
software supplier (including all software tools)
9.3.4 Trial Documents:
The trial documents have to be prepared by the vendor and the same has to be approved by
ABS/IHQ before its promulgation. The document will outline the type of tests, test procedures, and the
validation criteria for evaluating the system. The trial documents are as follows (not limited to):-
a) Factory Acceptance Test Schedule
b) Harbour Acceptance Test Schedule
c) Sea Acceptance Test Schedule
9.3.5 Hardware Documents:
Hardware documentation in respect of hardware units like computers, interface units,

data bus, I/O cards modules, control consoles, panels etc. specially designed by the firm must contain
detailed information. The following documentation should be supplied by the firm:-
a) System Description: This document shall describe the system level concepts; inter
connectivity, technical description of interfaces, communication protocols including block
diagrams, test procedures using BITE and first level maintenance procedures.
b) Circuit Diagrams: Detailed circuit diagrams depicting implementation of various schemes
along with signal description to be supplied.
c) Maintenance Manuals: Manuals containing hardware details of all repairable units to
undertake fourth level maintenance should be provided.
d) Technical Specifications: This document shall be described the technical
specifications of the hardware equipment used including details of I/O cards controllers etc.
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e) Installation Specification: This document shall include installation specifications and

drawing of all hardware units.
f) Hardware User Manual: This document shall contain all aspects pertaining to initial
start up of the system, hardware configuration settings and system shut down procedures.
9.3.6 Submission of Binding Drawings & Penalty for Deviation:
a. The firm is required to submit three copies binding drawings/data for various Equipment/items to
ABS, IHQ and GRSE within 4-6 weeks of placement of LOA.
b. The binding drawings should be complete in all respect. The binding drawings should include General
arrangement with overall dimensions, foundation details, weight, shock mount details, mounting hole
dimensions, internal arrangement of various items inside the equipment clearly showing maintainability of
items in the recommended maintenance space, Gland plate & cable entry details, maintenance space,
Rating/Power supply requirement of individual units, cable diagram, recommended cable details, heat
dissipation, cooling arrangement etc. Binding equipment drawing should also consist of:
- Schematic diagram/circuit diagram.
- Bill of material with make, part no, model/type rating & quantity of each component.
- Tally details.
- Terminal details.
c. GRSE shall prepare ship’s related production drawings based on OEM’s drawings after approval by
ABS/IHQ/GRSE, as applicable.
d. Any changes in approved drawings (if recommended subsequently by IHQ/ GRSE/ABS) should be
brought to the notice of GRSE immediately and concurrence/approval of revised drawings is to
be obtained by the OEM from the approving authority as indicated in the SOR/P.O.
e. At a later date if it is found that changes from approved drawings have been made by the firm
without intimating GRSE /equipment delivered not matching with the approved drawings which leads to
re-work by GRSE, penalty will be imposed on the firm. The penalty shall be deducted upto 5% of the
order value to be decided by GRSE.
9.3.7 List of technical documentation/manuals:
Sl Item Material Code Qty for Qty/Ship (for

2092 2093-99)
(i) ‘As Made’ Drawings Paper Print 610502990001 23 Sets 8 Sets
CD 610502990002 20 Sets 13 Sets
(ii) Installation, Operation & Paper Print 610502990003 2 Sets* 1 Set*
Maintenance Manuals including: CD 610502990004 2 Sets* 2 Sets*
- CPL / PIL
- Dimensional drg.
- Foot print
- Schematic drg.
- Maintenance space
- Installation procedure
(iii) GRAQ (On-board Test/ Trial Format) Paper Print 610502990005 2 Sets 2 Sets
CD 610502990006 2 Sets 2 Sets
(iv) HATs / SATs Paper Print 610502990007 15 Sets 6 Sets
CD 610502990008 14 Sets 9 Sets
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(v) Shop Test Report & Inspection Paper Print 610502990009 9 Sets 10 Sets
Certificates CD 610502990010 9 Sets 5 Sets
(vi) Factory Acceptance Trial (FAT) Paper Print 610502990011 15 Sets 6 Sets
CD 610502990012 15 Sets 13 Sets
(vii) Class Authority Test Certificate Paper Print 610502990013 5 Sets 1 Set
CD 610502990014 5 Sets 5 Sets
(viii) Equipment Service Log. Paper Print 610502990015 6 Sets 1 Set
CD 610502990016 6 Sets 5 Sets
(ix) Maintops Paper Print 610502990017 27 Sets 6 Sets
CD 610502990018 14 Sets 13 Sets
(x) Calibration data 610502990019 6 Sets 6 Sets
*One set of original documents will be handed over to Ship Staff and Xerox copies made thereof by
GRSE, will be distributed to various Naval Agencies.
9.4 TRIALS AND COMMISSIONING
Trials and commissioning of complete IPMS shall be carried out onboard by the firm. QAP for HATs/
SATs of IPMS, duly indicating TRIAL FORMAT & the details of activities to be undertaken during HATs/
SATs shall be prepared by the firm and submitted to ABS/IHQ for approval. HATs/ SATs of IPMS shall be
carried out strictly as per above mentioned approved Trial Format. Approved trial documents shall be
forwarded to GRSE.
9.5 SERVICE ENGINEER (Material Code – 100001531)
a) It will be the responsibility of the firm to prove the equipment/system on-board to the
entire satisfaction of ABS/IHQ-MOD (N)/GRSE. Firm will depute Service Engineer(s) for a period of
120 days in four sorties for first ship and 100 days in three sorties per ship for rest of the ships for
installation inspection, STW, HAT, SAT and Commissioning of IPMS with all associated systems. All
necessary commissioning spares, special tools, testing/calibration kits, test instruments etc, as
required during STW/ Commissioning of the system shall be supplied by the firm free of cost.
Additional man days beyond the above period, if required for proving the system on-board which is
attributable to system fault and for rectification of defect shall be rendered by the firm without any
commercial implication.
b) However, the above man days shall not be considered for connection/termination of IPMS
cables. Connection/termination of all interface cables (including IBS interface cables), network
cables (including FO cables) for complete IPMS including all sub systems, sensors, actuators
supplied by various vendors shall be the responsibility of the IPMS supplier. All materials required
for connectorisation shall be supplied by IPMS supplier all necessary tools required for
connectorisation work shall be brought by the firm. Insulation test of cables will be done by yard.
Sensors to be supplied by IPMS vendor shall be calibrated by them onboard and necessary special
test equipment, if required for this purpose will be arranged by IPMS vendor. The job involves:
i) Preparation of gland plate wherever necessary & inserting cables through glands
ii) Checking continuity & offering to inspecting agency for acceptance.
iii) Dressing/securing of the cables
iv) End preparation of the cables
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v) Ferrule marking
vi) Connectorisation/termination
9.6 TRAINING
Training for each ship will be provided as per followings:
a. Operator Training at OEM premises in India - 10 personnel X 02 batches X 5 days

b. On-board training - 10 personnel X 02 batches X 5 days
c. Maintainer training at OEM premises in India - 10 personnel X 01 batch X 10 days
d. System familiarization is to be carried out for 10 personnel during kick off meeting for 02 days.
9.7 SYSTEM DEVELOPMENT AND REVIEWS
Firm shall conduct reviews of the basic design approach covering all aspects of this SOR (i.e.
Software Development, Testing & Integration, Interface Control Document, Layout drawings of all Control
Panels, Displays & MMI and Bridge Layout) and shall provide a detailed description of the items to be
reviewed within one month after LOA. A team from IN & GRSE will review and audit the system design. As
a minimum, the following reviews shall be conducted:-
a) Preliminary Design Review.
b) Detailed Design Reviews.
c) Final Configuration Audit immediately after completion FAT.
9.8 SOFTWARE DEVELOPMENT ENVIRONMENT
The vendor shall supply software development environment that comprises automated tools,
firmware devices, and hardware necessary to perform the engineering effort. The automated tools may
include but are not limited to compilers, assemblers, linkers, loaders, operating system, debuggers,
simulators/stimulators, test tools, documentation tools, and database management system. The Software
Development Environment will be utilized by the IN for modification, addition, or deletion of the graphical
user interface, change in the program logic of the RTU software, and parameterization of the I/O related
database, threshold, time lags, and constants.
10. QUALITY ASSURANCE PROGRAMME
The detail design, material and workmanship shall be in accordance with the best world-wide
recognized marine practices, to ensure reliability, durability and ease of maintenance which comply with
the ship’s requirements. The design shall be such that weight and size are reduced to the minimum
practicable, ensuring no compromise in reliability or significant design criteria.
The IPMS supplier shall document, implement and maintain a quality assurance programme that
conforms to the requirement of ISO-9000 series. The IPMS supplier shall submit a quality management
plan tailored to meet the project requirements and the system and equipment offered. All material, data,
supplies and services under the contract, whether manufactured or performed in the supplier’s plant or at
any other source, shall be covered by the plan. The plan shall identify quality hold points along with
references to detailed instructions for each point. Details of test equipment, test methods, preliminary
qualification tests, etc., are to be indicated in the QAP .The QAP shall be promulgated only after it has
been approved by the ABS/Indian Navy. The equipment shall be dispatched to GRSE only after the
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same has been inspected and approved by ABS/Indian Navy QA rep. Any observation notified by the QA
rep will have to be resolved before equipment is shipped to GRSE by the IPMS supplier.
11. INSPECTION & TESTING
11.1 Inspection:
a) Inspection & testing shall be done jointly by ABS/IHQ-MOD (N).

b) On-board Inspection shall be carried out by ABS/WOT (K).
c) Receipt inspection shall be carried out by WOT (K)/GRSE (RIC).
11.2 FATs:
Each ship set of equipment shall undergo a Factory Acceptance Trial. The purpose of factory
acceptance trials is to ensure that all equipments delivered are fully functional and any fault has been
eliminated prior to installation. The firm shall prepare and submit a Factory Acceptance Trial (FAT) plan.
The plan should state how the firm would demonstrate that the delivered system will meet the required
functional and performance requirements. Firm shall arrange approval of the trial documents from
ABS/IHQ. Trials shall be conducted at OEM’s premises as per the approved document and shall be
witnessed by representatives from ABS, Indian Navy and GRSE. The factory acceptance trials procedure
shall mainly comprise of:
a) Functional tests
b) Verification of design, especially firmware and software
c) Test equipment used, calibration requirements
d) Pass /Fail criteria
e) Expected duration and time phasing
f) Validation of interface protocols
12. SECURITY
The information about the ship and the requirements mentioned in the SOR are not to be
communicated to any third party without prior approval of GRSE/IHQ MoD (Navy)
13. PRODUCT SUPPORT
Supplier should confirm product support for 15 years from the commissioning of the last ship of the
project. Essential infrastructure established ashore must be such that it can sustain the system for 15 years
from the time of commissioning of the last ship.
14. UPGRADES AND OBSOLESCENCE
All upgrades and modifications in the hardware and software of the equipment/system shall be
communicated to IHQ MoD (Navy)/ GRSE for the complete support life of 15 years. Obsolescence of sub-
system, components, parts and assemblies need to be communicated to IHQ MoD (Navy)/ GRSE well in
advance with recommended remedial action. The obsolescence plan will come into effect from the 15th
year of commissioning of the first ship and is to be completed by the end of 20 years. During this period
product support for the original equipment is to be provided by the OEM.
15. RESPONSIBILITY
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Firm shall confirm that all the deliverables listed in the offer/supplied is complete and sufficient for
satisfactory performance of the equipment/ system. The Firm shall ensure complete responsibility of
satisfactory performance of the equipment/ system on board. Additional items if required for proving the
system/equipment on board shall be supplied by the firm without any commercial implication.
16 PRESERVATION
All equipment will be given treatment for preservation valid for maximum 24 months from date of
conclusion of shop test. This preservation shall be valid for storing the equipment in dry store / well
ventilated store and as well as on board the ship during installation. Subsequent preservation at GRSE shall
be carried out by OEM if necessary. The equipment manufacturer’s rep shall carry out de-preservation
before STW.
17. The firm shall provide a complete list of deliverables/complete packing list indicating all units, sub
units, cables, installation materials, OB spares, documentation etc (as are being delivered) at least one
month prior to delivery to enable GRSE to include the same in the P.O. with proper material codes.
Material without GRSE material code shall not be acceptable.
18. Other points as discussed in the TNC on 27-28 Nov 2013, which are not specifically indicated
above re also applicable.
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Annexure - A
FUNCTIONAL REQUIREMENTS OF
PROPULSION CONTROL SYSTEM
1. PROPULSION CONTROL SYSTEM (PCS)
1.1 Specifications of Propulsion Machinery Module
1.1.1 The ship's main propulsion consists of two shaft sets of machinery each comprising of:
a) One diesel engine
b) One Reverse Reduction gear box with In- Built Clutch
c) Main shafting.
d) One Fixed Pitch Propeller
1.2 Propulsion Arrangement
1.2.1 Each shaft shall be fitted with a diesel engine, a Reverse Reduction gear box with In- Built Clutch
driving its respective shafting with FP Propellers. The gear boxes shall be connected through flexible
couplings to the main engines. The Main Diesels shall be located in the MER along with the
reduction gearboxes and clutch assembly. Both shaft lines are of same length.
1.3 Remote Control of Propulsion Plant
1.3.1 The IPMS shall provide the automatic and semi-automatic mode of operation of the propulsion
plant. The propulsion plant of the ship shall comprise two shafts, each shaft having one fixed pitch
propeller (FPP), one reduction gearbox and one medium-speed diesel engine.
1.3.2 The diesel engine supplier shall provide the diesel engine local control panel for the local
start/stop & local manual speed control of the engine. Local controls for the Gear Box shall be provided
by the Gear Box supplier. These machinery items will interface to the IPMS via a hardwired / serial
link interface between the machinery local panels and the IPMS Remote Terminal Units.
1.3.3 The Yard shall ensure that the machinery vendors are contractually obliged to provide all
information required by the IPMS supplier for the purposes of monitoring & control, for the
simulation of machinery performance as required for the On-Board Team Training System (OBTS)
functionality and for the Equipment Health Monitoring (EHM) functionality of the IPMS.
1.3.4 The IPMS shall provide “single lever control” functionality i.e., both shafts shall be able to
controlled from one lever (if required); alternatively, the control lever functionality shall be provided
such that both shafts are operated together with the same command being issued to both shafts. The
two levers shall be able to be electronically linked. Control levers of both shafts shall be mechanically
linked. Control lever units shall be provided in the Bridge ‘IPMS Hard Wired Control Panel’ and MCR. IPMS
shall have the provision to use a dedicated link in addition to the IPMS network to communicate
with the Control lever command for reliability.
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1.3.5 The IPMS shall provide two operating modes for propulsion control as follows:
a) Automatic mode: In this mode, coordination and control of individual elements of the
propulsion plant including main engines, gearboxes, and the fixed pitch propeller shall be
achieved automatically. The operator input of overall ship speed /engine rpm/control level
position demand at any of the multifunction consoles operating in Propulsion Mode shall
result in the IPMS generating the appropriate engine speed and controlling the propulsion
machinery accordingly. The operator commands shall be communicated from the consoles to the
Remote Terminal Units using the dual redundant Gigabit Ethernet/ATM fibre optic databus.
b) Semi-automatic mode: In this mode, the operator at any of the multifunction

consoles operating in Propulsion Mode shall be able to control the speed of the main engine
1.3.6 As in the Automatic Mode, the operator commands in the Semi-automatic Mode shall be
communicated from the consoles to the Remote Terminal Units using the dual redundant databus.
1.3.7 The Propulsion Control Console (PCC) in the MCR shall be the primary position for control of the
ship’s propulsion plant. However, due to the multifunction consoles of the IPMS, any of the consoles and
intelligent local operating panels of the IPMS shall be able to assume Propulsion Mode and provide
the same remote control functionality for propulsion.
1.3.8 The use of hardwired instrumentation in remote locations (such as the MCR and Bridge) for
propulsion control shall be minimized. However, as a minimum, emergency stop function for the main
engines shall be hardwired from the PCC and the Bridge console.
1.3.9 The propulsion control function shall also be able to perform the following:
a) Data acquisition and control from/to the RTU
b) Control of propulsion plant actuators
c) Control of software mimic pages which displays all indications from the propulsion system
d) Data transfer to other control system components
e) Definition of operating mode (auto, semi-auto)
f) Built-in test diagnostic display
g) Propulsion selection
h) Propulsion mode selection
j) Definition of station-in-control
k) Selection of control over a single shaft
l) Selection of silent run mode (if applicable)
m) Main engine speed changes through inputs to software mimic pages
n) Indication of main engine status while in local control
o) Indication of clutch status while in local control
1.3.10 For semiautomatic mode, no dedicated panels will be used.
1.4 Propulsion Control Module functions
1.4.1 The Propulsion Control module of the IPMS is required to carry out the following main
functions:-
a) Control of entire propulsion system or its segments from various control positions from
MCR/SCC, (including Bridge or even POUs depending upon the need through multifunctional
consoles). Primary Master Control of the IPMS would be from MCR / SCC at all times.
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Simultaneous control from other locations shall not be possible whilst the control is from MCR /
SCC. However, it shall be possible to enable control from other locations by the MCR / SCC, only
on a “request” basis from those locations and authorisation would be provided by shifting controls
from MCR / SCC to the location concerned. However, taking over controls by the MCR / SCC at
any instant in time, from any other location would be as desired by the MCR without having to
“request” the location exercising control at that instant in time.
b) Main DE starting, stopping, operation and shutdown incorporating protections and
interlocks.
c) Speed control of Propulsion engine
d) Monitor Reduction gear exploitation.
e) Clutch operation.
f) Display of SRPM & Shaft torque
g) Fuel consumption and endurance calculations continuously and over a given time period. 02 no
flow meter at supply & return line of each engine i.e.04 no/ ship having provision of totalizing will
be supplied by IPMS supplier for this purpose. Flow meter should meet following requirement:
i) Flow measurement range from 200 Ltrs/hr to 1500 Ltrs/hr
ii) Inlet/ outlet Flange dimension – ND 20
h) Control of critical propulsion auxiliaries.

i) Telegraphs system
j) Incorporation of M a in DE acceleration and deceleration rate limits with an option
of manual override
k) Surveillance/Warning of all-important parameters of complete main propulsion package.
l) Main DE, Gear Box, shafting and its auxiliaries vibration monitoring.
m) Starting of Main Engine and Gear auxiliaries like MD pumps etc.
n) Reduction gear & shafting status, bearing temperature, oil pr.
o) System should also facilitate post failure review to detect exact reason of failure.
1.4.2 The Indications, alarm, interlock, protection to be catered for during design is as follows:
a) General features (for each shaft line)
i) Start/ stop/Safety stop

ii) Alarm test
iii) Acknowledgement
iv) Horn off push button
v) Engine telegraph
vi) Selector switch MCR/Wheel house.
vii) Control lever
viii) Lamp test push button
ix) Power supply failure – 24 V DC and 230 V AC
x) Control transfer possible
xi) Safety system power supply failure
xii) Emergency control of engine speed using push button
b) Main Engine display
i) Individual exhaust temperature

ii) Exhaust temperature “A” bank
iii) Exhaust temperature “B” bank
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iv) ME inlet LO Pressure

v) ME inlet coolant Pressure
vi) ME inlet SW Pressure - after sea water pump
vii) ME inlet fuel Pressure – After Fuel filter
viii) Starting air pressure
ix) Main engine speed
x) ME fuel rack (Fuel injection quantity)
xi) Exhaust turbo charger 1 speed
xii) Exhaust turbo charger 2 speed
xiii) ME charge air pressure
xiv)ME inlet Lubricating oil temperature
xv) ME outlet Coolant temperature
xvi)Exhaust Turbocharger 1 Cut in
xvii) Exhaust Turbocharger 2 Cut in
xviii) LOP ready for operation
xix)Lub oil priming pump running
xx) Clutch ahead/ astern
xxi)Engine running/ stop/ emergency stop
xxii) Engine “Ready to Start” (engine software to check all interlocks and alarms and
ready lamp to light up)
c) Main Engine Alarm
i) Low Fuel oil pressure

ii) Low lub oil pressure
iii) Low Low lub oil pressure (very low)
iv) High fuel leakage (01 per engine)
v) Low starting air pressure
vi) ME FW (coolant) temperature high
vii) Low coolant level
viii) Local control failure – ECU failure
ix) Starting failure
x) Priming pump fail
xi) Clutch-De-clutch fault (engage error - disengage error)
xii) Engine stop
xiii) Safety over ride activated
xiv) Engine over speed
xv) Engine emergency stop
xvi) RG Safety stop – low oil pressure
xvii) Reset safety stop – alarm acknowledge
d) Main Engine Trip
i) Low Engine LO Pressure

ii) Low Gear Box LO pressure ( to be provided by Gear Box OEM)
iii) High FW temperature
iv) High LO temperature (slow down as per class requirement)
v) Engine over speed
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e) Engine Interlock
(i) When shaft turning gear is engaged –( to be provided by Gear Box OEM)
(ii) Remotely when the engine is under local control.
(iii) When LO priming pump is not running.
(iv) If any safety device has operated, it has to be reset first before restart.
(v) Low Coolant level.
(vi) Low LO level in sump
(vii) Exhaust flap closed
(viii) Safety stop reset not done
(ix) Gear Box engaged/ dis-engaged (to be provided by Gear Box OEM)
(x) Shaft brake engaged (to be provided by Stern Gear OEM)
(xi) Shaft lock engaged (to be provided by Stern Gear OEM)
(xii) Engine baring gear engaged
(one combined input for interlock for shaft turning gear/ shaft lock/ shaft brake engaged)
f) Main Gear Box Display
i) Output shaft speed indictor

ii) Clutch engaged/ disengaged
iii) Differential pressure across Lub oil filter
iv) Lub oil pressure for gear driven pump
v) Lub oil pressure for MD Stand by pump
vi) Lub oil temperature after cooler
g) Main Gear Box Alarm
i) Low Clutch oil pressure

ii) Lub Oil filter clogged (differential pressure high)
iii) Low lub oil pressure of gear driven pump
iv) Low lub oil pressure of MD stand by pump
v) High LO temperature
vi) High thrust bearing temperature
h) Shafting inputs for IPMS
i) Torque data
ii) Shaft RPM
iii) Shaft power
iv) Stern tube lub oil temperature with alarm
1.4.3 The designed system should be capable of control & monitoring over the complete
operating range keeping the limitations of individual machinery elements in mind and doing so in an
unambiguous and efficient manner. A real-time simulation and dynamic analysis study shall be
required to be carried out to predict the transient performance of the system under a wide variety of
conditions and to form the basis for Factory Acceptance Trials of the deliverable IPMS.
1.5 Control Philosophy
a) The system shall also include a hardwired Propeller Order Telegraph to communicate
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propulsion orders from Bridge, OPS Room and other location (as specified during the TNC) to
slaves / repeaters (as per SIC) located on the MCR console. EOT and control lever for demand
should be separate
b) In accordance with well-accepted Station-in-Control approaches, the hard wired station that is
closer to the machinery shall have the higher priority in demanding and taking control from the
station that is further away from the machinery, but for other controls, operator with higher
privileges will have higher priority. The more remote station shall obtain control by requesting the
same from the station closer to the machinery. Only the Station-in-Control (SIC) position should
have the ability to send control commands to the propulsion plant. However, all stations shall be
able to access all monitoring information at all times subject to appropriate operator privileges
through proper authentication by the operator (through password or other means). At any time,
the operator with the higher privilege shall be able to take the station in control with proper
authentication.
c) All monitoring functions shall always be available at all consoles. However, to perform any ship
machinery control functions or to modify any IPMS configuration settings, an operator must have
logged in and must have the privilege to carry out these actions. The operator login function shall
allow the operator to log in at the beginning of a watch. When an operator logs in, the privileges
allowed for that operator are enabled. This function shall require the operator to enter his
alphanumeric user ID and password. Login of operators shall be required to ensure that operators
can take actions as authorised through privileges assigned to them. All ship machinery control
shall require Station-In-Control (SIC) of the related control group.
d) The monitoring for all input signals shall be available at all consoles but the control of output
signals shall be available only at the station that is selected as Station In Control for a particular
ship system. The following station in control groups will be implemented:
- Order
- Propulsion
- Auxiliaries
- Damage
- DC Plot
e) The transfer of control functions between HMI stations is constrained by the following:
(i) An operator must have the SIC privilege in order to become SIC of a group.
(ii) The 'TAKE' function (take from other operators) shall only be allowed to privileged
operators (e.g. must be configured in the user configuration database for that particular
operator).
(iii) If an HMI station where the SIC group is assumed goes down (for whatever reason)
the SIC group currently under the control of that HMI station shall be freed.
(iv) When no HMI station is SIC of a group (for the reason mentioned above), the ability
to take SIC of that free group shall be available to any logged in operators with that
particular SIC group privilege (e.g.: does not require the operator to have the 'TAKE'
privilege).
(v) An operator with SIC privilege of a group can 'REQUEST' the current operator of that
SIC to transfer the SIC group to him. This 'REQUEST' can always be cancelled I)y the
issuer of the request. If the "REQUEST' is not acknowledged nor rejected, then after 20
seconds the IPMS will automatically cancel the request.
(vi) The operator that receives a REQUEST for SIC shall always have the choice of
accepting or refusing the SIC transfer.
(vii) Any change in station in control that affects the operation (functionality) of a console
shall be notified to the user by audio and visual cues.
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Annexure - B
AUTOMATED POWER MANAGEMENT SYSTEM
1. AUTOMATED POWER MANAGEMENT SYSTEM (APMS)
1.1 Primary Power System
1.1.1 Automated Power Management System (APMS) on LCU ships involve a variety of configurations
and necessitate extensive monitoring and control functions. They must also achieve a particularly high
level of availability, reliability and ease of servicing. The ship would have 415 V, three phases, 50 Hz,
star connected ungrounded power system. Three diesel alternators (DAs) will be installed on-board.
The APMS shall be designed to control & monitor 3 nos. DAs and 1 no Main switch board on board
through the power management system modules and shall be integrated with the IPMS. Single Line
Diagram of main switch board is placed at Annexure – I
1.1.2 The system manages to prevent blackouts, optimize Generator loading by disconnecting non
essential loads & remote start/stop of Generators. The system is capable of carrying out following
functions:
a) Automatic start/stop of DG sets
b) Synchronisation of DG sets across Supply breakers, Interconnector breakers and Bus linking
breakers in any bus configuration during APMS and manual mode of Switchboard operation.
c) Load depending start & stop.
d) Safety start/stop
e) Load sharing
f) Selection of DG priority
g) Tripping of non essential loads
h) DG protection
i) Black out Management
(For Black out management from APMS, IPMS manufacturer to ensure from switchboard & DG
manufacturer for requisite signals for blackout management)
1.2 Electrical Load

1.2.1 The electrical load chart will be provided during detailed design. The approximate load under
various conditions would be as follows:
a) Action load : 196 kW
b) Cruising load: 302 kW
c) Harbour day load: 232 kW
d) Harbour (Entering/Leaving) load: 373 kW
1.3 Main Generators
1.3.1 The ship would have 1x 350 kW and 2x 250 diesel generators (DG) and one main switchboard.
During normal cruising, harbour day load & harbour load (entering/leaving) normally one no. 350 KW DG
set would run in isolation. During cruising with troops 2 nos. 250 KW DG sets would run in parallel. All
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Generators would be connected to main switchboard through a ring main system.
1.4 Power Management Functions
1.4.1 It should be possible to operate the system for power management in various modes as follows:-
a) Auto Mode: In the auto mode of operation, the system would carry out all functions
automatically, without human intervention. There would be a provision to nominate the standby
generator only from the control console of APMS in the Machinery Control Room (MCR), which
would be started automatically by the system in case of a load requirement which cannot be met
by the running generator. Similarly when 2 nos Generators are running in parallel & if the load
on a generator is less than 25% for a specified duration, the generator will be off-loaded by
transferring load to the remaining running generator and the generator would be stopped
manually. Moreover, if the generator parameters of a particular Generator during running exceed
the set warning limit, the standby DA would be started automatically and load transferred
after synchronisation and paralleling. The DA with abnormal running parameter would thereafter
be offloaded and stopped.
b) Assisted Mode: In case of assisted mode, all actions are required to be carried out by the
operator from a Control Console based on the suggested course of action recommended by the
system. However, it would be left to the operator to take the best course of action. The operator
would also be in a position to initiate any action without being prompted by the system. This
mode would also be the default mode of the system.
c) Manual Mode: The manual mode of operation would be resorted to when there is a failure of
Automation system. In such case it should be possible to exercise total control over the
generators from the local panels and also over the distribution system from the switchboard.
Before starting in manual mode, complete equipment starting check list must be
verified by operator before pressing start button.
d) Training Mode: In this mode the system would simulate by various conditions through an
onboard Training Software (OBTS) mainly for the purpose of training operators and maintainers.
This mode should work in conjunction with the other modes so that the normal mode of operation
is not disturbed. The training mode for APMS shall provide complete replica of APMS and
Switchboard mimics. Further, the activation of training mode on any of the MFCs shall be operator
selectable.
1.5 Power Management System features:
A detailed APMS control philosophy will be promulgated by IHQ MOD(N) for complete control,
monitoring and power distribution management required for APMS in automatic and assisted mode of
operation prior to the preliminary design review.
1.5.1 Auto start/stop of DG sets would be possible from the APMS Console once the DAs have been
placed in standby state. In case of assisted mode, the system would alert the operator at the
MCR console to place the DA in stand by state and thereby start the nominated standby generator after
carrying out all safety checks, when there is a load requirement, which cannot be met by the
running generator. The system should check fulfillment of initial conditions and indicate system readiness
for start to the MCR watch-keeper. The following conditions are to be checked by the system (as part of
starting interlock):-
a) When turning gear is engaged.
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b) Remotely when the engine is under local control.

c) When LO priming pump is not running
d) Breaker off
e) Safety stop reset not done
f) Non Return flap in closed condition
1.5.2 Automatic Synchronisation of Generators: The system should carry out automatic
synchronization of generators indicated by the operator before paralleling. The system would have control
over the governor as well as the AVR in order to adjust the frequency and voltage with that of the
running machine. Once the generators are synchronised, the system would give a suitable
indication of such status and prompt the operator for closure of the supply breaker in case the system is
in assisted mode. If the system is in Auto mode then the system would automatically parallel the
generators and effect the load transfer. Provision of paralleling/synchronisation of generators through all
supply breakers, bus couplers and inter-connector breakers in all configurations are to be provided
through APMS and also in manual mode. The supply breakers of incoming generator during
synchronization of two generators should be closed by APMS in assisted mode also once synchronization
command has been initiated by the operator.
1.5.3 Active Load Sharing: The system should ensure proportionate load sharing by the running
generators when in continuous parallel mode operation.
1.5.4 Adding ON/OFF Loading of DG's: To maintain DG load between 25% to 85%. The system,
during Auto and Assisted mode of operation, should ensure loading DG’s between 85% and 25%. In case
the load exceeds 85% of the rated value for a specific duration, then the system would automatically
start the standby generator (nominated from the console in MCR) if in Auto mode and take it on load
after synchronising with the running generators. In case of assisted mode, the system should
initiate audio and visual alarms so that the operator can take necessary action to start a new
generator. In case the load falls below 25% of the rated capacity for a specified duration (to be finalized
during system design reviews), the system if in Auto mode, would transfer the load of under loaded
generator to the running generator and ‘open’ the supply breaker of outgoing DG set. However,
stopping of prime mover is to be done by DA watch keeper/IPMS. Also facility of Trip Inhibit selection
shall be available from the APMS HMI such that off loading of Generator is not activated in case load falls
below 25 %. If in Assisted mode, the system would give necessary audio/visual alarms to alert the
operator to off load and shut down the under loaded generator. The operator instead of shutting down
the generator may try to adjust the load by transferring loads between the running generators. However,
if the generators are running in parallel, the APMS should ensure proportionate active/reactive load
sharing by DG sets depending upon their designed rating.
1.5.5 Automatic Load Shedding: In case of failure of one of the running generators leading to
overloading of the running generators or the load exceeds the on line generator capacity for a
specific duration and no standby generator is nominated, the system in Auto mode would resort to
automatic load shedding as per a predefined criteria (which could be modified by the system
manager through suitable passwords). Adequate audio/visual warning would be given prior to
effecting load shedding, wherever the parameters do not exceed the critical limits set in the
system. In case the system in assisted mode, a suitable warning will be given and the system would
recommend the loads to be shed. The load priority should be a programmable function so that each
consumer can be assigned right priority depending on the mission requirements. The preferential load
shedding will be carried out by APMS in auto mode in three stages depending upon the percentage
overload on the running generator. The list of three stage preferential trip equipment and associated
percentage overloading of DG set would be finalized during ‘system design review’ stages.
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1.5.6 Maximum Load Setting For Generators: The software should permit change in maximum
load limit for the individual generator in case the material state of any DG set necessitates it (down
grading the DG sets etc).
1.5.7 Automatic Configuration as per Selected Regime: The system would assume a certain
generator configuration and load distribution pattern when the operator from the control console
selects a particular regime. The configuration for these regimes would be pre programmed into the
system and provision to change the configuration would also be provided. Various operating
configuration/regimes of switchboard sections to be formed automatically by APMS will be finalized during
‘system design review’ stages.
1.5.8 Central Control and Switching: The system should permit switching on /off any of the
breakers of the main switchboard from the control consoles. It should also permit remote switching
ON/OFF of generators from the consoles provided in the MCR.
1.5.9 Extensive audio/visual Failure Alarms and Indications: Alarm shall also be provided on
APMS HMI in case of SWBD low insulation.
1.5.10 DG Operating Parameters Logging
1.5.11 Automatic Generation Control (AGC): To monitor voltage, frequency, load sharing, total
load, and other running parameters of the prime mover and generators.
1.5.12 Generator Parameter Monitoring: Following parameters of the generator are to be monitored
for safe operation of PGD as a system:-
a) Over current protection.
b) Short circuit protection.
c) Reverse power protection.
d) Over voltage protection.
e) Single phasing protection.
f) Low frequency protection.
g) High frequency protection.
h) Stators winding protection for high temperature.
i) Low insulation protection.
1.5.12.1: Following parameters of Main switchboard would be transferred on RS 485 MODBUS to APMS:
i) Monitoring of three phase power supply & indication for single phasing in APMS.
1.5.12.2: Following parameters of Main switchboard would be transferred on RS 485 MODBUS to APMS:
i) Earth fault monitoring & indication
ii) Under voltage protection
Note: In addition, the integrated protection system should incorporate prime mover protection by
ensuring that the critical parameters such as lub oil temperature and pressure, cooling water
temperature & pressure, over speed etc., remain within the pre-set safe limits. In case any of the
parameters exceed the set limits, the system should initiate an automatic shut down of the generator
1.5.13 Monitor the PGD Configuration: The APMS shall monitor and clearly indicate the following
configuration information:-
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a) Switchboard Configuration: APMS shall monitor the interconnect circuit breakers between
switchboard and will clearly indicate the switchboard configuration
b) Diesel Alternator States: APMS shall monitor the DA state and its circuit breake position
and indicate all steady as well as transition states of the Das.
c) Supply Source: Based on the DAs on-line and the Shore CB position, APMS shall
indicate the Source (DAs or shore) that are supplying power to the ship, number of DAs
online for each switchboard and number of DAs online for the system.
d) Consumer List: A summary of all the consumers connected to the system shall be
maintained, and shall be displayed to the operator on request. This list will be used for
reconnecting the consumers after load shedding.
1.5.14 Breaker Control: This function shall provide for the Opening, Closing and Synchronization
of Circuit Breakers. The control sequences can be initiated by operator command or by the automatic
sequencing algorithm of the APMS. The commands shall apply to all the DA breakers & bus couplers.
The progress of each command shall be monitored and operator shall be informed if the sequence
fails with appropriate details to allow the operator to investigate the reason of failure.
1.5.15 Automatic Recovery from Load Shedding: In order to recover from load shedding condition
APMS shall take following actions:-
a) Starting of Standby DA: As part of load shedding APMS shall ensure that a standby
generator is also brought online to meet the additional power demand.
b) Reconnection of consumer once power is restored: The APMS shall monitor the
available capacity after load shedding and once enough capacity is available it will start connecting
the consumers that were disconnected as a result of load shedding. The consumers shall be
connected in groups (based on their importance) to ensure that the system will not be overloaded
again. This would be valid for only those consumers which have the facility of remote
switching. A probable list of such consumers will be drawn during detailed technical discussions.
1.5.16 Blackout Recovery: On detecting the ‘Dead Bus’ situation APMS shall take following actions:
a) Start one DA on each SWBD.
b) Once DA start operation is complete evaluate the system configuration and re-establish the
configuration in effect before black out.
c) If the configuration cannot be established then provide a suitable prompt to the operator.
d) During the blackout recovery the operator must be kept informed of each step of the
recovery sequence.
(For Black out recovery, IPMS manufacturer to ensure from switchboard & DG manufacturer for
requisite signals for blackout management)
1.5.17 Change over from manual to remote (APMS) control of Switchboard: A remote/Local
switch should be provided on each switchboard panel for respective generator control through ‘APMS’ or
‘Manual Mode’. Detailed handshake procedure for transfer of control from local to remote will be finalized
during system design reviews.
1.5.18 Mimic Pages: The system shall represent the entire network on MFCs using hierarchical mimic
diagrams. The mimic pages would be finalized during design review with the OEM.
1.6 Direct Connection of Important Consumers from the Switchboard

1.6.1 Heavy consumers would be fed directly from main switchboards. The generator supply breakers,
section breakers, feeder breakers would have remote operation facility from control console, and
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manual operation from main switchboard

1.7 Online help
1.7.1 The APMS will have hyper-text help function that provide information in the multi function
consoles for operation and maintenance functions. The maintenance help menu for operation will provide
information related to the sequence of actions that the operator has to initiate for executing a
functions. The help menu for maintenance will provide all information related to preventive maintenance
schedules, description of the errors reported by BITE and the corrective maintenance schedules. The data
could be fed by the operator at the time of the commissioning of the system and should be editable on as
required basis thereafter. Editing should however be password protected
1.8 Log Books

1.8.1 The system will provide a function that will enable printing of the log book in a pre-defined format
by collecting the required data of the PGD system. The periodicity of the printing the log books
will be determined by the Station-in- Command.
1.9 Data Archiving
1.9.1 The APMS data (measurements, commands, alarms, parameters) have to be stored in the hard
disk. The variables selected from the database will be recorded at every status change and are
preserved for a number of days will be defined by the Station-in-Command. Facility to log data for all
analog, digital and derived signals at the sampling rate of the signals by the system needs to be provided
for a minimum period of 30 days, after which this data shall be archived on to APMS removable data.
1.10 Basic essential integration for damage control
1.10.1 Basic essential integration for damage control should be seamlessly interfaced with the BDCS to
cater for power demands during the damage control operation wherein requirements of additional
electrical demands may need to be met on priority.
1.10.2 I/O Signals for Supply Breakers in Switchboards: The interfacing between the 03 Supply
Breakers in the main Switchboard and the APMS is tabulated below:-
Sl List of Functionality I/O Signals Source Type of Sensor

Signal of Signal
AI AO DI DO
1 DA Freq rise Synchronization - - - 3 APMS Terminal to be provided in the
SWBD to receive/ transmit signal
of 24V, 1A, Pulsed type. Each
signal from IPMS would have
24v(+) &(-)
2 DA freq low Synchronization - - - 3 APMS Terminal to be provided in the
SWBD to receive/transmit signal
24v(+) &(-)
3 DA Supply Monitoring and 3 - - - SWBD 4-20 mA from Transducer
Voltage (R calculating load mounted on Swbd. for phase-
phase) phase voltage R-Y
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4 DA Supply Monitoring and 3 - - - SWBD 4-20mA from Transducer mounted

Voltage (Y calculating load on Swbd for phase-phase voltage
phase) Y-B.
5 DA Supply Monitoring and 3 - - - SWBD 4-20mA from Transducer mounted
Voltage (B calculating load on Swbd for phase-phase voltage
phase) B-R.
6 DA current Monitoring and 3 - - - SWBD 4-20mA from Transducer mounted

(R phase) calculating load on Swbd
7 DA current Monitoring and 3 - - - SWBD 4-20mA from Transducer mounted

(Y phase) calculating load on Swbd.
8 DA current Monitoring and 3 - - - SWBD 4-20mA from Transducer

(B phase) calculating load mounted on Swbd.
9 DA Supply Monitoring and 3 - - - SWBD 4-20mA from Transducer
Frequency synchronizing mounted on Swbd.
10 DA Power Monitoring and 3 - - - SWBD 4-20mA from Transducer

Factor calculating load mounted on Swbd.
11 DA start Remote start of - - - 3 APMS Terminal to be provided in the

DA SWBD to receive/ transmit signal
24v(+) &(-)
12 DA Stop Remote stop of - - - 3 APMS Terminal to be provided in the
DA. SWBD to receive / transmit signal
24v(+) &(-)
13 DA Remote stop of - - - 3 APMS Terminal to be provided in the

emergency DA. SWBD to receive / transmit signal
stop of 24V, 1A, Pulsed type. Each
24v(+) &(-).
14 Breaker Remote - - - 3 APMS Suitable arrangement to be
Open operation of the provided to have potential free
Command breaker contact in the SWBD to receive
signal of 24V, 1A, Pulsed type.
Each signal from IPMS would
have 24v(+) &(-).
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15 Breaker Remote - - - 3 APMS Suitable arrangement to be

Close operation of the provided to have potential free
Command breaker contact in the SWBD to receive
signal of 24V, 1A, Pulsed type.
Each signal from IPMS would
have 24v(+) &(-).
16 Breaker Monitoring - - 3 - SWBD A potential free contact to be
Open status breaker status provided in the SWBD for APMS.
17 Breaker Monitoring - - 3 - SWBD A potential free contact to be

Close status Breaker status provided in the SWBD for APMS.
18 Breaker Trip Monitoring - - 3 - SWBD A potential free contact to be

Status Breaker status provided in the
SWBD for APMS.
19 Breaker trip Monitoring the - - - - SWBD Through RS485 Modbus Serial
protection cause for which Communication from Generator
the breaker has protection relay
been tripped by
the relay.
20 Breaker Monitoring and 3 - - - SWBD 4-20mA from Transducer
phase angle synchronising mounted on switchboard
21 AVR Remote control - - - 3 APMS Terminal to be provided in the

Increment of AVR by APMS SWBD to receive/transmit signal
Operator. of 24V, 1A, Pulsed type. Each
24v(+) &(-).
22 AVR Remote control - - - 3 APMS Terminal to be provided in the

Decrement of AVR by APMS SWBD to receive/ transmit signal
Operator. of 24V, 1A, Pulsed type. Each
24v(+) &(-).
23 Insulation Monitoring the SWBD A potential free contact for

Monitor insulation Insulation Fault will be provided in
parameter parameter in the SWBD for APMS.
APMS HMI
24 Rotating Diode failure SWBD Potential free contacts for rotating

diode of DG indication diode failure indication will be
status provided in the switchboard for
APMS.
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1.10.3 The Supply Breakers are to be provided with protection relay that will provide the
requisite protection. A local/ remote switch will be provided on the SWBD for remote operation of
the breakers, frequency/voltage control for synchronisation and load management by the APMS or for
local operation through the Switchboard. Suitable arrangement will be provided in the switchboard for
remote operation of breakers.. Necessary signal for measurement of voltage, current, power factor &
other parameters at APMS would be provided from Generator parallel & protection relay.
1.10.4 I/O Signals for Bus Coupler & Interconnector Breakers in Main Switchboards: The
interfacing between the 03 Bus coupler Breakers in the Switchboard and the APMS is tabulated below:
Sl List of Functionality of I/O Signals Source Sensor

Signal Signal
AI AO DI DO
1 Breaker Remote operation - - - Rema
3 APMS Suitable
Open of the breaker arrangement to be
Command provided to have
potential free
contact in the
SWBD to receive
signal of 24V, 1A,
Pulsed type. Each
signal from IPMS
would have 24v(+)
&(-).
2 Breaker Remote operation - - - 2 APMS Suitable

Close of the breaker arrangement to be
Command provided to have
potential free
contact in the
SWBD to receive
signal of 24V, 1A,
Pulsed type. Each
signal from IPMS
would have 24v(+)
&(-).
3 Breaker Monitoring - - 2 - SWBD A potential free

Open status breaker status contact to be
provided in the
SWBD for APMS.
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4 Breaker Monitoring - - 3 - SWBD A potential free

Close status Breaker status contact to be
provided in the
SWBD for APMS.
5 Breaker Trip Monitoring - - 3 - SWBD A potential free

Status Breaker status contact to be
provided in the
SWBD for APMS.
6 Breaker Monitoring and 3 - - - SWBD From 4-20mA from

phase angle synchronising Transducer
mounted on
switchboard.
1.10.5 I/O Signals for Shore Supply Breakers in Main Switchboards: The interfacing between
the 02 Shore Supply Breakers in the Switchboard and the APMS is tabulated below:
S List of Functionality of I/O Signals Source Sensor

No Signal Signal AI AO DI DO
1 Shore Supply Monitoring 2 - - - SWBD 4-20mA from Transducer

Voltage mounted in swbd. for
(R phase) phase-phase voltage R-Y
2 Shore Supply Monitoring and 2 - - - SWBD 4-20mA from Transducer

Voltage calculating load mounted in Swbd. for
(Y phase) phase-phase voltage Y-B

Voltage calculating load mounted in Swbd. for
(B phase) phase-phase voltage B-R
current calculating load mounted in Swbd.
(R phase)

current calculating load mounted in Swbd
(Y phase)
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current calculating load mounted in Swbd
(B phase)

Frequency synchronising mounted in Swbd

Power Factor calculating load mounted in Swbd
9 Breaker Open Monitoring - - 2 - SWBD A potential free contact

status breaker status to be provided in the
SWBD for APMS.
10 Breaker Close Monitoring - - 2 - SWBD A potential free contact

status Breaker status to be provided in the
SWBD for APMS.
11 Breaker Trip Monitoring - - 2 - SWBD A potential free contact

Status Breaker status to be provided in the
SWBD for APMS.
1.10.6 The Bus Coupler Breakers & shore supply breakers will provide all the requisite protection. A
local/ remote switch will be provided on the SWBD for remote monitoring of the status of breakers.
Suitable arrangement is to be used in switchboard for remote operation of the breakers.
1.10.7 I/O Signals for Feeder Breakers in Switchboards: The interfacing between each Feeder
Breaker in the Switchboard and the APMS is tabulated below:-
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Sl List of Functionality of I/O Signals Source Sensor

Signal Signal AI AO DI DO
1 Breaker Open Remote operation - - - 1 APMS Suitable arrangement to

Command of the breaker be provided to have
potential free contact in
the SWBD to receive
signal of 24V, 1A, Pulsed
type. Each signal from
IPMS would have 24v(+)
&(-).
2 Breaker Close Remote operation - - - 1 APMS Suitable arrangement to

Command of the breaker be provided to have
potential free contact in
the SWBD to receive
signal of 24V, 1A,
Pulsed type. Each signal
from IPMS would have
24v(+) &(-).
3 Breaker Open Monitoring - - 1 - SWBD A potential free contact
status breaker status to be provided in the
SWBD for APMS.
4 Breaker Close Monitoring - - 1 - SWBD A potential free contact to

status Breaker status be provided in the SWBD
for APMS.
5 Breaker Trip Monitoring - - 2 - SWBD A potential free contact to

Status Breaker status be provided in the SWBD
for APMS.
Note: The above I/O signals are for one breaker. The same is applicable for all the feeder Breakers in
the Switchboard.
1.10.8 I/O Signals for Supply Breakers in Emergency Switchboards: The interfacing between 01
Supply Breaker in the Emergency Switchboard and the APMS is tabulated below:
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Sl List of Functionality I/O Signals Source Sensor

Signal of Signal AI AO DI DO
1 DA Freq rise Synchronization - - - 1 APMS Terminal to be provided in
the SWBD to receive/
transmit signal of 24V,1A,
Pulsed type. Each signal
from IPMS would have
24v(+) &(-)
2 DA freq Low Synchronization - - - 1 APMS Terminal to be provided

in the SWBD to
receive/transmit signal of
24V,1A, Pulsed type. Each
signal from IPMS would
have 24v(+) &(-)
Voltage (R calculating load for phase-phase voltage
phase) R-Y.

Voltage (Y calculating load for phase-phase voltage
phase) Y-B

Voltage (B calculating load for phase-phase voltage
phase) B-R
6 DA current Monitoring and 1 - - - SWBD 4-20mA from Transducer

(R phase) calculating load mounted on Swbd.
7 DA current (Y Monitoring and 1 - - - SWBD 4-20mA from Transducer

phase) calculating load mounted on Swbd.
8 DA current (B Monitoring and 1 - - - SWBD 4-20mA from Transducer

phase) calculating load mounted on Swbd
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Frequency synchronizing mounted on Swbd
10 DA Power Monitoring and 1 - - - SWBD 4-20mA from Transducer

Factor calculating load mounted on Swbd
11 DA start Remote start of - - - 3 APMS Terminal to be provided in

DA the SWBD to receive/
transmit signal of 24V, 1A,
Pulsed type.
12 DA Stop Remote stop of - - - APMS Terminal to be provided

DA. in the SWBD to receive /
transmit signal of 24V,
1A, Pulsed type. Each
signal from IPMS would
have 24v(+) &(-)
13 Incoming Remote - - - 1 APMS Suitable arrangement to
Breaker operation of the be provided to have
Open breaker potential free contact in
Command the SWBD to receive
signal of 24V, 1A, Pulsed
14 Incoming Remote - - - 1 APMS &(-)
Suitable arrangement to
Breaker operation of the be provided to have
Close breaker potential free contact in
Command the SWBD to receive
signal of24V, 1A, Pulsed
&(-)
15 Breaker Monitoring - - 1 - SWBD A potential free contact to

Open status breaker status be provided in the SWBD
for APMS.
Close status Breaker status be provided in the SWBD
for APMS.
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Trip Status Breaker status be provided in the
SWBD for APMS.
18 Breaker Monitoring the - - - - SWBD Through RS485 Modbus

trip cause for which Serial Communication
protection the breaker has from GPU
been tripped by
the relay.
19 Insulation Monitoring the SWBD A potential free contact

Monitor insulation for Insulation Fault will be
parameter parameter in APMS provided in the SWBD for
HMI APMS.
20 Rotating Diode failure SWBD Potential free contacts for

diode of DG indication rotating diode failure
status indication will be provided
in the switchboard for
APMS.
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1.10.9 I/O Signals for Main DG SET: The interfacing between Main DG set and the APMS is tabulated
below:-
Signals Total No. Type of Electrical

of signals signal from characteristics
APMS
DA LCP in Remote Mode 3 DI Potential free contact

Control ON 3 DI Potential free contact
Lub Oil pressure Low alarm 3 DI Potential free contact
Fresh Water Temp High alarm 3 DI Potential free contact
High LO temperature alarm 3 DI Potential free contact
Lub Oil pressure low trip 3 DI Potential free contact
Fresh Water Temp High trip 3 DI Potential free contact
High exhaust gas temperature 3 DI Potential free contact
24V DC failure 3 DI Potential free contact
Emergency stop 3 DI Potential free contact
Over speed trip 3 DI Potential free contact
Lub Oil pressure 3 AI 4-20mA
Fresh Water temperature 3 AI 4-20mA
DA RPM 3 AI 4-20mA
Lub Oil Temp 3 AI 4-20mA
DA Start 3 DO 24V, 1A Continuous
DA Stop 3 DO 24V, 1A Continuous
Frequency Raise (speed) 3 DO 24V, 1A pulsed
Frequency Lower (speed) 3 DO 24V, 1A pulsed
Note: The analog 4-20 mA from the transmitter for L.O pressure, FW temperature, DA RPM, Lub oil
temp. of DG set will be connected to LCP. Same parameter will be available through RS485 to remote
APMS.
1.10.10. Permissive for Heavy Consumers: The heavy load circuit breakers will require the permission
of the APMS before it is taken on load. The APMS will check all the conditions (interlocks) related to
availability of power before the heavy load circuit breaker is closed. The interlock will be implemented in
heavy load consumer breakers. The heavy load consumers will be identified by IN.
Note: Signal list for Main & Emergency Switchboard & DG mentioned above is only indicative. IPMS
manufacturer is to coordinate Switchboard & DG manufacturer directly for interfacing of switchboard &
DG with IPMS for proper functioning of IPMS in all conditions.
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Annexure - C
BATTLE DAMAGE CONTROL SYSTEM
1. BATTLE DAMAGE CONTROL SYSTEM (BDCS)
The IPMS shall include a Battle Damage Control System (BDCS) module to provide a survivable and
integrated damage control system, which would provide command, control and communication
information requirements of the damage control organisation. BDCS should be capable of information
acquisition, processing and control system in real time for damage control organization decision-making.
The BDCS hardware and software architecture shall be identical to the overall IPMS architecture. The
main functions of the BDCS module shall be as below:
1.1 The BDCS shall be integrated with remote operation, control and monitoring of the following
systems/ items:
1.1.1 Fire main system
a) Remote start/stop (with interlock) of Fire pumps (2 Nos)

b) Status indication of pumps and valves
c) Remote opening/closing of pump/system isolating valves (9 Nos). RC valve for Fire main
system shall be in the scope of IPMS supplier
d) Monitoring of system parameters (line pressures) in fire mainline. Pressure sensors (6 Nos)
shall be supplied by IPMS vendor
1.1.2 Salvage system
a) Remote start/stop (with interlock) of Salvage pumps (3 Nos)

b) Status indication of pumps and valves
c) Remote opening/closing of pump, isolating valves/discharge valves (3 Nos). RC valves for
Salvage system shall be in the scope of IPMS supplier
d) Auto cut-in of pumps
e) Monitoring of system parameters (line pressures) in the salvage line. Pressure sensors (4
Nos) shall be supplied by IPMS vendor.
1.1.3 Ballast / deballasting system
a) Remote start/stop (with interlock) of Ballast pump (1 No)

b) Status indication of valves and pumps
c) Remote opening/closing of tank suction/discharge valves (10 Nos). RC valves for ballast
system shall be in the scope of IPMS supplier
d) Monitoring of system parameters (line pressure) in ballast /deballasting line. Pressure
sensors (2 Nos) shall be supplied by IPMS vendor.
f) Remote indication of tank contents. Sensors shall be supplied by IPMS vendor.
g) Draught and heel indicator (provision to accept manual input)
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1.1.3a Fuel system
a) Remote start/stop of DO Transfer pumps (2 Nos).

b) Status indication of pumps and tank valves
c) Fault indication
d) Remote/Local indication
e) Remote opening/closing of Tank suction and discharge valve (4 Nos). RC valve for Fuel system
shall be in the scope of IPMS supplier.
1.1.4 Fire, smoke and flooding

a) Surveillance of the designated compartments to detect occurrence of fire and to activate
fire alarms (audio & visual) in the affected compartments, DCHQ, MCR, Bridge, mess decks and
alleyways. Automatic Fire Detection system including the sensors, manual call points, hooters
will be in the scope of IPMS vendor. All fire detection sensors shall be individually addressable
type; ABS approved and shall be supplied from Navy nominated source. Fire detection system
shall confirm to EED-50-23(R1). IPMS RTUs shall include the fire detection loop interface so as to
provide the automatic fire detection system capability. AFD system shall have the capability of
monitoring alarms from required number of sensors.
b) Quick response, EMI/EMC protected Class approved type detectors are to be provided in all
fire prone areas in the ship. Detectors are to be operated by heat, smoke etc. Quantity and type
of detectors, requirement of Manual Call Point and Alarm Hooter shall be finalized by the vendor
to meet the latest ABS rule / Latest SOLAS rule requirement. Firm should specify clearly the total
requirements of various type detectors, Manual Call Point & Hooters etc in the technical offer.
c) In the event of fire in any compartment, a mimic diagram in plan and profile on the
console should indicate its exact location of fire. It should also display the main fire hazards
involved in all adjoining compartments to the operator in SCC/DCHQ for any special precautionary
measures to be taken. A three-dimensional isometric display of the deck layout shall also be
presented to the operator upon demand.
d) Maintaining the designed pressure in the fire main by starting/stopping of MD fire pumps
and their associated valves during counter- flooding/pumping out operations. However, an
alarm/warning indication should be given to the operator each time a pump is started in auto
mode to maintain fire main pressure.
e) Remote operation and monitoring of fire detection flap valves to provide smoke control in
the event of fire.
f) Remote switching on/off of all ventilation fans and ATUs (3 Nos) associated breakers for
quick shutdown.
g) The shipyard will hand over the GA of the ship three months after placement of the ·order
and the IPMS firm will design the sensor location layout drawing (including manual call point,
hooter) and electrical inter connection cable diagram based on the GA by complying to EED-50-
23(R1)/ the latest Class standard for the design of the fire detection system and forward the
drawing to GRSE/IN within two months for approval.
h) Deleted.
i) All sensors for fire detection system shall be individually addressable type and shall
be supplied by the IPMS vendor from the following Navy nominated sources:
a) M/s Marine Electricals, Mumbai in association with M/s Martec, Italy
b) M/s Consilium India in association with M/s Consilium, Sweden
c) M/s L&T, Mumbai in association with M/s Tyco, UK
d) M/s Navicom Technology, Mumbai in association with M/s Deckma, Germany
e) M/s Elcome Marine Services Pvt. Ltd, Mumbai
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1.1.5 Doors and hatches
Status indication for all water tight doors and hatches shall be available in BDCS/IPMS. Necessary
sensors (proximity switches) shall be supplied by the IPMS supplier. Status indication for the following
Doors and Hatches shall be integrated in BDCS/IPMS:
a) Water tight and weather tight doors - 16 Nos
b) Hatches - 17 Nos
1.1.6 Damage Control and Stability Management
a) Monitoring water situation of all underwater compartments by level switch units to detect
any ingress of seawater. Both "high" and "low" level switches are to be provided, set at 1.0 m
and 0.15m respectively. However, for compartments having bilges, the low level switch is
to be installed at 0.3 m. The flood alarm sensors shall be individually addressable type and shall
be supplied by IPMS vendor from Navy nominated source. The flood alarm system shall confirm to
EED-50-25(R1). Further, a detailed list of data required for making a ship stability software is to
be forwarded by the IPMS vendor to the shipyard/IN. Data, as applicable, will be forwarded by the
shipyard to the IPMS vendor after approval from IN. Continuous Level Tx to be provided by OEM
in all underwater compartments.
b) Provide audiovisual alarms in case of detection of flooding in any underwater
compartment. Flood sensors shall be supplied by IPMS vendor.
c) Monitoring and indication of flooding in ammunition store, using intrinsically safe, spark-
proof sensor shall be supplied by IPMS vendor with associated wiring.
d) In case of any major damage resulting in flooding, continuously assess its effect on
stability and provide display in plan and profile of the damaged section/compartment to operator
in MCR/DCHQ. Forward and Aft Draft Sensors are not provided and Draft information needs to be
entered manually into IPMS.
e) Status monitoring of major/fixed fire fighting system.
f) Computer assisted stability management for intact/various damage conditions onboard
indicating the following:
i) Various options available for correction of stability, pumping out using
eductors /portable pumps/salvage pumps, counter flooding, transfer of fluids, with
suggestion for best option.
ii) Change in overall list and trim of ship to be indicated visually on display.
iii) Likely effect on adjacent compartment and advice on precautionary shoring/other
actions.
g) Display of the damaged section in plan, profile and three-dimensional isometric views with
pan, zoom and automatic de-clutter features based on a tiled, layered graphics approach.
h) All sensors flood alarm system shall be individually addressable type and shall be supplied
by the IPMS vendor from the following Navy nominated sources:
a) M/s Auto Alarm Industries,
b) M/s Arieckal Industries, Mumbai
1.1.7 CCTV
MER, AER shall be under CCTV coverage as per para 4.1.7.
1.1.8 Ventilation
The BDCS is required to monitor and control ship's ventilation system. IPMS vendor shall provide
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facilities for crash stopping of complete ventilation system and remote operation of ventilation fans and
ATUs.
Quantity of ventilation fans to be interfaced with IPMS shall be as follows:
a) Supply Fan – 24 Nos
b) Exhaust Fan – 15 Nos
c) ATU – 3 Nos
d) HE – 3 Nos
Firm should carry out necessary modification in software/hardware/documentations of IPMS, supply of

requisite input/output module, contactor, terminals, cable glands etc and modification of AFDS control
box as required for interfacing three additional ventilation fans (one each in MER, AER & AC Machinery
compartment) with IPMS.
1.1.9 CO2 system
CO2 suppression system shall be interfaced with BDCS. Provision shall be made in BDCS to interface
following CO2 monitoring signals:
a) CO2 discharge/ Release (MER & AER)

b) CO2 leakage (CO2 Compartment)
c) Control panel door open (four locations)
1.1.10 Man locked alarm system
Man locked alarm system shall be provided for evacuation of personnel locked in Cold & Cool room
and the system shall be interfaced with BDCS. Necessary sensors shall be supplied by yard.
1.1.11 Kill Cards
a) Software based kill cards shall be incorporated in the BDCS function to support the
rapid decision making to control damage so as to restore battle readiness capability. Each
software kill card shall include complete information about selected compartments on the ship.
Kill cards shall be developed for all compartments. The following information and decision aids
shall be included in the kill card feature. All these data will be fed by IPMS vendor based
on information provided by IN and kill card builder will also be in the scope of IPMS. The
following information and decision aids shall be included in the kill card feature:
i) Operational equipment located in the compartment

ii) Fire fighting equipment located in and adjacent to the compartment
iii) Damage control fittings located in and controlled from the compartment
iv) Storage of hazardous material in, and adjacent to the compartment
v) De-smoking procedures (location of fans, starters & vent dampers)
vi) De-watering procedures (location of drains, valves and pumps, start switches)
vii) Fuel supply isolation (location of cutoff valves)
viii) Communication in and adjacent to the compartment
ix) Electrical isolation (location of switches)
x) Natural ventilation (damper locations)
xi) Exhaust ventilation (fan, starter, damper locations)
xii) Supply ventilation (fan, starter, damper locations)
xiii) Identification of vital hull, mechanical and electrical systems that pass through the
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compartment
b) Dynamic kill cards for designated compartments shall contain dynamic action buttons to
perform the action function required by the operator. These actions should include any of
the kill cards functions listed above, if the function is executable by overall IPMS. The kill
cards information, with action buttons, shall be displayed as a drop down window when this
function is selected for the designated compartment. Status change shall be indicated
graphically by changes in color or shape of the control icon or text. Dynamic kill cards are to be
provided for all compartments that have any Damage control or Fire Fighting equipment in them
including salvage pumps/fire pumps and associated valves and ventilation fans
c) Static kill cards for designated compartments shall contain the information for each
compartment as listed above, but the actions shall be implemented manually via a checklist. The
kill cards information shall be displayed as a drop down window when this function is selected for
the designated compartment. Status change shall be indicated graphically by changes in color or
shape of the information icon or text.
1.2 Operator Decision Aids
1.2.1 The objective of these functions shall be to provide decision aids, action and procedural check lists
and alarms to operators with regard to the possible loss of vital ship systems as a result of fire,
flooding and stability degradation. Decision aids, action and procedural check lists, with dynamic
action buttons, shall be provided for a limited number of designated vital spaces of the ship for fighting
fire and flooding conditions. Overall ship stability condition shall be calculated in background and
alarms shall be presented when stability conditions predict a significant loss of ship stability. Stability
calculations shall be based on the shipbuilder provided cross curves of stability and appropriate stability
models. The input data for stability calculations will be forward and aft trim measurements and
permanent angle of heel (list) due to damage or environmental conditions (wind, etc). Decision
aids shall support the following types of operator decisions:
a) Location of damage control parties
b) Assignment of damage control parties
c) Status of damage control parties
d) Recommendations for DC routes for repair parties
e) Designations of hazardous areas where crew access should be restricted pending positive
entry control
f) Procedural check lists for damage control and engineering casualty control
g) Remote control of equipment and systems to contain, suppress damage and restore
operational capability (if such capability exists)
h) Interaction with kill cards.
j) Automated and remote display of damage control plots to all DC operator positions
k) These decision aids shall be available at all stations capable of displaying BDCS displays.
1.3 Operating Modes
1.3.1 The operating modes of the BDCS sub-system shall improve battle organisation, assign
responsibility, authority and facilitate rapid reassignment of functions and responsibility based on
the extent of damage and the personal capabilities of crew members as the result of battle damage.
The general strategy for operating (control) modes of the battle damage control system shall be based on
the Navy’s battle damage control and engineering casualty control doctrines.
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1.3.2 The control doctrine will be based on a philosophy of decentralised organisation.

This means that the local section bases and users of the Portable Operating Unit (POU) computers
for BDCS plugged into the IPMS data network, will be responsible for their assigned damage control
operations. The Damage Control Engineer Officer (DCEO) will also monitor the damage control
situation, allocate resources as required, and keep the ship’s command informed via the BDCS
displays and voice communications.
1.3.3 The ship's battle organisation shall be the primary guide of allocating station in control for executing
damage control functions. All damage control operating location shall have the capability for total
multifunction control of the damage control systems.
1.3.4 Execution of control commands that may affect the ship's battle readiness, such as flooding
magazines, operation of sprinkling system, etc shall be limited to the operator station at DCHQ. The
execution shall be limited to the operator station where the NBCDO/DCEO is located. The NBCDO/ DCEO
shall be able to identify and indicate his location to the BDCS via use of a security code, so that only the
station where the NBCDO/DCEO is physically located can enter the vital action command. The
Commanding Officer station shall have the ability to override all other commands.
1.3.5 BDCS station shall operate with multi-mode capability. BDCS operator shall have the ability to use
his station in two modes:
a) Manual (local): order manual local control of equipment systems using voice and console
display communications
b) Remote Manual: execute remote control, where sensors and actuators permit, using console
colour display based control
1.4 BDCS Man-Machine Interface (HMI) Requirements
The general HMI requirements of the BDCS are as follows-:
a) Data entry primarily by use of point and click technology, supplemented with the use of a
keyboard for text entries where required
b) Designation of station in control, and transfer of station in control
c) Selection of specific graphics for display, manipulation or printing
d) Selection and change of data base records
e) Selection of damage control operations such as interactive plotting, alarm
acknowledgement, equipment control, and printing
f) Selection of subsystem decision aids such as damage control asset management, flooding
casualty control, stability calculations and kill cards
g) Selection of operational or training mode at each BDCS station
h) Selection of the software load for a cold start or for diagnostics
1.5 Default Screen Displays
1.5.1 Default screens shall provide rapid support to the damage control station operators. The
default screens shall be initial displays presented when the BDCS station is brought online. The
operator shall be able to select any other view and function, as the situation requires. The default screen
display shall focus on a physical area of the ship and the function of the operator, such as damage control
systems and mobility systems readiness support. The operator shall be able to select the Damage Control
station default screen displays (default screen full ship / DC functions).
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1.6 Interactive Plotting
1.6.1 It is imperative that the supplier shall have experience in the implementation of display concepts
specified herein in mission-critical applications. The BDCS displays shall be based primarily on graphical
user interface (GUI) technology for the man-machine interface (HMI). The displays shall use a tiled,
layered graphics (TLG) approach whereby individual screens shall be tiles in a continuum of tiles and each
tile shall have layers of detail which will allow quick declutter to reduce detail as the operator selects
lower levels of zoom. Zooming in shall cause the details to appear on the screen; level of detail shall be
appropriate to zoom level.
1.6.2 The GUI shall also provide a magnifying window in which the detail at a selectable
magnification will appear as the magnifying glass icon is moved over an overview graphics display.
Rapid and accurate damage control communications between all section bases and Damage
Control Center is a vital requirement. In addition to plan and profile views, the BDCS shall use
the perspective (isometric) form of ship compartmentation combined with the use of a standard set of
damage control action icons to indicate the incidence and response to damage. The BDCS screen displays
shall provide full ship, colour, plan view and isometric diagrams in selected windows for displaying all
damage control monitoring and control status information.
1.6.3 The screen display shall utilise graphical tools such as windows, dialog boxes, menu icons, and
image magnification to provide the operator with easily understood displays to facilitate damage control
decisions and actions. A pointing device (mouse or trackball) shall access each of the selected display
screens. Various display and window combinations shall be available which shall tailor the display screen
to the requirements of specific damage control station locations. The location shall be operator
selectable.
1.6.4 The screen display shall show the operator that BDCS and IPMS stations are on the network and
are communicating on the data network by the use of labeled icons on the screen.
1.6.5 The default display, which appears on the screen at each section base, shall provide the complete
real time status of all damage control equipment and systems in the respective sections when the section
base enters the operational mode. This display shall also be accessible from the menu bar. It shall consist
of three windows. The content of these windows shall be as described below.
1.6.6 The section base screen shall be divided into three windows: Summary window (1/4 screen), Side/
Plan view window (1/4 screen), and Isometric (perspective) window (1/2 screen). The supplier may
propose alternate display window arrangements, which achieve the same objective.
a) Summary Display Window:
This window shall contain a depiction of major equipment and their status in a functional
area appearing in a window occupying the upper left 1/4th the screen. The operator shall be able to
select one of two summary displays - Damage Control or Mobility. Equipment status shall be
reported automatically for that equipment whose status is available from the data network. The
operator shall be able to manually change the status of any equipment shown on the summary
display by accessing the appropriate menu icon on the menu bar. Certain selected ship systems
whose equipment status is shown on the summary display window shall have the equipment icon
shown on that window graphically linked to the graphical representation of that equipment in other
windows. When that system is selected for display on the plan view, the equipment status shall be
shown by a specific color. Equipment status (either manually entered or automatically entered via a
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message from a sensor over the data network) shall be shown using the equipment icon filled in and
colors as listed below:
Icon Fill Colour Meaning

Hollow* Amber No communication, manual data entry only
Hollow Magenta Unknown
Hollow Magenta Unknown
Solid Red Alarm/non operational
Solid Orange Warning/Reduced capability
Hollow Green Off and Ready (normal)
Solid Green On/Running (normal)
* Hollow rectangle surrounding an icon whose state can only be changed manually. This
symbol also shows when communication is lost with equipment whose status is normally reported
automatically.
b) Side/Plan Window:
This BDCS window shall contain a side view and a plan view of the ship with a scale of frame
numbers, occupying the lower left 1/4th the screen under the summary display. The operator shall be
able to select various ship systems to be displayed on the plan view in the side/plan window. Certain
selected ship systems whose equipment status is shown on the summary display window shall have the
equipment icon shown on that window graphically linked to the graphical representation of that
equipment in other windows. When that system is selected for display on the plan view, the equipment
status shall be shown by a specific colour. These ship systems shall be:
i) Fire main
ii) CO2 System
iii) Chilled Water
iv) Ballast System
v) Salvage System
vi) Magazine System
c) Isometric Window:
This window shall occupy the right half of the screen showing the ship as depicted on the
compartmentation damage control diagrams. This window shall show isometric views of each deck
with the highest level at the upper part of the window and the lower levels, decks, and platforms
beneath. Damage to the ship shall be plotted on the isometric window. Damage shown on the isometric
window shall be linked to the shipside view in the side/plan window so that the damage is shown at the
proper elevation and frame in that window. Notwithstanding the above screen layout and symbology
guidelines, the IPMS vendor may propose an alternate page display arrangement that has already been
provided for BDCS for other Indian Navy projects.
1.7 Overlays on the Isometric window
1.7.1 The operator shall be able to select one or more of the systems (listed below) to be displayed as an
overlay on the compartment’s damage control diagrams shown in the isometric window. These systems
shall be:
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a) Ballasting/Deballasting system
b) Fire main system
c) Fuel system
d) Ventilation system
e) Chilled Water system
f) CO2 System
g) Emergency power supply and emergency communications system
In addition there should be a provision for various incident boards. This should include the
Fireboard, Fuel and Fresh Water State Board, Pumping and Flooding Board, Officers Incident Board, etc.
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Annexure - D
AUXILIARY CONTROL SYSTEM
1. AUXILIARY CONTROL SYSTEM (ACS)
1.1 The IPMS shall include an Auxiliary Control System (ACS) module to provide remote operation,
control and monitoring of the machinery and systems. The auxiliary console should be capable of
monitoring and control (where specified) either from the remote control or from the local control
position of that equipment. The general requirement is for the surveillance of all parameters giving
audio/visual alarm/warning in case some parameter crosses the allowable limits. The ship will be fitted
with the following auxiliary machinery and systems:
a) AC and Refrigeration Plants
b) Air Compressors (MD & DD)
c) Bilge System
d) Reverse Osmosis Plants
e) Oily Water Separator
f) Fuel system – shifted to BDCS at clause 1.1.3a of Annexure C
g) Lub Oil system
h) Fresh water system
i) Tank Level Indication system
j) FO Centrifuge
k) LO Centrifuge
l) Steering Gear
m) ICCP
1.2 For most of the equipments, sensor calibration data, steady and transient state response
characteristics, will be provided by equipment OEM to IPMS vendor. The equipment OEM will provide LCP
for the equipments. The IPMS vendor shall integrate these LCP to ensure proper remote monitoring &
control from the IPMS consoles. The IPMS supplier shall therefore be required to interact with the OEM to
get all necessary information required for seamless integration. Complete list of I/O signals shall be
finalized in consultation with respective OEMs. Requisite sensors/actuators shall be supplied by the OEMs
wherever not specifically indicated. Tentative list of parameters of various auxiliary systems to be
interfaced with IPMS are as follows:
1.2.1 AC and Refrigeration Plants
a) Compressor running / stop / fault indication.

b) SW Pump running / stop / fault indication.
c) Plant running indication
d) All warning / alarm / trips for AC/ Ref plant
e) AC plant CH Water pump running / stop / fault indication
f) AC plant Low water level in expansion tank
g) Refrigeration plant high pressure alarm
h) Temperature indication for cool and cold room (sensor to be supplied by IPMS vendor)
i) Defrosting for ref plant
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1.2.2 Air Compressors (MD & DD)
a) Remote starting and Stopping with manual interlock

b) Running indication
c) Alarm / Trip Indications
d) Local / Remote status indications
e) Pressure status of all air bottles sensors (2 Nos). (Pressure sensors for monitoring of all Air
bottles will be in the scope of IPMS vendor)
f) Power on indication (MD Compressor only)
g) Master fault trip (MD Compressor only)
h) Motor running and its fault alarms (MD Compressor only)
1.2.3 Bilge System
a) Status indication of pumps and valves

b) Remote opening/closing of system isolating valves (4 Nos). RC valve for Bilge system shall
be in the scope of IPMS supplier
1.2.4 Reverse Osmosis Plants
a) Plant running indication

b) General fault alarm/ indication
1.2.5 Oily Water Separator
a) Remote start and stop

b) Alarm indication
c) Fault/trip indication
d) Pump running indication
1.2.6 Fuel system - shifted to clause 1.1.3a of Annexure C
1.2.7 Lub Oil system
a) Status indication of pump
1.2.8 Fresh water system
a) Status indication of pump

b) Common fault indication
1.2.9 Tank Level Indication system
Tank content gauging system complete with sensors shall be supplied by IPMS supplier for 21
tanks. Alarm facilities (high & low) are to be provided for all tanks through the sensor of content gauging
system. The list of Tanks for which level gauging system shall be provided are as follows:
a) FW Tank - 5 nos
b) F.O. Tank - 2 nos
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c) LO Tank - 1 no
d) RUFO Tank - 4 nos
e) RULO Tank - 2 nos
f) Drain Tank in MER - 1 no
h) Water Ballast Tank - 5 nos
i) Dirty Oil Tank - 1 no
j) STLO Tank - 2 nos
Details of Tank Level Indication system are placed in Annexure – F
1.2.10 FO Centrifuge
a) Remote Stop
b) Motor status indication
c) Common alarm/trip indication
1.2.11 LO Centrifuge
a) Remote Stop
b) Motor status indication
c) Common alarm/trip indication
1.2.12 Steering Gear
a) Steering gear pump motor Running Indication

b) Rudder Angle Indication
c) Steering gear hydraulic oil tank level low – Alarm
d) Steering gear hydraulic oil temperature high – Alarm
e) Steering gear hydraulic oil pressure low – Alarm
1.2.13 ICCP
a) Indication of hull potential reading.

b) Indication of preset potential.
c) Auto or Manual mode status.
d) Malfunctions of the ICCP alarm.
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Annexure - E
SCOPE OF WORK
1 Introduction
This Scope of Work (SOW) gives an outline of the materials and services to be provided by the IPMS
supplier, for the Integrated Platform Management System (IPMS) for the LCU Mk IV project of the Indian
Navy.
2 Scope of Work (SOW)
The IPMS supplier shall design, develop, procure, manufacture, test and deliver the IPMS in accordance
with the main body of the SOTR taking into account the requirements of this SOW. Therefore, the technical
requirements shall be in accordance with those specified in this approved SOTR and the other annexures
thereto. The IPMS vendor shall also provide the required services, supplies, facilities, resources and
management to design, manufacture, test and deliver, the IPMS, which shall fully satisfy all relevant
performance requirements of the Statement of Technical Requirements.
2.1 The scope of supply shall include:
(a) Design, manufacture, test, document and supply of IPMS in accordance with this SOTR and the
applicable documentation specified in the main body of the SOTR.
(b)Supply a full set of documentation as defined in this SOTR.
(c) Training.
(d) Providing engineers/technicians to support installation, set-to-work, testing, for the various
phases of harbour acceptance and sea acceptance trials. Connectorisation of all cables of IPMS
including interface cables on board is also in the scope IPMS supplier.
(e) Validation of the propulsion control strategy through dynamic analysis using a real-time
simulation of the vessel.
(f) The databus cables.
(g) IPMS vendor should provide documents and supply items as indicated below:
- all special and optic fibre cables and all cable connectors, other than power supply cables
- document for cable schedule
- document for cable specification for normally available cable in the open market
- document for cable installation standard & practice. IPMS vendor shall provide complete
technical specification of all the cables to be connected to IPMS equipments including
interfacing cables with other systems / equipments. All fibre optic cables and any
proprietary/special cables (not readily available in market) will be in the scope of supply of
IPMS vendor
(h) Definition, procurement and installation of off-equipment machinery system sensors and
actuators including the fire detection sensors as detailed in the SOTR.
However the IPMS Supplier's scope of supply shall exclude:
(i) Design, documentation, supply and installation of ship’s cabling. However, the IPMS
supplier shall provide any guidance required for such an activity to the shipyard.
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(ii) Design, supply, installation and testing of any local control panel of other equipments,
except where indicated in this Statement of Technical Requirements. However, the
integration of these panels with the IPMS for achieving functionality/integration with the
IPMS, shall be the IPMS suppliers’ responsibility.
(iii) Mounting hardware and equipment foundations/seats. However, the IPMS supplier shall
provide guidance to the shipyard in the form of Equipment Outline & Installation Drawings to
assist the yard in this activity
(iv) Any other shipboard installation, commissioning and trials beyond the support
requirements indicated here.
2.2 Applicable Documents
In descending order of precedence, the following documentation and standards shall apply for the IPMS for
LCU Mk IV:
(a) The Procurement specifications.

(b) This Approved Statement of Technical Requirements.
(c) Applicable documents and standards.
(d)Vendor’s IPMS Technical Specification
3 Equipment deliverables
The IPMS vendor shall manufacture, test and deliver equipment required to perform the control and
monitoring function of the IPMS on-board LCU Mk IV. The units as tabulated at Ser 9.1 shall be included.
All items required for the dual network of IPMS system to be supplied without any omission. However, any
additions to this list of deliverables envisaged / suggested by the IPMS supplier may be considered for
inclusion during TNC:-
3.1 LIST OF MULTI FUNCTION CONSOLES AND LCD MONITORS-IPMS
NAME OF ABBR. LCD PER TYPE OF

LOCATION LSD
CONSOLE CONSOLE CONSOLE
Propulsion
1 Deck Mounted
MCR control console
Auxiliary
Systems Control 1 Deck Mounted
Console
Supervisory/ EOOW
1 1 Deck Mounted
EOOW Console
APMS Console 1 Deck Mounted
DCHQ Battle Damage DCHQ- 1 Deck Mounted
Control Console- BDCC 1
DCHQ-1
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4. System Design
The Supplier shall perform all preliminary and detailed designed, engineering computations, dynamic
testing, technical analysis, simulation studies, laboratory experiments, and various trials so as to design,
manufacture and deliver the IPMS.
The IPMS vendor shall develop, generate and/or modify existing IPMS software to meet the project
requirements. The existing software shall have been developed in accordance with MIL-STD-2167A.
However, new software modules shall be developed based on MIL-STD-2167A/MIL-STD-498 and all
software shall be documented based on IEC 12207 and MIL-STD-2167A. The source code shall be delivered
to the Indian Navy for all application software. The following documentation shall be provided:
(a) System Segment Specification

(b) System/Segment Design Document
(c) Interface Requirements Specification
(d) Software Requirements Specification
(e) Software Development Plan
(f) Software Design Document
(g) Version Description Document
(h) Software Product Specification
(j) Computer S/W Operators Manual
(k) Software Users Manual
(l) Software Programmers Manual
(m) Firmware Support Manual (if applicable)
(n) Computer Resource Integ. Supp. Doc. (if applicable)
(p) Factory Acceptance Trials Plan
(q) Factory Acceptance Trials Procedures
(r) Factory Acceptance Trials Report
It is essential for the IPMS Supplier to also provide inputs to the yard for the following
additional documents as prescribed by the Indian Navy:
(s) Harbour Acceptance Trials Plan

(t) Harbour Acceptance Trials Procedures
(u) Harbour Acceptance Trials Report
(v) Sea Trials Acceptance Trials Plan
(w) Sea Trials Acceptance Trials Procedures
(x) Sea Trials Acceptance Trials Report
4.1 Software Development and testing
The IPMS Supplier shall develop, generate and/or modify, document, test and deliver all the control
software required to operate the equipment in accordance with the software documentation generated
during the design phase based on a software development plan and the performance specifications. It is
imperative that a team of four Indian Naval personnel are involved in this development process and they
are privy to the logic as well as design philosophy and execution processes. (Firm to offer Project
management schedule indicating involvement of IN personnel during various stages of development).
The plan shall specify the target dates for the software development, generation and/or modification
process, through delivery of all software and software documentation. It should also include a detailed
schedule of all significant development activities, including internal design reviews, code, debugging,
testing and a Software Configuration Management Plan, which should provide reference to the IPMS
Supplier's internal software configuration management procedures. The IPMS Supplier shall plan and
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conduct a software test programme to ensure that the software is completely tested with the hardware
along with the IN personnel. It shall include preparation of the Computer Programme Test Plan and
procedures, performance of the tests, and submission of the test reports.
5. Interface Control Document
The IPMS Supplier shall provide system integration support as specified in the SOTR. The IPMS
Supplier shall generate an Interface Control Document (ICD). The Indian Navy/GRSE will assist in the
generation of the ICD. The IPMS Supplier shall participate in system design review(s) in order to prepare
the ICD. Once the ICD has been approved (by IN), the ICD shall become the baseline and the IPMS
Supplier shall use it as the basis for the design activity. Firm dates for the various interface parameters
shall be mutually agreed upon in order to avoid impact to the schedule. The IPMS Supplier shall
accommodate changes to the system configuration whenever possible provided there is no impact to the
schedule and/or cost. The ICD will contain requirements and information on the following items:
(a) Listing of all input/output signals for IPMS.

(b) Electrical characteristics of all sensors/actuators related to the signals.
(c) Unique signal identification codes.
(d) Sensor/actuator power source identification.
(e) Identification of machinery/system related to signal.
(f) Identification of ship drawing or machinery vendor document from which ICD information is
prepared.
(g) Alarm/warning limit identification.
(h) Identification of RTU to which signal is allocated.
(j) Identification of card and channel to which signal is allocated.
(k) .Any interlock, interconnection ,inhibition of any signal with other signal data
(l) Is a particular signal resultant of some function/some logic from other signals, if so brief
description of function with operating information like input data, tables, ranges etc.
(m) Is a signal internally generated (could be hardware/software) or a field signal
(n) Is a particular signal warning/state or operation change/input/output/fault
(o) Is a particular signal included in, automatic/semi automatic mode or manual mode.
6. Design Reviews
The IPMS Supplier shall conduct reviews of the basic design approach and shall provide a detailed
description of the items to be reviewed to the Indian Navy & GRSE, at least two weeks in advance. Some
of the items that the reviews shall address are as follows:
(a) Functional Performance.

(b)Interface Requirements.
(c) System Integration.
(d)Safety and Reliability.
(e) Maintainability.
(f) Interchangeability.
(g)Configuration Control.
(h)Requirements of generated documents (including degree of compliance).
(j) The IPMS Supplier shall conduct a minimum six reviews and shall provide a Design Review
Report within thirty days following each design review. As a minimum, the following reviews shall
be conducted:
(i) Preliminary Design Review - shall be conducted as indicated in the Project Master
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schedule.
(ii) Detailed Design Reviews - shall be conducted in accordance with the Project Master
schedule and are to be generally held prior to the release of engineering information to
manufacturing. Additional reviews may be held as required to allow earlier release of
engineering information.
(iii) Final Configuration Audit (FCA) - shall be done immediately after completion of the
factory acceptance trials of the IPMS. If the FATs are conducted in India using deliverable
IPMS equipment manufactured overseas, the hardware FCA may be conducted at the IPMS
supplier’s premises overseas prior to the FATs.
7. Testing
Four Indian Naval personnel/yard personnel will attend any formal testing to be carried out by the
IPMS vendor on the equipment to be supplied. The vendor shall provide advance notice of all such formal
testing.
Special test equipment including special test equipment software developed to satisfy the requirements of
this contract should be delivered as part of the shore based facility deliverables, as an option. Copies of
sketches, drawings or documentation used by the IPMS Supplier to produce or use this special test
equipment and/or software shall also be delivered to the Indian Navy.
The IPMS Supplier shall prepare a Master Equipment List which shall list all the major IPMS components
characteristics such as dimensions, weight, center of gravity, power consumption, etc. in a tabular format.
The IPMS Supplier shall provide updates to this list, which shall be incorporated in the IPMS manual.
7.1 Environmental Testing
Physical qualification testing of IPMS equipment or certificates indicating compliance to the requirement are
to be provided for critical equipment such as consoles, RTUs, UPS, Bus components by the IPMS supplier .
Equipment design necessitating modifications to suit the Indian Navy's requirements will be qualified by
analysis or extension. In such cases, qualification extension analysis reports shall also be provided to the
Indian Navy.
7.2 Acceptance Trials
The IPMS Supplier shall prepare and submit a detailed Factory Acceptance Trials plan such that four Indian
Navy personnel are present for all such trials. The plan shall state how the IPMS supplier will demonstrate
that the delivered system shall meet the functional and performance requirements indicated as per the
Indian Navy's SOTR. Thereafter, a Factory Acceptance Trials procedure shall be produced. This procedure
shall be conducted prior to the delivery of any shipset to the Indian Navy. On satisfactory completion of
every Factory Acceptance Trial, a Factory Acceptance Trial Report, shall be prepared.
7.3 Factory Acceptance Trials Procedure
Each ship set of equipment shall undergo a Factory Acceptance Trial. The purpose of factory acceptance
trials is to ensure that all equipment delivered is fully functional and any fault has been eliminated prior to
installation. The IPMS Supplier shall submit a procedure describing all testing to be carried out at the
factory. This procedure shall include:
(a) Functional tests

(b)Verification of design baseline, especially firmware and software
(c) Test equipment used, calibration requirements
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(d)Pass/fail criteria
(e) Expected duration and time phasing.
7.4 Factory Acceptance Trial Report
After completion of factory acceptance trials, the IPMS Supplier shall submit the results as a Factory
Acceptance Trial Report. This report shall contain the result sheets recorded during the test, signed by the
IPMS Supplier and Indian Navy representatives.
Harbour and sea trial procedures and reports will follow a format similar to the documents described above.
For a description of other software documentation, MIL-STD-2167A shall be followed, on which the
documents will be based.
7.5 Shipboard Installation and Trials (Setting to Work (STW) / Harbour Acceptance Trials
(HATs) / Sea Acceptance Trails (SATs)/ Full Machinery Trails (FMT)
The IPMS Supplier shall supervise the installation of IPMS equipment. Prior to delivery of the equipment,
the IPMS supplier shall provide equipment outline and installation information to allow the yard to make
the necessary preparations for installation.
The IPMS supplier shall conduct STW and HATs activities related to the IPMS. The Indian Naval personnel
will supervise the STW and HATs. The IPMS supplier shall provide the various inputs to the yard for the
Setting to Work and Harbour Trials agendas and reports, which are relevant to the IPMS. Thereafter the
shipyard and the IPMS Supplier shall prepare and submit the trial agendas describing the setting to work
and trials to be carried out on board the vessel, as indicated in the paragraph below, to commission and
consequently prove the IPMS during the Sea Acceptance Trials (SATs). The Indian Naval personnel will
supervise the SATs activities. The IPMS Supplier shall be kept informed of the vessel's construction
schedule changes so that unstarted activities impacted, can be re-scheduled on time.
The IPMS Supplier shall prepare and submit trial agendas describing in detail the procedures to be followed
to demonstrate the functionality of the IPMS on-board the vessel. The trial agendas shall be structured as
independent tests, each of which will be independently carried out and witnessed by the Indian Naval
personnel on the vessel. The trial agendas shall, as a minimum, include:
(a) Prerequisite machinery system trials required

(b)Special and standard test equipment required
(c) Initial state of IPMS and machinery
(d)Step by step instructions
(e) Interim results expected
(f) Values to be recorded
(g)Pass/fail criteria.
7.6 Project Management
The IPMS Supplier shall organize, coordinate and control all internal project activities to ensure timely
delivery of all supplies and services specified herein. The IPMS Supplier shall prepare and deliver a Project
Plan (PERT Chart) and Status Reports so that the Indian Navy is able to keep track of the IPMS Supplier's
progress on a continual basis. The IPMS Supplier shall establish and implement a management function to
manage all technical performance, cost, and schedule and data delivery requirements. The IPMS Supplier
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shall provide a master schedule depicting major tasks. The schedule shall have measurable milestones. All
deliverable hardware, software shall be listed in this schedule with their respective delivery dates.
7.7 Project execution plan
A Project execution plan shall be prepared and submitted by the IPMS Supplier and shall clearly
demonstrate the IPMS Supplier's understanding of all deliverables under the contract. It shall serve as
the baseline for the Status Report and, if necessary, shall be updated during the course of the contract.
The Project Plan shall include the following: an organisation chart identifying the Project manager and key
engineering, test, production, and quality assurance personnel. A technical coordinator shall also be
identified.
The Project management plan shall include:
(a) Work breakdown schedule

(b) Equipment breakdown structure
(c) Milestone payments
(d) Project tracking methods.
7.8 Project Master Schedule
The IPMS Supplier shall provide a Project master schedule clearly indicating major activities and their inter-
relationships. However, the plan shall include the following project phases, as a minimum:
(a) Design development

(b) Electronics and software design
(c) System testing
(d) Manufacturing
(e) Testing
(f) Equipment delivery
The Project master schedule shall also indicate the date by which any Indian Navy furnished equipment
or information is required. The documentation deliveries need not be shown on the Project master
schedule, as a separate documentation matrix shall be provided. The documentation matrix is to be
coordinated with the Project master schedule. The Project master schedule shall be organised such that
individual project segments, such as engineering, testing and manufacturing can be extracted and
individually analysed. A high level summary of the Project plan shall be included in the progress report.
(Project management, execution plan and project master schedules to be submitted along with the offer.)
7.9 Progress Report
A report, prepared by the Project Manager, shall be submitted bi-monthly. The report shall contain a
summary of important programme events during the period and shall include as a minimum:
(a) Executive summary of project status

(b) High level Project plan
(c) Milestones or events achieved
(d) Schedule slippages and work plan to cover such slippages
(e) Technical difficulties encountered and solutions proposed
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(f) Forecasted problems, if any, for next period

(g) List of Hold up reports submitted and status
(h) Progress against milestone payment plan (if any)
8 Configuration Management
The IPMS Supplier shall prepare and implement a Configuration Management Plan in accordance with the
following paragraphs.
8.1 Configuration Management Requirements
The IPMS Supplier shall apply technical and administrative direction and supervision to ensure the control
and integrity of the IPMS configuration during all phases of the project. The IPMS Supplier's Configuration
Management Plan shall include policies related to, and procedures covering, configuration identification,
configuration change control, configuration accounting and configuration audit, as stated in subsequent
paragraphs and in the preparation instructions. On delivery of each system to the yard, the IPMS Supplier
shall deliver the necessary documentation, to permit the continuation of configuration management during
the commissioning and in-service phase of the ships.
8.2 Configuration Identification
The IPMS Supplier shall establish and implement procedures for the identification, definition and
documentation of all items, systems, and support facilities identified for configuration control and
subsequent changes. This shall include the development and description of the configuration with all its
support data: drawings, parts lists and specifications.
8.3 Configuration Control
The IPMS Supplier shall prepare and implement control procedures for the coordination, evaluation,
approval/rejection, documentation and implementation of all equipment, software design changes and
deviations. Further, the IPMS Supplier shall establish and implement procedures for the control and release
of specifications, data, drawings, and associated lists, and software and changes. The IPMS Supplier shall
also prepare and implement revision procedures for recording and incorporating design changes in the
technical manuals and for appending deviations. He shall prepare and implement procedures for amending
Work orders to affect changes.
The identification, description, evaluation, authorisation, applicability and implementation of design

changes and deviations/concessions shall be recorded and indexed by the IPMS Supplier. At least one
configuration audit shall be held during the length of the project.
The IPMS Supplier shall have a configuration management organisation, which delineates the relationship of
his configuration management to project management. The responsibility, authority and functions of this
organisation shall be defined. This organisation shall include a configuration control board, which shall be
responsible for the processing and engineering changes and obtaining the requisite approval from the
Indian Navy. A flow chart and narrative shall explain the operation of the configuration control.
8.4 Change Approval
After commissioning of the system, the IPMS Supplier shall make no changes to the items listed below
which affect form, fit, functions, cost or schedule without prior written approval from the Indian Navy.
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(a) Drawings and associated lists for prime equipment

(b) Drawings and associated lists for special test equipment
(c) Acceptance test specifications and procedures (HAT & SAT)
(d) Equipment software
(e) Special test equipment software
(f) Specifications
(g) Technical manuals.
9 Data Requirements
9.1 Technical Manuals
The IPMS Supplier shall prepare and submit operator's and maintenance manuals for all systems and
equipment offered. The operator's sections shall provide sufficient information for the operator to safely and
efficiently operate the equipment provided in all modes of operation. Existing operator's sections/manuals
shall provide accurate information and completely describe the systems and equipment supplied. The IPMS
Supplier shall also include maintenance sections for all systems and equipment offered. The maintenance
sections shall provide sufficient information for the operator to safely and efficiently maintain the equipment
provided.
Existing maintenance sections/manuals shall also provide accurate equipment information and completely
describe the systems and equipment supplied. Once the Manuals are ready and if found necessary, the
IPMS Supplier shall jointly decide whether the manual should be split into two specific manuals, one for
operators and one for maintenance in order to facilitate consultation. The maintenance section of the
manual shall include the parts breakdown of the equipment.
The IPMS Supplier shall prepare and deliver documentation, data and other applicable reference materials.
Twenty (20) copies of each of the following system manuals shall be delivered per shipset:
(a) IPMS Operator Manual

(b) IPMS Maintenance Manual
The above manuals shall be prepared in accordance with MIL-M-7298C. Ten copies of the deliverables shall
be submitted as preliminary copies. The remaining copies shall be delivered as final copies, one of which
shall be a reproducible. In addition, one final copy of each of the manuals shall also be provided on CD-
ROM in IETM / CALS compliant files. All documentation shall be in English.
9.2 Engineering Documentation
The documentation of equipment, which is already existing, may be supplied in the IPMS Supplier format.
However, it is imperative that for all newly developed equipment, all documentation shall be in accordance
with the requirements defined in the applicable Statement of Technical Requirements. All documentation
shall be in English. The vendor shall provide the following engineering documentation within two months
after completion of the Preliminary Design Review:
(a) Preliminary installation drawings
(b)System block diagram.
The following engineering documentation will also have to be provided within two (2) months after
completion of the Detailed Design Review:
(a) Installation drawings
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(b)Wiring and termination information (cable run sheets or wiring lists).
The purpose of the engineering data requirement is to define the equipment supplied to the extent
necessary to permit:
(a) Complete the design of the vessel
(b) Correctly install the equipment on the vessel
(c) Connect the equipment
(d) Operate, maintain, repair and overhaul the equipment
(e) Procure parts for the equipment.
The IPMS Supplier is to provide all data items necessary to support these requirements. The delivery of
engineering documentation is to be scheduled to support the Indian Navy in the design and installation of
the vessel. It is to be ensured that the installation and connection details are also to be provided for the
deliverable IPMS equipment.
The engineering documentation shall include:

(a) Installation drawings showing mounting locations, weight, center of gravity, lifting
arrangements and maintenance envelopes
(b) Electrical termination drawings showing location of all field wiring terminations and
connections
(c) Service connection drawings showing water, air, fuel, oil or other service connections
(d) Mechanical assembly drawings showing location of all components inside equipment items
and mounting arrangements
(e) Parts lists detailing part numbers, quantities and descriptions, Indian Navy identification
number
(f) System wiring block diagrams
(g) Power supplies, consumption, power factor
(h) Databus wiring selection and installation guidelines.
9.3 Parts Identification List
The IPMS Supplier shall prepare and submit a Parts Identification List (PIL) list, showing exploded views of
equipment supplied to the line replaceable unit (LRU) level, which shall include exploded view drawings of
all equipment clearly showing how equipment is assembled. All equipment and components shown shall be
identified by IPMS Supplier part number shown in a tabulated parts list provided with the drawing. The PIL
shall be organised such that it supports logical retrieval of data. The PIL description shall be part of the
Operator's and Maintenance Manual. The PIL shall be included in the CD-ROM technical manual. (The Parts
Identification list that gives the list of items upto LRU level is to be submitted at the time of submission of
offer).
10 Integrated Logistic Support Data (ILS)
The IPMS Supplier shall provide data to support the Indian Navy in the preparation of Logistic Support
Analysis.
10.1Reliability and Maintainability Data
The IPMS Supplier shall provide Mean Time to Repair (MTTR) and Mean-Time Between Failure (MTBF)
data for all equipment supplied. The IPMS Supplier shall calculate a system wide MTBF based on MIL-
HDBK-217 Rev F or the latest revision in effect at the time of contract award. (MTBF calculations for all
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the vital equipment (Consoles, RTUs, and UPSs) shall be submitted at the time of submission of offer).
11 Quality Assurance Programme
The IPMS Supplier shall document, implement and maintain a quality assurance programme that conforms
to the requirements of ISO-9000 series. A Quality Management Plan shall be prepared and submitted. The
IPMS Supplier shall submit a quality management plan tailored to meet the project requirements and the
system and equipment offered. All material, data, supplies and services under the contract, whether
manufactured or performed in the supplier's plant or at any other source, shall be covered by the plan. The
plan shall identify quality hold points along with references to detailed instructions for each point.
11.1Indian Navy Inspection
Indian Navy will carry out inspection of equipment at the IPMS Supplier's plant prior to shipment. When the
Indian Navy inspection is required, the IPMS Supplier shall promptly notify the Indian Navy so that
representatives can be present for inspection. The Indian Navy shall also have the right to waive the
inspection, in which case approval for shipment will be granted. The Indian Navy may also delegate its
power to an inspector of their choice.
11.2 Source Inspection
The IPMS Supplier shall provide reasonable access for Indian Navy product assurance representatives to the
facilities used under this contract for performing source inspection (i.e., inspection, examinations, audits,
and/or tests). The IPMS Supplier shall provide such equipment as necessary for the Indian Navy
representatives so as to perform the required inspections and examinations, present the items under
conditions satisfactory to the representative for inspection and examination, and provide adequate office
facilities for his use. When the representative detects a QA or product deficiency, a corrective action
indication will be forwarded to the IPMS Supplier. The IPMS Supplier will then be required to identify and
correct the deficiency and the cause of the deficiency, minimise the probability of recurrence, and submit a
written response describing the cause of the deficiency, action taken, and the effective date, within a
reasonable time frame. The IPMS Supplier shall notify the Indian Navy product assurance team at least five
working days in advance of the time when the designated items will be available for the source inspection.
When source inspection is required, evidence of source approval for shipping must accompany each
shipment and will consist of the product assurance representative stamp on the shipping document and/or
the supplier data package./
12 Safety
Equipment shall be designed to minimize human error in the operation of the ship. The IPMS Supplier shall
provide equipment location recommendations so that access during operations, maintenance repair, or
adjustment minimizes personnel exposure to hazards.
The IPMS Supplier shall ensure that suitable warning statements are provided in operation, maintenance,
and repair instructions, and that distinctive markings on hazardous components or equipment are provided
to ensure personnel and equipment protection.
13 Delivery
The IPMS Supplier shall deliver the IPMS, ready for shipboard installation, to M/s GRSE, Kolkata, India in
accordance with the schedule provided in the purchase order. The Indian Navy will be responsible for
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clearing deliverable items through customs at the receiving port in India. The Indian Navy shall obtain a
certificate for exemption of duties, taxes and levies, where possible. Primary acceptance shall be after
successful completion of all required factory tests. Final acceptance shall be in accordance with the
inspectional acceptance clauses as set forth in the purchase order.
All preservation, packaging, packing, and marking containers for items to be delivered shall be in
accordance with best commercial practice for tropical climate.
14 Responsibility
The IPMS Supplier shall have to accept the responsibility for ensuring that the services, materials and data
to be supplied under this contract meet the requirements cited in this SOTR when the IPMS is installed
onboard the vessel subject to the provisions of the Inspection/Acceptance clause set forth in the purchase
order.
15 Spare Parts
The following data shall be used for purposes of spares estimation:
(a) On-board
Period Duration: 2 Years
(b)Base and Depot
Period: 5 years
The list of spares and special tools and test equipment included by the IPMS Supplier in its technical
proposal shall be finalised with the Indian Navy. Spares identified in the list shall be delivered to the
customer as part of the IPMS delivery. The lists of sub units of the system/equipment, OB Spares
and B&D Spares are to be provided in INCAT documentation format.
15.1Commissioning Spares
The IPMS Supplier shall identify, quantify, and provide a final itemised priced list for commissioning
spares. Spares identified in the list shall be delivered to the customer as part of the IPMS delivery.
16. Special Test Equipment
E17.1 Special test equipment for termination, test & repair of FO system, Calibration of portable vibration
equipment & sensors / system shall be supplied with IPMS. The IPMS Supplier shall identify, propose,
quantify and provide a final itemised priced list for all Special Test Equipment and all special tools required
on-board for on-board and on-shore for support. Tools identified in the list shall be delivered to the
customer as part of the IPMS delivery. Special test equipment & tools for test & repair of FO system shall be
suitable to cater the requirement as defined below:
16.1 Special Test Equipment: List of special test equipment for repair of fibre optic system to include the
following:
(a) Optical Time Domain Reflectometer (OTDR) The OTDR is used to locate fibre breaks or
faults and to measure the attenuation of installed optical fibre. It also evaluates optical connection
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losses. OTDR to be used to measure the attenuation of installed optical fibre, which are more than
50 meters in length.
(b) MINI-OTDR MINI-OTDR is used to locate the fibre breaks in installed fibres. It is also used
to locate the connectors or splices that have unusually high losses. Its primary difference from an
otdr is that the MINI-OTDR is smaller and simpler with more limited capabilities.
(c) Optical Loss Test Set (OLTS). The OLTS is used to measure the total signal loss of an
optical link. It is also used to measure the optical power output of an optical transmitter or an optical
fibre in a cable assembly. It consists of an optical source and optical detector, in a single unit.
(d) Optical leak detector (OLD). The OLD is used to physically locate optical fibre breaks or
regions of high loss in an optical fibre or an optical fibre cable components (OFCC) of multi-fibre
cable.
16.2 Special tools and material to undertake maintenance of fibre network. The repair procedures have been
elaborated in MIL-STD -2042(SH). The MIL-STD-2042(SH) should be referred for the fibre optic topology
installation standard methods for naval ships. Special tools to undertake maintenance of fibre network
encompassing following type of defects are to be provided (depends upon the network architecture &
hardware proposed by the suppliers):-
(a) Cable jacket repair
(b) Repair sleeve dimensions.
(c) Materials for tube sleeve repair
(d) Materials for rubber tape repair method
(e) Materials for wrapwound sleeve with adhesive closure.
(f) Rotary splice ferrule installation
(g) Rotary splice alignment and mating
(h) Single terminus connector installation.
(i) Multiple terminus connectors with removable backshells.
(j) Multiple terminus connectors with on removable backshells
(k) Cable stripping.
16.3 Training to undertake maintenance of fibre network: Due to nature of fibre optic, only
corrective maintenance is performed. To determine location of fault one or more test equipment as
indicated at para 1 above will be required. In order to undertake maintenance / repair, training package
(two capsule, each of one week duration for ships crew & IN dockyard employees) is to be provided by the
suppliers covering broadly following:-
(a) Permanent maintenance. Replacement of fibre optic cable, connectors, connector
termini, splices, switches & splices.
(b) Temporary cable maintenance. This maintenance refers to the transfer of affected signals
to redundant path. This may be accomplished at the equipment connector or in the interconnect6ion
box.
(c) Types of signal losses
(d) Fault isolation procedure
(e) Maintenance procedures:-
(i) Spare fibre
(ii) Redundant cables
(iii) Growth fibre
(f) Component repair
(g) Rrepair procedure:-
(i) Cable restoration procedure
(ii) Cable & jacket repair
(iii) Fibre rotary splice ferrule installation
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(iv) Curing the adhesive

(v) Fibre rotary splice within an interconnection box
(vi) Single fibre connector termination procedure
(vii) Multiple fiber connector repair.
17. Deleted
18. Equipment Identification and Marking
Each deliverable end item shall be fitted with a permanent identification label, which shall contain the
following information:
(a) Equipment nomenclature
(b)Manufacturer's part number
(c) Indian Navy identification number (if any)
(d)Manufacturer's name.
19. Training
All training shall take place at the IPMS Supplier's facility and shall be catered for as part of the contract.
However, the Indian Navy may also conduct the training at their training establishment; in that case, the
supplier is to ensure instructional staff availability until the duration of the proposed training schedule. A
training package for yard personnel for installation requirements if any is to be indicated.
19.1Factory Training
The IPMS Supplier shall provide training courses designed for the Indian Navy's operational and
maintenance instructional staff and shall address the operation and maintenance of the proposed system
and equipment. The IPMS Supplier shall define any pre-requisite qualifications for such Indian Navy staff
prior to the dates of commencement of training.
19.2Training Courseware
The IPMS Supplier shall produce [for each course type] the documents and courseware defined below:
(a) Syllabus of training
(b)Instructor lesson plans
(c) Tests and examinations
(d)Instructor guide (as required)
(e) Student study guide
(f) Training manuals (as required)
(h) Training aids (viewgraphs, charts etc.).
20. Packing.
Each of the item is to be individually PIP packed, suitable identification label giving details such as Serial
no. of the item, Order no. etc., are to marked legibly on outside the packing, which shall be prominently
visible. Onboard spares/installation spares are to be packed in separate cases individually with word
“Onboard Spare” and “Installation Spares” distinctly marked on each case. The list is to be attached to
the cases.
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21. License:
If equipment manufactured under licence in collaboration in India, the manufacturer is to indicate the
following: -
(a) Collaboration agreement already signed or not.
(b) Name and address of the collaborator/principal and details of registration licence. The extent
of indigenous manufacture of components, transfer of technology and collaboration for supply
and support of equipment including those supplied directly by the collaborator
(c) The yearly production capacity of the Indian licences.
22. Limiting Dimensions & Weight data and certificate
The dimensions and weight of the equipment are to be kept to minimum, without impairing the
performance. Net weight of each item is to be recorded in the presence of the inspector and a certificate
to that effect is to be submitted along with supplies. Weight of each sub-unit is to be indicated on
drawing. The limiting dimensions of control panels and equipments shall be included in the offer
document.
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Annexure - F
TANK LEVEL INDICATION SYSTEM
1. The scope of IPMS vendor is to design, develop and supply Tank Level indication system based on
hydrostatic pressure sensing type sensor as an integral part of IPMS. All the wetted parts of the level
sensors shall be non ferrous and sea water resistant and shall have suitable IP rating for continuous
operation in submerged condition. All level transducers should have EEX i.e. IIB T4 certification for
hazardous areas use. The overall responsibility of supply, interfacing with IPMS STW and commissioning
of TLI system shall be in the scope of IPMS vendor. The TLI should indicate fluid position in terms of tons
and litres in various tanks & spaces, onboard ship, as indicated at Table-1 locally as well as at remote
positions
2. The indicative list of major deliverables envisaged for the TLI system are shown below:-
(a) One sensor for each tank along with vented cable.
(b) Connection box per sensor with cable glands for connecting sensor cable.
(c) Local display unit per tank.
(d) Necessary flange fittings with cable glands and sensor stopper assembly for top mounted
level sensors.
(e) Isolating valve with flange fitting for side mounted sensors. The isolating valves are to be
Type approved by Class.
(f) Cable glands, ‘O’ rings and other necessary installation materials.
(g) Any other equipment and accessory that would be required for the successful proving of the
TLI system
3. All tanks are to be fitted with independent level sensors including intrinsically safe type sensors with
barrier units and all processing for monitoring/ alarm to be undertaken by IPMS. The display unit must
indicate the level of fluid in respective tank (numerical) and must also display the percentage capacity of
each tank (in numerical and graphical display bar). Each display unit is also to be provided with low-level
and high-level audio-visual alarm with acknowledge / resetting facility. All TLI sensors will be terminated
to RTUs directly and local display units to be connected to RTUs ( non liner signals processed to linear
signals). Supplier is to provide seamless solution and not a third party TLI system.
4. This technical specification specifies the type of level indications required at various positions,
details and location of tanks (capacity & type of fluid filled). However, the bilge content sensors will be of
top mounted type.
5. The system will have local display units (LDUs) for group of tanks as per Table 2. The grouping of
LDU’s will be deliberated during detailed design phase. The indication panels are to be drip proof and
meet the environmental conditions as indicated in the SOTR. Firm to provide seamless integrated TLI
system with IPMS i.e. connected directly to RTUs. Local display unit is to indicate tank content in weight /
volume (for each 2 tones and below) with the help of selector switch / button. There should be a vertical
bar showing percentage of volume. The LDUs are to be drip proof and its components mounted rigidly on
frame structure. The unit is to be suitable for maintenance from the front after opening of door. Local
Display Units are to be type tested meeting JSS 55555 with the following specifications:-
(a)Ingress protection of enclosure IP 56
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(b) EMC compatibility to MIL STD 461 E

(c) Environmental and operational tests
(i) Vibration Test
(ii) High Temperature Tests
(iii) Damp Heat Test
(iv) Drip Proof Test
(v) Bump test
(vi) Shock Impact Test
6. Remote Indications (in IPMS console) will display the actual level in all the tanks in a cyclic / mimic
manner as per the grouping provided at Table-3. In case of an emergency (low level or high level) the
message should take priority and pop-up immediately.
7. Selection of Pressure sensors for tank level indication are to be in accordance with Def Stan 02-605
Part-1
8. The following maximum temperature range can be considered for TLI sensors .
(a)For FO system maximum shall be 70 degree c
(b) For LO system for DA & RGB/GT/CPP maximum temperature to 150 degree c
(c) For bilge system/ FW system //Trim & Heel tanks max temp is 70 degree c
9. All TLI sensors are to be type approved by Class.
10. All TLI sensors shall be directly interfaced to RTU.
11. The Responsibility Matrix for supply/ interfacing with IPMS/ Installation/ STW/ Trials/ Commissioning
of TLI System will be as per Table- 4
12. Sensors for Avcat tanks are to be intrinsically safe. Necessary type approval certificate form statutory
body /class society to be submitted by the supplier along with supply of type test certificate from
classification society for the other sensors
Documentations/ Drawings
13. Binding & ‘As-made’ drawing to include following ( binding data & drawing to be submitted within 04
weeks of LOI):
a) Details of sensor along with installation flanges (details to include sensor
mounting arrangement for tank top/ side entry removal facility)
b) Details of interconnection diagram with terminal details
c) Detail of terminal box
d) Details of sensor bracket for inside mounted sensor
e) Electric circuit diagram
f) G.A drawing of various tank content gauge items, MCR panel & Local
Display Panel
14. FATS/HATS/SATS Documents – All trials documents must be prepared by OEM. The same will be
submitted to GRSE and IHQ for approval. The trials will be conducted as per approved documents.
15. Drawing Approval Procedure - Procedure to be followed for approval of Manufacturing / Detail
drawing:- 04 ( four ) copies of drawings from suppliers’ are to be forwarded to GRSE for scrutiny by
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shipyard from installation point of view. The Dwgs, post incorporation og GRSE comments will be
forwarded to Production Directorate of IHQ/ MOD (Navy) / ( DSP) with shipyard comments / observations
on installation point. On receipt of comments from IHQ/ DSP, approval on submitted Drgs will be
accorded by GRSE.
16. Documentation – Apart from Dwgs, FATS/HATS/SATS, No. of copies of documentation

(installation, maintenance, operation manual in IETM level 3 format) will have to be supplied as per scale
indicated in IPMS main SOTR
Inspection/ Test/ Trails
17. Inspection responsibility is indicated below
(a)Inspection Authority – Class/ IHQ (DQA WP) - Sensors & Display units for TLI system should be
classification (ABS) approved type. Necessary type approval certificate from the classification
society to be provided by the supplier. For Valves and other hardware for the system,
Manufacturers Test certificate and Guarantee certificate must be supplied by OEM
(b) Installation inspection – GRSE QA & WOT (Kol) – Guidance document for the same to be
prepared by OEM and submitted to GRSE & IHQ for approval. Calibration certificate for the same
must be provided and details to be incorporated in guidance document. The calibration must cater
to actual tank filling data/parameters during commissioning of the system
(c) Trials – (FATS/HATS/SATS) – (i) IHQ/ ABS for FATS
(ii) WOT (kol) / GRSE for HATS/SATS
Installation / Commissioning Assistances
18. The firm should ensure deputation of competent technical representative from nominated vendors
of TLI system during installation, test/ trials. IPMS vendor will be responsible for performance of complete
TLI system. Contingency spares for installation, test, trials, defectation will be arranged by Firm and the
same shall be forwarded along with the reps deputed for technical assistance to meet the exigencies.
Necessary technical services for during installation (including dismantling & re-assembling)/ Calibration/
Operation/ Defect Rectification etc are to be rendered/ arranged by the firm and in case of requirement of
expertise and involvement of OEM TLI system is found necessary, the same would be arranged by the
firm
Preservation
19. Preservation requirement, as indicated in IPMS main SOTR must be followed. As a general
guideline,13. all items of TLI system to be supplied duly preserved for 24 months for tropical storage .
All items to be supplied in cocooned covers with indication. Receipt inspection /establishing shortfall/de
preservation to be carried out as per IPMS Mian SOTR
List of Approved vendors for TLI system as per Build specification.
20. TLI is to be sourced from only approved vendors.

(a) M/s Nivo Controls, Indore
(b) M/s Pune Techtrol
(c) M/s Elcome Marine Services (P) Ltd, New Delhi
(d) M/s Navicom technology International Pvt Ltd, Mumbai
(e) M/s SBEM Pvt Ltd, Pune
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TABLE 1-TANK DETAILS
Type of
Maximum depth in Capacity
SL NO NAME OF TANK Mounting
mm (Approx) in Tons
1 FW Tank-1 1200 30.00 Top
2 FW Tank-2 1200 29.99 Top
3 FW Tank-3 1200 20.89 Top
4 FW Tank-4 1200 20.88 Top
5 FW Tank-5 1830 22.50 Top
6 FO Tank-2 1400 21.56 Top
7 FO Tank-1 1400 21.56 Top
8 LO Tank 770 1.87 Top
9 FO RU Tank-MER 2000 4.00 Side
10 FO RU Tank-MER 2000 4.00 Side
11 FO RU Tank-AER 2000 4.00 Side
12 FO RU Tank-Mission DA 825 0.38 Side
13 LO RU Tank-MER 1250 1.35 Side
14 LO RU Tank-MER 1200 0.90 Side
15 Drain Tank in MER 770 1.14 Top
16 Water Ballast Tank-1 3785 70.06 Top
19 Water Ballast Tank-4 2590 19.78 Side
20 Water Ballast Tank-5 2590 19.78 Side
21 Dirty Oil Tank 770 0.66 Top
Only Low level
22 STLO Tank Alarm Indication
23 STLO Tank
** Required valve ( along with flanges) for side mounted type tank content gauge & Tank
pad for all gauges will be supplied by Firm. Technical detail (size, material) of these items is
to be mentioned in the technical offer.
** Pad for low level alarm is to be provided.

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TABLE-2
(SUMMARY ARRANGEMENT OF LOCAL INDICATION PANELS OF TANKS)
SR. INDICATION PANEL TANK DETAILS TOTAL

NO LOCATION NUMBER OF
[Compt. Name (No.)] INDICATIONS
IN THE PANEL
01 LOBBY (FR. 11-14.5) WB Tank-1, WB Tank-2, WB Tank-3 4
02 MER LO Tank, Dirty Oil Tank, Drain Tank, 4 x 02
RUFO Tank-1, RUFO Tank-2 & RULO
Tank-1
03 AER FO Tank-1, FO Tank-2, RUFO Tank- 4
3, RULO Tank-2
04 LOBBY(FR. 79-84) WB Tank-3, WB Tank-4, FW tank 5 4
05 24 Troops Mess FW tank 1, FW tank 2, FW tank 3 4

FW tank 4
06 Mission DA Room/ RUFO Tank for Mission DA Room 1

Passageway
TABLE-3
(DETAILS OF REMOTE DISPLAY GROUP)
SR. NO. CATEGORY TANK DETAILS

Fuel Oil Tank Nos. 1 & 2.
F.O. Ready Use (F.O.R.U) Tank Nos. 1,2 & 3
01 Group - 1
RUFO Tank for Mission DA Room
LO Tank, RULO Tank-1 & 2

02 Group – 2
Fresh water Tank Nos. 1 to 5

03 Group - 3
04 Group - 4 Ballast tanks 1 to 5
Dirty Oil Tank (Non Usable)
05 Group - 5 Drain tank
06 Group- 6 Bilge Content in MER & AER

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TABLE-4
(RESPONSIBILITY MATRIX)
Sr. Responsibility
Item description Quantity Remarks
No. for supply
Supply of Tank level sensors As per Fitment by GRSE
01 along with fixing arrangement, system IPMS Supplier under supervision
cables, clamps, glands, requirement. of the supplier.
** PADS, by
As per
Pipe / pad connection on the GRSE
02 system Fitment by GRSE
tanks and isolation valves. ** VALVES by
requirement.
IPMS Supplier
Indication panels at various As per Fitment by GRSE
03 locations along with mounts and system IPMS Supplier under supervision
bolts. requirement. of the supplier.
As per Fitment by GRSE
Interfacing With IPMS & Display
04 system IPMS Supplier under supervision
in all MFCs.
requirement. of the supplier.
All other system components
As per Fitment by GRSE
(software & Hardware) for
05 system IPMS Supplier under supervision
entire tank gauging
requirement. of the supplier.
instrumentation system.
Test equipment, special tools
As per
required for STW/
06 system IPMS Supplier By supplier.
commissioning/ calibration /
requirement.
HATs / SATs
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Annexure - H
DETAILS OF MOTORISED VALVE
General Requirement of valve is appended below the table
Suction/ FITTING
SYSTEM NB TYPE QTY.
discharge NO
BILGE 65 SD GLOBE VALVE suction BF 00101 4
65 SD GLOBE VALVE suction BF 00104
Ballast system
65 SD GLOBE VALVE BF 00701
interface
Ballast system
65 SD GLOBE VALVE BF 00801
interface
80 BUTTERFLY VALVE Tank filling BSF 00402 10
BALLAST
125 BUTTERFLY VALVE Tank suction BSF 00502
100 BUTTERFLY VALVE Tank filling BSF 00706
BUTTERFLY VALVE (suitable for Pump suction 3
200 SVF 01101
SALVAGE submerged operation)
BUTTERFLY VALVE (suitable for Pump suction
150 SVF 01701
submerged operation)
BUTTERFLY VALVE (suitable for Pump suction
150 SVF03401
submerged operation)
FUEL 80 BALL VALVE Pump suction FTF 00602 4
80 BUTTERFLY VALVE Tank filling FTF 00101
80 BALL VALVE Pump suction FTF 00302
80 BUTTERFLY VALVE Tank filling FTF 00103
FIRE MAIN Pump 9
65 SDNR GLOBE VALVE FF 00301
discharge
50 SD GLOBE VALVE Isolation valve FF 00505
Pump
65 SDNR GLOBE VALVE FF 02501
discharge
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Overboard
65 BUTTERFLY VALVE FF 03901
connection
Overboard
65 BUTTERFLY VALVE FF 00401
connection
Total 30
MATL SPEC/ RATING: GM to BS 1400 LG4C.

REFER DRAWING NO: 2092 -99/ 207326 FOR GM FLANGE (PRESSURE RATING: PN 10)
General Requirement for RC Valves
1. The suppliers’ offer shall contain minimum of the following documents:
i) Valve GA Drawing and Actuator separately and combined (fitted with actuator)
ii) Weight of Valve/ Valves with Actuators
iii) Clause wise Conformation Matrix of general requirement as indicated below.
iv) Description Of Valve with Nom Bore/ Fitting No etc.
v) Model/ Make/ Type & Details of El. Actuators offered for the valves.
vi) Maxm. Torque required by the Valve to operate in extreme
condition.
vii) Travel Time from full open to full Close of Valve with El.
Actuator.
viii) Electrical Ckt. Diagram/ Motor & Other Electrical item details
ix) Lubrication requirement with Grade of Lubricants.
x) Painting scheme of Actuators
xi) Power consumption of Actuators at average load.
xii) Necessary technical services for Valves with Electrical during installation (including dismantling &
re-assembling)/ operation/ defect rectification etc are to be rendered/ arranged by OEM of Valves.
2. Documentation: as per IPMS main SOTR
3. Valve GA drawing is to be submitted to GRSE for dimensional clearance by GRSE prior

manufacturing
4. The equipment manufacturer shall submit a quality inspection and control plan (QAP), for valves
for comments by GRSE.
5. Inspection & Testing / Trials. – as indicated in Main IPMS SOTR i.e MTC and GC
6. DUE TO SPACE LIMITATIONS ON BOARD THE SHIPS, THE OVERALL SIZE OF VALVES,
INSTALLED WITH ACTUATORS, ARE TO BE AS MINIMUM AS POSSIBLE. FINAL DIMENSION OF
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THE VALVE MUST NE INDICATED IN THE OFFER. SAME WILL BE DELIBERATED DURING TNC.
FINAL LIMITING DIMENSION WILL HAVE TO BE AGREED BY THE FIRM AS PER TNC
7. DESIGN PARAMETERS
DESIGN CODE : BS 5154 / NES 375/DOS(E) 422/ ECONOSTO STD.
FLUIDS HANDLED : Sea Water / Oil (LO, FO, Hyd Oils, AVCAT) / FW /CW
2
OPERATING PRESSURE : 10 Kg/Cm , if not otherwise indicated
OPERATING TEMPERATURE: 120 C (MAX) FLUID VELOCITY: 3-5 Mtrs/Sec
8. END CONNECTIONS:
8.1 End flanges (for Flanged Type Valves) shall be cast or forged integral with the body.
8.2 Flanges are to conform to DIN standard PN 10. Refer Flange dwg No. 2092-99/ 207326
6.4 Counter flanges to be provided along with fasteners and gaskets
9. LIFTING ARRANGEMENTS:
All valves 80 NB & above shall be provided with permanent lifting arrangement for ease of handling
on board the ship.
10. GALVANIZING:
Galvanizing of any of the parts required shall be Hot Dip galvanized conforming to NES 7764/BS
729.
11. PASSAGE OF FLOW:

11.1 The body end port shall be circular & the numerical values of the diameter in millimeters shall
be as close as possible to the value of DN (NB).
11.2 The passage for the flow of fluid shall be clear & smooth. The flow area shall generally not be
less than 95% of bore area.
11.3 The area through the seat shall not be less than that of a circle diameter corresponding to the
nominal diameter.
11.4 Vendor to provide Cv values of valves offered. Same to be indicated in GA
11.5 Vendor to provide Pressure drop across the valve. Same to be indicated in GA
11.6 Vendor to provide the actual torque (CERTIFIED) required for the valve operation of the
offered valves
12. Electrical Actuators
(a) The Actuator is to be considered as an integral part of valve & to be designed to the corrosion
requirement of valves.
(b) The Power Actuators are to be supplied along with the valves, as Specified in RFQ. Performance
guarantee of Actuators with the valves is to be undertaken by Valve manufacturer.
(c) Necessary Limit switches/ Potentiometer for Remote Indications & El. Motor closing at extreme
positions are to be supplied/ fitted.
(d) Actuator mounted on Valve (directly or with Gear Box) for multi-turn application & quarter turn
application should be able to rotate by 90 / 180 / 270 wrt the axis of Valve on which the
Actuator is mounted.
(e) Actuator mounted on valve to be fixed in such way that no additional supporting clamping
arrangement is necessary when the axis of installed Valve is vertical.
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 94 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
(f) Necessary Cable Glands are to be supplied by supplier for El. Cabling work on board the ship.
The size/ qty etc of Cable Glands would be finalized after completion of detail engg.
13. Valve size and qty as per Annexure H
NOTE: - The limiting dimension (max variation 10%-15%) for the complete motorized valves is as
follows (max total space available for fitment of valve inclusive of motor):
Size Length Width/Depth Height (from base –top)

50- 125 NB 450 425 500
150-200 NB 550 500 600
L
W
H
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 95 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 96 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
Annexure - I
SINGLE LINE DIAGRAM OF MAIN SWITCH BOARD

Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 97 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08
Kolkata-700 024 RN/2092-99/LW/G01
For IPMS
Sheet: 98 of 98
(Ordering SOR)
Yard No. 2092- 99 Rev. No. 08

India IPMS Demand

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गार्डेन रीच शिपबिल्र्डर्स एण्र्ड इंजिननयर्स शिशिटे र्ड

Garden Reach Shipbuilders & Engineers Limited

(भारत र्रकार का उपक्रि) (A Govt. of India Undertaking)

ANNEXURE - A (Technical Offer)

NAME & ADDRESS OF THE BIDDER *

BIDDER'S REFERENCE NO./DATE *

CONTACT NO., FAX NO, e-mail OF THE BIDDER*

RIO-16 CHANNEL DIGITAL INPUT

3 30 610502012103 CONTRACTOR (0NO+4NC) 1 EA

1400014240-47 MODIFICATION IN HARDWARE, SOFTWARE OF IPMS TO INCORPORATE INTERFACE REQUIREMENTS'

SPECIAL TERMS & CONDITIONS OF

SPECIAL TERMS & CONDITIONS:

1. Tender must be submitted in system generated data sheet format which is

Following Points are to be noted:-

Commercial Terms & Conditions:-

01. Scope of supply: Items are to be supplied as per RELEVANT DOCUMENTS.

04. Delivery Schedule:

Yard Material Delivery Schedule Installation Schedule

05. Payment Terms :

08. Customs Duty: As per extant govt. rules.

10. Inspection Authority:-

15. Polices for MSME:

In addition of above, following is also to be noted:-

For GARDEN REACH SHIPBUILDERS & ENGINEERS LTD.

*****************End of Document *****************

01 Revised as per IHQ/DSP letter SP/9902/54/IPMS dated D. K. Ghosh 29.06.13

02 Revised based on Pre-bid meeting held at IHQ/DSP on D. K. Ghosh 21.08.13

03 Para 1.10.7 & 1.10.8 of Annexure-B revised. D. K. Ghosh 03.09.13

04 Quantity of RC valve for fuel system changed. Annexure-H D. K. Ghosh 09.09.13

07 Para 4.1.11 added to incorporate fail safe operation D. K. Ghosh 30.11.16

08 Para 4.1.12 added as per L&T fax L&T-EBG/ESE/SP/GRSE/ D. K. Ghosh 22.12.16

APPROVED VIDE IHQ FAX SP/9902/54/IPMS DATED

1.5 Characteristics Design Features of IPMS

3.1.1 Propulsion Control System (PCS)

Two sets of Propulsion machinery, each comprising of:

3.1.2 Automated Power Management System (APMS)

3.1.3 Battle Damage Control System (BDCS)

3.1.4 Auxiliary Control System (ACS)

4.1 System Configuration

4.1.1 Digital Platform Controller

4.1.2 Remote Terminal Units

of the propulsion plant for Dynamic Analysis purposes.

4.1.3 On-Board Team Training System:

4.1.4 Human Machine Interface:

4.1.5 Equipment Health Monitoring:

4.1.6 Uninterruptible Power Supplies:

Horizontal 530 TVL

4.1.8 Data Transmission Bus:

4.1.9 Data Logging:

a) Selective Data Logging of I/O Signals

b) Running Hours Logging.

c) Sailing Profile Recording.

(i) Perform automatic logging of predefined ship parameters.

d) Watch Changeover Logs.

(i) Perform automatic update of certain fields in the log.

4.1.10 Portable Operating Unit (POU):

4.1.11 Portable Diagnostic Unit (PDU):

4.1.11 Fail Safe Operation:

4.1.12 Modifications in hardware, software, documentation of IPMS to incorporate interface requirements

4.3 Dynamic Analysis

End of Document