Category: Company News

Safety-related systems, such as Safety Manager, are designed to prevent the EUC from entering a dangerous state and to mitigate any EUC that has gone into a dangerous state.

For these functions a safety related system can be split in:

Emergency shutdown systems, operating in the prevention layer of “The concept of layers of protection” on the previous page.

Fire and gas detection and control systems, operating in the mitigation layer of “The concept of layers of protection” on the previous page.

For more information see also:

Safety Integrity Level (SIL)

Safety layers of protection

Process Under Control (PUC)

PUC is EUC expanded with regulations to prevent the process from running out of control or to mitigate the consequences when it does run out of control.

Where PUC is concerned, Safety Manager monitors the process for abnormal situations. Safety Manager is able to initiate safety actions and process alarms.

Such actions and alarms can be caused by abnormal situations in the:

Process

Safety loops

Safety system itself.

For more information see also

Safety Integrity Level (SIL)

Safety layers of protection

Equipment Under Control (EUC)

Safety Manager cabinets

Safety Manager cabinets are generally encased in steel cabinets for mechanical protection of the electronic equipment. Compliance with CE directives further requires Safety Managers to be properly covered.

Safety Manager main components

Safety Manager typically consists of the following main components:

Cabinet enclosure.

Power supply system consisting of power supply units (PSUs) generating 24 V DC (and 48 V DC or 110 V DC if needed), main switches and power distribution rails.

Controller chassis with QPPs, communication modules, 5V supply modules and a Battery and Keyn switch module.

Input/output chassis with all input and output modules.

Field termination assemblies (FTAs) and/or terminals.

Safety Manager environment

The most common environment for a Safety Manager cabinet is an air-conditioned equipment/control

room.

If the Safety Manager cabinet is to be used in an outdoor environment, special attention should to paid to:

Minimum and maximum ambient temperatures

Humidity

Protection grade (IP grading).

Control Processor modules

Control Processor modules must be placed in pre-defined locations inside the Controller chassis (for more information see Chassis). These locations are identical for all configurations. In some configurations, not all positions need to be filled (dummy casings or a cover plate may be used instead).

IO Modules

The locations of the IO modules inside the IO chassis (for more information see Chassis) are not predefined. They are defined by the user in the Hardware Configurator option of the Safety Builder software. To ensure proper interfacing with the field devices (wiring, etc.) and to prevent damage to equipment, the IO modules must remain in their designated location. Insertion of a module in a slot that was intended for an other type of IO module, can result in defects to this module and/or the connected field devices. To prevent this, each IO module has two holes in unique positions in its rear connector. Coding pins are inserted at the corresponding locations in the IO backplane connector, so each slot in the IO chassis can only accept the correct type of IO module.

Connectors

Every IO module has a connector that is plugged into the appropriate chassis connector and a flatcable with connector (on the front side) that must be placed in the bus-print at the front of the IO chassis.

The ” IO module connector (left) and IO chassis connector (right)” below on the next page shows the layout of the module connector and chassis connector for IO modules. It clearly indicates the positions for the coding holes (in the module connector) and the coding pins (in the IO backplane connector).

Type number identification

This section describes the identification method for type numbers of Safety Manager products. This method is in line with Honeywell SMS standards. Type number identification is done in such a way that several aspects of a specific product can be recognized. For instance the functionality of the module, how it is connected (terminated) and applicable power details are coded and included in the product type number.

Identification

A type number consists of several coded elements. These elements are pre-defined and controlled by Honeywell SMS product management. Identification of elements is done at two different levels; these levels are listed below.

Main elements at type-number level.

Each type number has three main elements:

Each element represents a distinct aspect of the module.

For more information, see below Identification of type numbers – main elements.

Sub elements at module level.

A module element consists of several sub elements. Each element represents a distinct aspect of the module

For more information, see below Identification of modules – sub elements.

Identification of type numbers – main elements

Main elements – overview

Main elements of a type-number are:

Example FC – SDI-1624 V1.1 where:

Prefix code – explained

As a rule, Honeywell SMS products have type numbers that start with a distinct prefix. In this way products related to Safety Manager can always be recognized directly in overall Honeywell SMS product listings.

A prefix code must be included in the type number wherever a type number is used. However, in some cases the prefix may be excluded if the type number including the prefix becomes too long.

A prefix can be omitted in the following cases:

type number printed on IO module front,

type number printed on IO converter modules.

Fuse derating

“IEC certified fuses can operate continuously at 100% of the temperature derated current. However fuse manufacturers recommend in general to use an additional current derating of 25% for reliable continuous operation. This means that fused relay outputs and fused supply outputs are recommended to be rerated to 75% of the (temperature derated) maximum output current”.
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The Communication Module (CM) is a one-to-one interface to the MPs. The Trident v2 CM enables communication with:

• External host computers

• Distributed control systems (DCS)

• Open networks

• Network printers

• Other Trident v2 systems

• Tricon version 9–10 systems

A single Trident controller can support up to two CMs on one CM Baseplate. Each CM operates independently and supports three RS-232 or RS-485 serial ports and two Ethernet ports per CM.

Two CMs can provide redundant communication connections or additional independent communications ports.

Product Specifications

Communication Capabilities

Each CM provides the following communication capabilities:

• Serial ports

• Network ports

• Multiple protocol support

Serial Ports

Each CM provides three optically isolated RS-232 or RS-485 serial ports which are user-configurable for Modbus point-to-point or multi-point (network) connections. Transmission rates up to 115 kilobits per second per port can be selected.

Network Ports

Each CM provides two network ports which are configured as follows:

One 10-megabit Ethernet port, with the following connectors:

• 10BaseT

• Attachment unit interface (AUI) for a 10-megabit media adapter unit (MAU) One 100-megabit Ethernet port, with the following connectors:

• 100BaseTX

• Media independent interface (MII) for a 100-megabit MAU

Media adapter units may be used in place of the 10/100 BaseT RJ-45 twisted-pair connections to convert the CM network ports to other Ethernet media types or to extend network distances.

Supported Protocols

Each CM serial port supports these protocols:

• Modbus master (RTU)

• Modbus slave (ASCII or RTU)

Each CM network port supports these protocols:

• TSAA (UDP/IP)

• TSAA with IP Multicast (UDP/IP)

• TriStation

• Peer-to-Peer (UDP/IP)

• Peer-to-Peer (DLC)

• Modbus Master or Slave (TCP)

• Triconex Time Synchronization via UDP/IP

• SNTP Triconex Time Synchronization

• JetDirect Network Printer Server DLC/LLC

NOTE

The Trident CM supports a maximum of four Modbus TCP ports.

Each CM Net1 network port supports Triconex Time Synchronization via DLC.

Logic Power for CM

Logic power is supplied by the MP Baseplate.

Product Specifications

Common Features for I/O Modules and Baseplates

The Digital Input (DI) Module and Baseplate shown below serve as examples for all of the Trident I/O modules and baseplates, whose appearance is similar. The following pages provide detailed specifications for all of the I/O modules and baseplates.

Each I/O module occupies one of two slots on the baseplate that constitute an I/O set. The left module occupies the slot below the “L” label on the base plate and the right module occupies the slot below the “R” label. At any time, the status of either the left or right module can be active or hot-spare depending on which module is in control.

All types of I/O modules support a hotspare module. Each module is mechanically keyed to prevent improper installation in a configured baseplate.

Each I/O Baseplate includes one I/O Interconnect Assembly, one Slot Cover, and one Terminal Cover.

For most types of I/O baseplates, the wiring for field devices is connected directly to terminals on the baseplate, which are compression terminals that are compatible with 24 to 12 (0.2 mm2 to 3.3 mm2) AWG wiring.

The maximum operating temperature for all types of I/O modules is 158° F (70° C) ambient.
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Key Points

Delta Air Lines CEO Ed Bastian called President Donald Trump’s tariffs “the wrong approach.”

The airline cut its growth plans and said it can’t reaffirm its 2025 financial guidance.

Delta last month lowered its first-quarter forecast due to disappointing bookings.

Delta Air Lines won’t expand flying in the second half of the year because of disappointing bookings amid President Donald Trump’s shifting trade policies, which CEO Ed Bastian called “the wrong approach.”

The carrier said it is too early to update its 2025 financial guidance, a month after it confirmed the targets at an investor conference, though Delta said Wednesday it still expects to be profitable this year. Last month, Delta cut its first-quarter earnings outlook, citing weaker-than-expected corporate and leisure travel demand.

It is a shift for Delta, the most profitable U.S. airline, which started 2025 upbeat about another year of strong travel demand, with Bastian predicting it would be the “best financial year in our history.”

Bastian’s new comments show growing concern among CEOs about consumers’ souring appetites for spending and the impact of some of Trump’s policies. In November, Bastian said the Trump administration’s approach to industry regulation would likely be a “breath of fresh air.”

Wall Street analysts have slashed their earnings estimates and price targets for airlines in recent weeks on fears of slowing demand.

“In the last six weeks, we’ve seen a corresponding reduction in broad consumer confidence and corporate confidence,” Bastian told CNBC. He said that demand, overall, was “quite good” in January and that things “really started to slow” in mid-February.

Bastian said main cabin bookings are weaker than previously expected. He said that travel demand that was growing about 10% at the start of the year has since slowed because some companies are rethinking business trips, the Trump administration has cut the government workforce and markets are reeling. The White House didn’t immediately respond to a request for comment.

Bastian said international and premium travel, which has been growing faster than sales from the coach cabin, have been relatively resilient.

Delta planned to expand flying capacity by about 3% to 4% in the second half of 2025, Bastian said in an interview. Now the carrier’s capacity will be flat year over year.

Delta Air Lines planes are seen parked at Seattle-Tacoma International Airport on June 19, 2024 in Seattle, Washington.

Kent Nishimura | Getty Images

“We expect this to be the first of many 2H25 capacity reduction announcements from the airlines this quarter,” TD Cowen airline analysts Tom Fitzgerald and Helane Becker wrote after Delta released its outlook.

Some of the future capacity cuts could include Canada, where U.S.-bound travel has declined, and Mexico, Delta President Glen Hauenstein said. For Mexico, he said there is less demand for travelers visiting friends and family rather than a drop in business travel.

“With broad economic uncertainty around global trade, growth has largely stalled,” Bastian said in Wednesday’s earnings release. “In this slower-growth environment, we are protecting margins and cash flow by focusing on what we can control.”

Delta is the first of the major U.S. carriers to report earnings. United, American, Southwest and others are scheduled to report later this month.

Tariffs and potential retaliatory duties could drive up the costs of imported components for the U.S. aerospace industry.

Delta’s Bastian, however, said the company will defer any Airbus aircraft that is affected by tariffs. Airbus produces airplanes in Europe but also uses imported components in its Mobile, Alabama, factory.

Delta’s stock, along with other airlines, rallied after Trump’s surprise announcement that he would lower some tariff rates for 90 days. Its shares rose more than 23% though they’re still down almost 27% this year.

Here’s how the company performed in the three months ended March 31, compared with what Wall Street was expecting, based on consensus estimates from LSEG:

Earnings per share: 46 cents adjusted vs. 38 cents expected

Revenue: $12.98 billion adjusted vs. $12.98 billion expected

In the first quarter, Delta’s net income rose to $240 million, up from $37 million last year, with revenue up 2% year over year to $14.04 billion.

Stripping out Delta’s refinery sales, Delta posted adjusted earnings per share of 46 cents, up 2% from last year and above analysts’ expectations, and adjusted revenue of $12.98 billion, up 3% from last year and in line with Wall Street expectations.
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Key Points

President Donald Trump’s executive orders repealing diversity, equity and inclusion policies could worsen workplace conditions for women in skilled trades, where harassment is common, tradeswomen leaders said.

The trades — occupations such as construction, welding and carpentry — have some of the smallest shares of female workers in the U.S., but they offer high salaries and competitive benefits, especially so for those without college degrees.

The Trump administration is trying to roll back what it has deemed “illegal DEI” practices, but many nonprofits, including a tradeswomen’s advocacy group in Chicago, are fighting back in court.

President Donald Trump’s executive orders restricting and repealing diversity, equity and inclusion policies bring a rash of uncertainties about what lies ahead for women and other minority groups in the workforce.

These changes create a particularly fraught environment for women in skilled trades — occupations such as construction, welding and carpentry.

Skilled trades offer competitive salaries and benefits, especially so for those without a college education, but they have some of the smallest shares of female workers among all occupations in the U.S., according to a government survey. The Institute for Women’s Policy Research, which compiled data from the U.S. Bureau of Labor and Statistics, also reported that in 2023, women comprised 4.3% of workers in construction and extraction occupations, which include construction laborers, carpenters and electricians.

Kina McAfee, who has been involved in the skilled trades for 40 years, said she has seen discrimination persist across the trades. Harassment is common, she said, and at smaller worksites, a tradeswoman will often find herself the sole female worker.

A 2021 study from the Institute for Women’s Policy Research that surveyed women in trades showed 47.7% report they are held to a different standard than their male co-workers, face discrimination in many aspects of their work and sometimes deal with “an unsupportive if not hostile” environment. More than a quarter of the study’s respondents said they are always or frequently harassed for being a woman. The report also found that 44.4% of women in the study have seriously considered leaving the industry, with most citing discrimination or a lack of respect as reasons to leave.

McAfee worked as a carpenter between 1985 and 1995 in Chicago before becoming an instructor. She is now a coordinator for a carpenter’s union, guiding women in its apprentice program.

In an interview with CNBC, McAfee said some of the women she has spoken with have faced overt incidents of harassment, often verbal, and sometimes of a sexual nature. She said a tradeswoman told her that a foreman hit her on the buttocks with a shovel in front of other workers. Another woman told her that a worker locked her in a porta-potty on a jobsite, McAfee said, and one tradeswoman told her that a co-worker fondled her while on a lunch break.

“I just can’t count the number of young apprentices that come to me with some kind of … really bad story like this,” McAfee said. “But they refuse to allow us to contact their company. Because still, even in this day and age, you can be blacklisted and not be able to work.”

McAfee said these complaints have slowed somewhat over the past few years and that more men are willing to work alongside women than when she started in the field.

But she and other tradeswomen and nonprofit leaders across the country said Trump’s attack on DEI policies and the ideas behind them will erode that progress — and embolden some workers to discriminate against women.

‘What the government was looking for’

On the first day of Trump’s second term in office he signed an executive order titled “Ending Radical And Wasteful DEI Programs and Preferencing,” which rescinded policies requiring federal contractors to promote diversity and affirmative action.

The next day he issued another order, “Ending Illegal Discrimination and Restoring Merit-Based Opportunity,” which rolled back an array of executive orders issued over the past 60 years intended to curtail discrimination, including those meant to bolster the Equal Employment Opportunity Act.

“In the prior Trump administration, we found that violence and harassment of women increased on job sites without all of these anti-DEI initiatives,” said Meg Vasey, who worked as an electrician for 20 years and now serves as a policy committee co-chair for the National Taskforce on Tradeswomen’s Issues.

“This, no doubt, will increase and intensify that, not just for women, but for people of color, and then double for women of color,” Vasey said. “It’s anecdotal, but it’s national, and it’s clearly only going to intensify as things go.”

Jayne Vellinga

Courtesy: Chicago Women in Trades

Jayne Vellinga, executive director of nonprofit group Chicago Women in Trades, which trains and provides resources to tradeswomen, told CNBC her organization wouldn’t exist without federal incentives for diversity, which have helped bring more women into the skilled trades.

Vellinga said DEI efforts by President Joe Biden’s administration led to a palpable difference in the industry, with positive changes she thought weren’t possible a decade ago, and notably better reception from contractors, unions and apprenticeships.

She noted that a U.S. Commerce Department initiative, “Million Women in Construction,” announced by former Secretary Gina Raimondo in 2022 aimed to double the number of women in the industry to 2 million over the next decade.

“Understanding this is what the government was looking for, I think, created a level of receptivity that was unique, at least in my experience here at Chicago Women in Trades, which is 25 years,” she said.

‘Diversity is not illegal’

Chicago Women in Trades, which receives federal grants to help support its programs, is one of several nonprofits to sue the administration over Trump’s executive orders on DEI. The organization’s lawsuit alleges that the orders are vague and unconstitutional and will prohibit groups such as Chicago Women in Trades from doing any work at all.

“Diversity is not illegal. Equity is not illegal. Inclusion is not illegal,” the lawsuit says. “Diversity, equity, and inclusion are aspirational ideals that have for centuries been fundamental to our progress as a nation. Efforts to promote them do not violate federal civil rights laws.”

A White House representative, in an email to CNBC, said, “Protecting the civil rights and expanding opportunities for all Americans is a key priority of the Trump Administration, which is why he took decisive actions to terminate unlawful DEI preferences in the federal government.”

“Every man and woman in this great country should have the opportunity to go as far as their hard work, individual initiative, and competence can take them,” the representative said. “In America, grit, excellence, and perseverance are our strengths.”

Attorney Jessica Stender, the policy director and deputy legal director for legal nonprofit Equal Rights Advocates, pushed back against the idea that DEI policies are unlawful.

“This notion that DEI is illegal is really a false narrative, when it’s really intended to ensure underrepresented groups have the opportunities of everyone else,” she said.

‘The price of the paycheck’

Stender called harassment “the price of the paycheck” for women in trades. She told CNBC that some women “choose to put up with the harassment and discrimination” to attain the economic stability and benefits these jobs offer.

Vasey said her job as an electrician helped her support her family, buy a house, build a retirement fund, and maintain the economic stability to eventually attend law school.

Kelly McClellen

Kelly McClellen

Kelly McClellen, an operating engineer in Kansas for 28 years, told CNBC that even though she excelled at woodworking in high school, no one advised her to seek out jobs in construction.

“I had to find the career myself,” she said, adding that getting a construction job allowed her to provide for her child as a young single mother.

McClellen, who co-founded Heartland Women in Trades, a nonprofit that supports tradeswomen with the help of federal grants, said she hasn’t seen a lot of change in her area when it comes to letting girls know about these opportunities.

“We’re not educating the public about these good jobs — and that women are really good at these jobs,” she said.

Conditions for women in the trades have changed since she began her career, but not nearly enough, McClellan said.

She emphasized that workplace culture can be unfair for women in ways other than overt harassment. She said she had one boss who didn’t give her overtime hours, saying it was because, as a woman, she wasn’t the main breadwinner of her household. McClellen was married at the time and said her boss assumed her husband made more money than she did.

Vellinga, too, said women face barriers in the trades beyond harassment, right from the beginning.

They are less likely to know about opportunities, consider themselves eligible and receive mentorship, she said.

Women who are perceived to be “DEI hires” on worksites are given menial tasks and treated as if they are unqualified, which stymies their progress, she said.

“It is jarring to hear some of this talk about how just because someone is a woman or a person of color they are automatically less qualified than the white male applicant that didn’t get the job,” Vellinga said.

“But our experience has always been that women have to be more, not less, qualified in order to get opportunities in this industry,” she said.
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MARYSVILLE, Ohio — Honda Motor is launching the next generation of manufacturing operations in a historically unusual place for the 75-year-old Japanese automaker: Ohio.

Honda is completing more than $1 billion in new investments in the state this year, announcing Wednesday an increase from the $700 million initially announced. The upgrades most notably include the installation of six “giga presses” made famous by Tesla and a new “cell” manufacturing system for the battery casings of its upcoming electric vehicles.

The company’s emerging electric vehicle center in Ohio, including a separate $3.5 billion battery plant, will be the flagship of Honda’s global manufacturing operations. That includes its Marysville vehicle plant, which is capable of producing conventional, hybrid and electric vehicles on the same assembly line, officials said during a daylong tour of the plants.

“The Honda EV Center in Ohio is setting the global standard for people, technology and processes for EV production,” said Mike Fischer, head of Honda’s EV program in North America. “This is the footprint and signature performance we will use as we expand EV production regionally and globally.”

Such major manufacturing changes typically start in Honda’s native Japan before rolling out to plants in the U.S. and elsewhere, according to company officials.

The Ohio investments were initially announced in October 2022 as part of the Biden administration’s push for local manufacturing. They remain important amid President Donald Trump’s threats to raise tariffs on imports such as cars.

In 2024, Honda produced more than 1 million vehicles at five U.S. assembly plants. About 64% of them were sold in the U.S., and the rest were exported. The company has an assembly plant in Mexico.

Once completed, Honda will be able to produce about 220,000 vehicles a year at its Marysville plant, located outside Columbus in central Ohio. The 4 million square foot plant currently produces several Honda and Acura vehicles and is expected to produce the all-electric Acura RSX crossover later this year – Honda’s first electric vehicle.

The Japanese automaker was late to the game in investing in electric vehicles compared to other automakers. It currently sells two all-electric crossovers in the U.S. – the Honda Prologue and Acura ZDX – but those vehicles are built in Mexico by General Motors.

The new Acura crossover will be followed by the Honda 0 SUV and Honda 0 Saloon EV prototypes that debuted last month at the Consumer Electronics Show (CES) in Las Vegas.

The aluminum battery packs for the new electric vehicles will be produced at Honda’s engine complex near Anna, Ohio, the company’s largest engine plant in the world, having grown from a small rectangular building in 1985 to more than 2.8 million square feet.

“We are building this large-scale aluminum production technology for all Honda models,” said Tim Stroh, head of the electric vehicle battery box project. “Our goal is to roll this out to other products and other plants around the world.”

To produce battery packs and other electric vehicle parts, and potentially engines in the future, the company is installing six massive 6,000-ton high-pressure die-casting machines that will “supercast” the material, what Tesla calls “hypercasting.” The giant machines are the size of a small house and use tremendous pressure to shape parts. Currently, Honda’s die-casting machines in Ohio have pressures of up to 3,500 tons.

If done correctly, S&P Global Mobility says, Gigacasting could theoretically eliminate the welding of dozens of body parts by casting a single module, significantly reducing unit manufacturing costs.

Once the battery packs are cast, they are shipped from Anna to Marysville and other plants to be installed with battery cells from Honda’s joint venture with LG Energy Solutions and then used in final assembly of electric vehicles.

To assemble cells and battery packs in Marysville, Honda is installing nearly 60 flexible manufacturing “cells,” or areas, for assembling batteries. Unlike traditional assembly lines, where parts are installed while vehicles are moving, the new production process takes place in parallel with the main line in zones so that any potential slowdowns or problems don’t affect the main line.

“This is considered Honda’s second venture,” said Bob Schwyn, senior vice president of development and manufacturing at Honda of America. “We are using this opportunity to reimagine our approach to manufacturing.”

Honda calls its transition to electric vehicles, including fuel cells, its “second venture.” Although electric vehicle adoption in the United States has been slower than expected, the company is sticking with its previously announced goal of having zero environmental impact by 2050 through three key areas of action: carbon neutrality, clean energy and resource recycling.

The goal also includes selling exclusively zero-emission vehicles by 2040. Many other automakers have delayed or canceled such goals in recent years.

The investment of more than $1 billion in the existing Ohio plant also includes several new manufacturing processes and technologies to lower emissions and waste, including the use of a special form of structural aluminum that can be recycled and reused in electric vehicle battery packs.

“We are taking this opportunity to reimagine the way we produce and create new value in the area of ​​environmental responsibility,” Schwinn said. “This includes taking back end-of-life products and then recycling or reusing 100% of the materials, especially the limited materials in electric vehicle batteries, to essentially transform old Honda vehicles into new Honda vehicles.”
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