Cost: $50 million (This is
interpreted to mean the total cost for design, construction, and outfitting in
2001 dollars).
These
parameters are defined further by the science mission requirements described in
this document. It is envisioned that all or most of these vessels will fall in
the middle of the size range defined, that endurance will be 40 days, and that
science berths will be at least 20 with surge capacity to 25 or more. The
specified range has the potential for driving the size of the vessel beyond
what is economical and may be an area where compromise will be needed.
Draft
is a design element that should be considered carefully as the size of the
vessel evolves. A shallower draft, less than the 19-foot draft of the THOMPSON
Class vessels is desirable for operations in shallow waters and to allow
shallow depth mounting of ADCP transducers. On the other hand, a deeper draft
could increase sea-keeping capabilities (which is a high priority for these
vessels) and allow for increased endurance. The OCEANUS Class vessels that
these vessels will replace have a draft between 18 and 19 feet, which
contributes to their sea-keeping ability. Access to normal ports of call should
be considered so that the operation of this vessel is not too severely
restricted because of a draft that precludes all but a few ports.
Cost
will be a significant factor influencing the design, construction, and
outfitting of these vessels. The budget and funding mechanisms available to the
sponsoring agency for these vessels will determine the total budget for design,
construction, and outfitting. The FOFC plan sets this number at approximately
50 million dollars per vessel in 2001 dollars. The actual amount available for
detailed design and construction will be less than 50 million depending on how
much is required for project management, outfitting and preliminary design
costs. Long term operating costs should be considered carefully in the design
process so that decisions are not made that would drive up the yearly operating
and maintenance costs. These vessels should be nearly as capable as Global
Class vessels, but should use a smaller portion of the funds available for
ocean science support.
Accommodations &
habitability
Accommodations
Twenty
to 25 non-crew personnel in one or two-person staterooms with every attempt to
keep the number at the upper end of the range is highly desired. The number of
crew and therefore the total complement will be determined by the Coast Guard
Letter of Inspection, the support requirements for the scientific mission, and
proper maintenance of the vessel. The concept of including temporary
accommodations that can be used when needed (i.e., surge capacity) is important
to the flexibility of these vessels to support a wider range of potential
projects.
The
design of accommodations needs to be for optimum habitability for the normal
science party size, but with the ability to expand to larger science party
sizes when needed. Supporting infrastructure would be designed around the
largest possible complement. Shower and toilet facilities should support no
more than four people per unit when there is a normal size of science party.
Staterooms should be designed to optimize the available space. Providing basic
storage, washbasins, and limited workspace should be attempted in the design.
Additional storage and larger workstations could be provided in common space
elsewhere. Provisions should be made to accommodate gender imbalance.
The
maritime crew and resident technicians should be berthed in single person
staterooms to the maximum extent possible in order to promote crew retention
and the resulting expertise for supporting the scientific mission.
The
non-crew personnel (i.e., the Science Party) would consist of the personnel
from the various scientific programs, the assigned marine technicians,
technical support personnel for certain types of instrumentation (e.g. JASON II
group, OBS groups, coring groups, etc.), foreign observers, education and
outreach personnel, and anyone else not part of the maritime crew.
Habitability
Heating,
ventilation, and air conditioning (HVAC) appropriate to berthing, laboratories,
vans, and other interior spaces being served should be engineered and designed
to be effective in all potential operating areas. Laboratories shall maintain
temperatures of 70-75¡ F, 50% relative humidity, and 9 to 11 air changes per
hour in all intended operating areas, taking into account the full range of
external sea water and air temperatures. Maintaining internal environmental
conditions should consider the anticipated number of door openings (in a given
period of time), and/or the normal door positions (open or closed) for each
compartmentÕs intended purpose.
Air
circulation rates should meet shore lab standards and SNAME standards for HVAC.
At
least some lab space should be clean for chemical analysis. This analytical lab
space requires separate ventilation and/or organic filters, and, if possible,
located in a separate lab space or specialized van.
The
design should support maintaining acceptable noise levels throughout the ship
and utilize specifications and standards applicable to vessels (USCG NVIC
12–82, IMO Resolution A.468 (XII) and OSHA regulation: 29CFR1910.95).
These noise standards should be met as closely as possible at normal cruising
speeds or in Dynamic Position (DP) mode, with ventilation systems operating at
maximum levels, acoustic systems operating at maximum power, and with deck
machinery operating. Noise reduction engineering should be integrated with
design efforts at the earliest stages in order to incorporate noise level considerations
in decisions about layout and arrangement of spaces.
Vibration
should be minimized using ABS and/or SNAME standards, and provisions should be
made for mounting sensitive instrumentation in a manner to compensate for
vibration and ship motion. ShipÕs motion is an important design criterion that
will affect habitability and is addressed in the sea-keeping section.
Lighting
levels should meet shore laboratory or office standards (OSHA). Lighting levels
should be controllable for individual areas within labs to accommodate
requirements for microscope work or other low light requirements. The ability
to maximize the amount of natural lighting through the use of a sufficient
number of port lights in lab spaces, staterooms, and common spaces should be
included in the design.
HVAC
performance, noise, vibration, and lighting standards should be defined for all
occupied spaces on the vessel.
The
productivity of all personnel sailing in these vessels can be enhanced by
providing comfortable, aesthetically pleasing spaces, and by including, to the
extent possible, areas for off-hour activities other than staterooms and
workspaces such as a library, lounge, or conference room with tables, good
lighting, video capability, and etc. Providing equipment and space for exercise
should be considered. Staterooms should include connections to the shipÕs
network and entertainment systems, but they need also to be separated from the
noise associated with off-hour activities.
Operational
characteristics
Endurance & range
Total
endurance should be forty days, providing the ability to transit for 20 days at
cruising speed and for 20 days of station work (see station keeping and
towing). Some mission profiles will require continuous underway survey or
towing operations at speeds from 4 knots up to the normal cruising speed. The
ability to conduct this type of cruise for up to 30+ days is desired. The
design process should consider the impacts on engines, water making capability,
and other factors when on station or moving at slow speeds for extended periods
of time.
Up
to 10,800 nautical miles (20,000 km) total range at optimal cruising speed is
desirable. A minimum of 8,000 nautical miles at optimal cruising speed is
required. Range should be maximized without sacrificing sea-keeping ability and
without driving the size and cost of the vessel beyond available funds.
Speed
14 - 15 knots maximum speed
at sea trial in calm seas and 12 knots sustainable through sea state 4 (1.25
– 2.5 m wave heights) is desirable. An optimum cruising speed of at least
12 knots is desired, but should not come at the cost of decreased sea-keeping
ability, excessive fuel consumption, or excessive noise.
Speed control in sea state 4
or less (< 2.5 meters wave height) should be
0.1
knot in the 0-6 knot range and
0.2
knot in the 6-14 knot range.
Sea-keeping
Sea-keeping
is the ability to carry out the mission of the vessel while maintaining crew
comfort and safety, and maintaining equipment operability. It is an important
design criterion to maximize the sea-kindliness of these vessels and maximize
their ability to work in sea states five (2.5 – 4 m wave heights) and
higher within the constraints of their overall size. It is desirable for these
vessels to operate 75% of the time in the winter in the Pacific Northwest and
in the North Atlantic. Bilge keels, anti-roll tanks or other methods to reduce
the motions of these vessels should be used to enhance sea-keeping.
In
sea state four (1.25 – 2.5 m wave heights) the vessel should be fully
operational for all but the most demanding deployments and recoveries.
In
sea state five these vessels should be able to:
q
Maintain underway science operations at 9 knots
q
Maintain on station operations 80 % of the time,
including:
o CTD
operations 90% of the time
o Mooring
deployments 75% of the time
o Coring
operations 50% of the time
o ROV
or other sensitive deployment operations 50% of the time
q
Limit maximum vertical accelerations to less than 0.15
g (rms)
q
Limit maximum lateral accelerations to less than 0.05 g
(rms) at lab deck level
q
Limit maximum roll to less than 3 degrees (rms)
q
Limit maximum pitch to less than 2 degrees (rms)
At
sea state six (4 – 6 m wave heights) these vessels should maintain 7
knots and be capable of station operations 50% of the time.
At
sea state seven and greater (> 6 m wave heights), these vessels should be
able to operate safely while hove to.
These
motion criteria specifications should be verified as adequate and achievable
during the earliest concept design phase. Otherwise, other motion criteria that
result in ship motions that allow personnel and equipment to work effectively
can be utilized during the concept design phase as long as the intent of the
above sea keeping specifications is not sacrificed. Tables showing sea state
and the practical effects of ship motion are included as appendices V and VI.
Station
keeping
Station
keeping is the ability to maintain a position and heading relative to a station
or track line that allows the mission of the vessel to be completed. These
vessels should be able to maintain station and work in sea states up through 5
(2.5 – 4 m wave heights) at best heading.
Dynamic
Positioning (DP), using the best possible and multiple navigation inputs should
be possible, in both relative and absolute references in the following
conditions:
-
35 - knot wind
-
Sea state 5
-
2 - knot current
The
maximum excursion allowed should be ± 5 meters (equal to navigation accuracy)
from a fixed location for operations such as bore hole re-entry through sea
state 4 at best heading and up to ± 20 meters at best heading through sea state
5.
Track line following
The
vessel should maintain a track line while conducting underway surveys for
spatial sampling and geophysical surveys within ± 5 meters of intended track
and with a heading deviation (crab angle) of less than 45 degrees with 30 knots
of wind, up to sea state 5 (2.5 – 4 m wave heights) and 2 knots ÒbeamÓ
current. This target may be required for ship speeds as low as 2 knots.
Straight track segments shall be maintained without large and/or frequent
heading changes.
Ship
control
The
chief requirement for ship control is maximum visibility of deck work areas and
alongside during science operations and especially during deployment and
retrieval of equipment. This should be accomplished with a direct view to the
maximum extent possible and enhanced with closed circuit television systems.
Portable hand-held control units or alternate control stations could also be
used at various locations that enhance visibility and communications with the
working deck during over the side equipment handling. The functions,
communications, and layout of the ship control station should be carefully
designed to enhance the interaction of ship and science operations. For
example, ship course, speed, attitude, and positioning should be integrated
with scientific information systems. Voice communication systems between the
bridge, labs, working decks, and machinery spaces should be designed to
effectively enhance ship control during science operations. Also, an integrated
bridge management and collision avoidance system should be provided to help
ensure safe and efficient science operations in traffic congested coastal
waters. Autopilot and DP systems should be integrated with sophisticated
control settings that allow appropriate response levels for the type of work
being conducted. These systems should also be designed to enhance manual
control of the vessel whenever needed.
Ice strengthening
It
is desirable that two vessels (one in Atlantic & one in Pacific) in this
class have the capability to operate in the presence of 6/10 coverage of first
year ice and should be designed to meet the criteria for the appropriate ice
classification.
Over-the-side
and weight handling
Over-the-side handling
The
design of weight handling appliances to safely and effectively deploy, recover,
and sometimes tow a wide variety of scientific equipment should be considered
at the earliest stages of the design cycle so that they are integrated in the
earliest layout of spaces. The entire suite of over the side handling equipment
including winches, wires, cranes, frames, booms, and other appliances should be
considered as an integrated system and perhaps engineered and designed by a
single contractor/manufacturer. Designs for over the side appliances and
equipment should include innovative thinking and consider ideas that will
reduce the amount of human intervention necessary for launch and recovery of
equipment, both on wires and un-tethered, and that will control packages from
the water to the deck. These over-the-side appliances and equipment should also
be located so that deployment of equipment is unlikely to result in
entanglement with the shipÕs propeller.
Heave compensation and other techniques designed to minimize stress on
cables and equipment should be included in designs of these systems. These
systems should be developed to enhance personnel safety, reduce manning level
requirements, increase operability in heavier weather, and protect science and
shipÕs equipment.
The
Stern Frame should be designed for a dynamic safe working load of 30,000 lb
through its full range of motion, and it must structurally engineered to handle
1.5 times the breaking strength of cables up to one inch, such as the tether
for large ROV systems (up to 120,000 lbs breaking strength). The stern A-frame
should have a 15-ft minimum horizontal and 25-ft vertical clearance from the
attachment point for the block to the deck. At least a 12-ft inboard and
outboard reach is required.
Side
weight handling appliances or frames should be designed to handle the loads for
piston coring (e.g. 9/16 inch 3 x 19 wire) and have a safe working load of at
least 20,000 lbs. Multiple locations and/or multiple devices should be provided
that will facilitate deploying coring equipment, equipment from either side,
and from the bow area. Portable weight handling appliances should be located to
work with winch and crane locations, but be able to be relocated as necessary.
The design of frames and other weight handling equipment should allow removal
to flush deck foundations.
The
capability to carry additional over the side weight handling appliances along
working decks from bow to stern should be included in the design.
Control
stations(s) need to give the operator protection, provide operations
monitoring, and be located to provide maximum visibility of over the side work.
The
need for any human-rated systems should be identified early in the design
process.
A
facility capable of launching, recovering, and servicing a CTD and rosette
shall be incorporated into the design in a manner that will facilitate its
operation and enhance safety of the operators. This shall include a
system for launching and recovering the rosette that is capable of operating in
accordance with the sea state conditions as stated in the section of this
document titled ÒSea-keepingÓ and which minimizes the need for ÒtagÓ lines or
physical, hands-on control by the operator. Once recovered to the main
deck, the system shall move the rosette into an area that is protected from
weather and over-washing seas to allow scientists to sample the water bottles
in a safe and sheltered environment.
Winches
and wire
These
vessels should be designed to operate with a new generation of oceanographic
winch systems that are an integral part of the equipment handling and
deployment system. The winches should provide fine control (0.1 m/min under
full load); maximum winch speeds should be at least 100 meters/min; and
constant tensioning and other parameters, such as speed of wire, should be
easily programmable while at the same time responsive manual control must be
retained and immediately available at any time. Manual intervention of winch
control should be available instantly for emergency stop and over-ride of
automatic controls. Wire monitoring systems with inputs to laboratory panels
and shipboard recording systems should be included. Wire monitoring systems
should be integrated with wire maintenance, management, and safe working load
programs. Local and remote winch controls should be available. Remote control
stations should be co-located with ship control stations and should be located
for optimum operator visibility with reliable communications to laboratories
and ship control stations. Winch control and power system design should be
integrated with other components of over-the-side handling systems to maximize
safety and protection of equipment in heavy weather operation and to maximize
service life of installed wires. Adequate provisions for connecting slip rings
and shipÕs power and data network to the E-M and F-O cables should be included
in the design.
Two
hydrographic-type winches capable of handling up to 10,000 meters of wire rope,
electromechanical or fiber-optic cables having diameters from 1/4" to
1/2" should normally be installed. Winches should be readily adaptable to
new wire designs with sizes within a range appropriate to the overall size of
the winch.
A
heavy winch complex capable of handling 12,000 meters of 9/16" wire/synthetic
wire rope and/or 10,000 meters of 0.68" electromechanical cable (up to 10
KVA power transmission) or fiber optics cable should be permanently installed.
This complex is envisioned as one winch with multiple storage drums that could
be interchanged in port or are installed such that wire could be led from
either drum to the traction winch. Overall space and weight limitations would
dictate whether or not more than one storage drum could be installed
simultaneously or may make it necessary to carry somewhat shorter lengths of
wire or cable.
Winches
handling fiber-optic cable should be traction winches that allow storage of the
cable under lower tension unless new technologies in wire construction allow
otherwise. This includes winches for both 0.68Ó and smaller cables.
Additional
special-purpose winches (e.g., clean sampling, pumping, multi-conductor) may be
installed temporarily at various locations along working decks. Winch sizes and
power requirements should be considered during the design phase in order to
establish reasonable limits for the vessel size.
Permanently
installed winches should be out of the weather where feasible to reduce
maintenance and increase service life. The trawl/tow winch should be below the
main deck, but smaller winches may be located in semi-protected areas of the 01
deck to allow for better fairlead.
Wire
fairleads, sheave size, and wire train details need to be integrated with the
general arrangement as early in the design process as possible in order to
increase the possibility of limiting wire bends and overly complicated wire
train. Sheave sizes, number, and locations should be designed to maximize wire
life and safe working load. It should be possible to fairlead wires from
permanent winches over the side or over the stern.
Details
of winch location should include provisions for easily changing wire drums,
spooling on new cable, and changing from one storage drum to another, and for
major overhaul of winches so that these operations can take place with minimum
time and effort in port. Some operations, such as re-reeving wires through
fairlead blocks or switching the wire being used through a frame or with a
traction winch, should be factored into designs so that the operations can be
performed at sea safely and efficiently.
Cranes
A
suite of modern cranes should be provided to handle heavier and larger
equipment than can be handled by previous vessels of this size and should be
integrated with the entire over-the-side handling system. A crane that can
reach all working deck areas and that is capable of offloading vans and
equipment weighing up to 20,000 lbs to a pier or vehicle in port is desirable.
This will generally mean being able to reach approximately 20 feet beyond one
side of the ship (usually starboard) with the design weight. At least one crane
should be able to deploy buoys and other heavy equipment weighing up to 10,000
lbs up to 12 feet over the starboard side at sea in sea state 4.
One
or two smaller cranes, articulated for work with weights up to 4,000 lbs at deck
level and at the sea surface, with installation locations forward, amidships,
and aft should be provided. They would also be usable with re-locatable
crutches as an over-the-side, cable fairlead for vertical work and light
towing. If the design includes the need to store and launch boats or to deploy
equipment from the foredeck, then design for cranes or weight handling should
accommodate those needs. Cranes may need to have servo controls, motion
compensation or damping as part of the integrated over the side handling
systems discussed earlier in that section. The ship should be capable of
installing and carrying portable cranes for specialized purposes.
The
need for any human-rated crane should be identified early in the design cycle
for that vessel.
Towing
The
ship should be capable of towing large scientific packages up to 10,000 lbs
tension at 6 knots, and 25,000 lbs at 4 knots. Winch control should allow for
fine control (± 0.1 meters/min) at full load and all speeds. Winches should be
capable of sustaining towing operations continuously for days at a time.
Towing
operations include mid- to low-load operations with mid-water equipment such as
towed undulating profilers, single and multiple net systems, and biological
mapping systems. Other systems may involve larger loads and spike loads such as
deep towed mapping systems, bottom trawls, camera sleds, and dredges.
Science working areas
Working
deck area
A
spacious stern working area with 1,500 sq ft minimum aft of deckhouses, open
and as clear as possible from one side to the other, is required. In addition,
a contiguous waist work area along one side (starboard preferred) that provides
a minimum of an 80 ft length of clear deck along the rail should be available.
This area will to allow for 20 meter piston coring and other operations. A
minimum width of eight feet is needed for the coring operations and the overall
width of the waist deck should be wide enough to accommodate all planned
operations. The total amount of clear working area available on the main deck
aft should be maximized and equal to at least 2,000 sq ft. Among the possible
van locations, the ability to install one ISO standard van with room for
passage along the starboard side should be considered.
Deck
loading should meet the current ABS rules (i.e. designed for a 12 foot head or
767 lbs/sq ft) and provide a minimum aggregate total of 60 tons on the main
working deck. Point loading for some specific large items (such as vans and
winches) should be evaluated in the deck design since these may generate loads
of 1,500 lbs/sq ft or higher.
All
working areas should provide 1Ó-8NC (SAE National Coarse Thread) threaded
inserts on two-foot centers with a tolerance of ± 1/16Ó on center. The bolt
down pattern should be referenced to an identifiable and relevant location on
the deck to facilitate design of equipment foundations. The inserts should be
installed and tied to the deck structure to provide maximum holding strength
(rated strength should be tested and certified). Tie down points should be
provided for any clear deck space that might be used for the installation of
equipment including the foredeck, 0-1 deck, bridge, and flying bridge and
should extend as close to the sides and stern as possible.
Stern
deck area should be as clear as possible and highly flexible to accommodate
large and heavy temporary equipment. Bulwarks should be removable and all
deck-mounted gear (winches, cranes, a-frames, etc.) should be removable to a
flush deck to provide flexible re-configuration.
The
design should provide a dry working deck with provisions for allowing safe
access for deployment and recovery of free-floating equipment to and from the
water. Traditionally low freeboard and stern ramps have been provided as means
to accomplish this goal. The use of stern ramps has been limited and should be
included in new designs only if required by specific planned operations. Low
freeboard facilitates launch and recovery operations, but results in wetter
decks and less reserve buoyancy. The use of innovative design features to
facilitate safe and effective equipment launch and recovery while maintaining
dry and safe weather decks should be carefully considered. Removable bulwarks
with hinged freeing ports to provide dry deck conditions in beam or quartering
seas have proved effective. The use of a moon pool can be considered. The use
of wood or synthetic decking material to protect equipment, promote draining of
water, and to provide for safer footing should be considered.
A
clear foredeck area should be capable of accommodating small, specialized
towers, booms, and other sampling equipment as much as possible. Providing tie
down sockets, power, water, and data connections will facilitate flexible use
of this space.
Additional
deck areas should be provided with the means for flexible and effective
installation of incubators, vans, workboats, and temporary equipment. (See
relevant SMRs below for details)
All
working decks should be equipped with easily accessible power, fresh and
seawater, air, data ports, and voice communication systems. Adequate flow of
ambient temperature seawater for incubators should be available on decks
supporting the installation of incubators.
All
working decks need to be covered by direct visibility and/or television
monitors from the bridge. Gear deployment areas should maximize direct clear
visibility.
Laboratories
Lab -
Number, type, and size
The
majority of the lab space should be located in one or two large lab(s) that can
be reconfigured, partitioned, and adapted to various uses to allow for maximum
flexibility. This flexibility is an important design criterion.
To
the maximum extent possible, labs should all be located on the same deck
adjacent to each other and adjacent to the main working deck areas. Labs should
be located so that none serve as general passageways. Doors and hatches should
be designed to facilitate installing large equipment, loading scientific
equipment, and bringing equipment to and from the deck areas. Doorsills should
be temporarily removable.
The
total lab space should be approximately 2,000 sq ft (dimensions below are
approximate guidelines).
A
main (dry) lab area (1,000 sq ft) should be designed to be flexible for
frequent subdivision providing smaller specialized labs.
A
separate wet lab/hydro lab (400 sq ft) is to be located contiguous to
CTD/rosette launching and sampling areas.
An
electronics/computer lab (300 sq ft) should be provided as a separate lab or as
a defined area in the main lab. This space should be dry and separated as much
as possible from sources of electronic noise. It may include a central watch
standing space that should accommodate visiting science equipment as well as
normally installed equipment. Provisions for remote displays in other labs
should be part of lab designs.
A
separate electronics repair shop/work space for resident technicians that
includes provision for repair bench space for visiting technicians is required.
Storage space for resident technician spares and tools should be defined in the
design so that it is not taken from useable laboratory space.
A dedicated, physically secure location for the shipboard
server is desired and should be provided as a part of the ship design, either
in lockable equipment racks or a separate lockable compartment. A properly designed server space should
include the following characteristics:
á Remote displays should be used to
provide control and monitoring of systems in the computer rooms.
á Reliable, uninterruptible clean
power to the equipment, backed by batteries and redundant power sources.
á Its own isolated filtering HVAC
system with an environmental alarm system (temp and humidity).
á Adequate space in the front and the
back of the equipment racks for easy access of the equipment into and out of
the racks, and to allow servicing of the equipment while underway.
A
climate controlled workspace or chamber (approx. 100 sq ft) is required. This
can be accommodated by providing a separate walk-in space, or it can be
provided with a laboratory van. If provided as a permanent space this area
should be useable for other purposes when not needed as a climate controlled
space. This space should be capable of controlling temperature to ± 0.5¡C and
as low as –2¡C. Lighting levels should be controllable and programmable. In
this chamber, space is needed for which incoming air can be controlled, i.e.
where a filter for cleaning the air could be installed, and/or where
temperature and humidity can be regulated.
Design
of HVAC systems should be integrated with designed partitioning of laboratory
spaces so that temperature control can be achieved. Lighting control should
also take into account partitioning plans.
Refrigerator/freezer
space (100 sq ft) should be built in to the lab space with provisions for
temporary additional space. Two units with similar configuration, and
refrigeration equipment capable of maintaining temperatures between –15¡C
and 10¡C (these temperature requirements should be verified during design)
would allow for flexible use by science projects needing freezer and/or
refrigerator space. A –80¡C freezer should be available.
Lab - Layout
and construction
Flexibility
and support for different types of science operations within limited space are
the important design criteria for these vessels. Benches and cabinetry should
be flexible and reconfigurable (e.g. SIO erecter set and/or Unistrutª). Bench
and shelving heights should be variable to allow for installation and use of
various types of equipment. Bench tops should be constructed of materials that
will allow equipment to be tied down or secured easily and that can be cleaned
and replaced as necessary. The ability to easily install or remove cabinets and
drawers as needed should be included. Provisions for large, flat chart/map
tables including a light table should be incorporated in the lab design.
Refer
to the section on habitability for guidance on the importance of lighting, air
circulation, etc.
Labs
should be fabricated using materials that are uncontaminated and easily
cleaned. Furnishings, HVAC, doors, hatches, cable runs, and fittings must be
planned to facilitate maintaining maximum lab cleanliness. Spaces and materials that may trap
chemical spills should be avoided.
Static
dissipative deck coatings to reduce static damage to electronics should be
required in ÒETÓ shop and computer/electronics spaces, and recommended in other
lab spaces. Deck coatings should protect the shipÕs structure, be easily
cleanable, easily repairable, and resistant to damage from chemical spills.
Deck materials or padding should provide safe footing and minimize fatigue to
working personnel that need to stand for long periods.
The
distance from the deck to the underside of the finished overhead should be 7.5
to 8 feet. Headroom space and room for the installation of tall equipment
should be maximized while balancing the need for cable trays, adequately sized
ventilation ducts, lighting, etc.
Through
the design process, minimize the incursion of Òship stuffÓ (e.g., air handlers,
gear lockers, and food freezers) into the lab space.
Labs
should have bolt downs (1/2Ó-13NC on two foot centers) in the deck in addition
to Unistrutª on the bulkheads and in the overhead. Deck bolt downs on one-foot
centers should be considered for some areas.
Locations
for two fume hoods with explosion proof motors in the main lab and one in the
wet lab should be included in the laboratory layouts. Exhaust ducting,
electrical connections, and sink connections should be permanently installed in
place to allow for easy installation and removal of fume hoods. Fume hood
locations should accommodate hoods at least four feet wide.
Sinks
should allow for flexible installation, removal, and additional sinks when
needed. At least two locations in the wet lab and four locations in the main
lab (some of which are located with the fume hoods discussed above) should be
provided with stubbed out plumbing at convenient locations. More locations can
be provided if possible. Drains should be designed to work at all times, taking
into account operating conditions that create various trim and list conditions,
rolling, etc. Drains should be capable of being diverted over the port side,
into holding tanks, or to the normal waste system, and should allow for
continuous discharge of running water. Sinks should be large enough to accommodate
five gallon buckets and the cleaning of other equipment.
Work
with radioactive materials should be restricted to radiation lab vans that
remain isolated from the interior of the vessel.
Lab -
Electrical
Electrical
service for the labs should include:
-
110 VAC, single phase
75-100 amps service for each lab;
-
208/230 VAC, 3-phase, 50
amps, Òreadily availableÓ (i.e., in the panel, or 1-2 outlets); and
-
480VAC, 3-phase
available Òon demandÓ (for example, run into the lab from auxiliary outlets on
deck).
Lab - Water
and air
Clean
hot and cold water should be provided to sinks and equipment in labs and on
deck. Good feed water to instrumentation to make 18 mega-ohm water (e.g.,
Millipore Milli-Q) is required. ShipÕs water made with commercial reverse
osmosis equipment is not adequate without further treatment. Space or equipment
for adequate clean water (18 mega-ohm) supply should be provided.
A
separate, higher volume seawater source with temperature control or high enough
flow to maintain ambient surface seawater temperature for incubations should be
provided. Sea chest location and maintenance should be designed for proper
operation on a continuous basis. This system should be separate from fire
fighting, ballast, and ship service saltwater systems, or designed as part of a
flexible and redundant seawater supply system that allows operation of shipÕs
service systems without interfering with science operations.
The
shipÕs service compressed air supply (@100 psi) should be available in the labs
and have the ability to add filters as needed. Clean dry air needs are to be
handled by bottled air or user supplied filter systems. Volume of air and
whether or not a continuous supply will be required should be considered during
the design stages in order to ensure that installed compressors are properly
rated. The need to support high volume or specialized air requirements such as
seismic work, driving air powered pumps, or SCUBA tank recharging should be
clearly specified and carefully considered early in the design process.
Provisions for removable fixtures in the lab spaces designed to secure
compressed gas tanks need to be included.
Design
of seawater systems should be integrated with instrumentation requirements and
should be conducted with review and input by expert user groups. In particular,
current advice on acceptable materials and specifications for providing
bubble-free uncontaminated seawater under all steaming and sea conditions
should be sought.
Vans
The
vessel should be capable of carrying two (2) standardized 8 ft by 20 ft
portable deck vans that may be laboratory, berthing, storage, or other
specialized use. Also it is desirable that it include the capability to carry
up to two (2) additional portable, possibly non-standard size, vans (500 sq ft
total) on superstructure and working decks (total of four vans).
-
Hookup provision for
fresh water, uncontaminated seawater, compressed air, drains, Peck and Hale
fittings, communications, data, and shipboard monitoring systems. Connections
and other provisions for vans should be designed around UNOLS standard vans.
-
Electrical connections
for 20 amps 480 VAC 3-phase, 40 amps 230 VAC 3-phase, and 40 – 50 amps
208 VAC single phase should be provided. 110 VAC single phase may also need to
be provided, but usually can be provided by panels in the van from step down
transformers. (Verify requirements at time of design.)
-
Van should have direct
access to ship interior, but located in wave-sheltered spaces. Safe access to
and from vans is a primary design consideration.
-
Radiation vans should be
capable of installation so that they can be isolated from the interior of the
vessel while still allowing safe access for personnel.
-
Supporting connections
at several locations around ship is desirable.
-
Ship should be capable
of offloading vans using own cranes.
Science (and shipÕs) storage
Although
storage space for multiple legs may not be required for this class of vessel as
often as on Global Class vessels, the provision of dedicated storage/workshop
space for science and ship use will enhance the effective utilization of lab
space and allow for some expeditionary cruises. Approximately 5,000 cubic feet
of storage space that could also be used as shop or workspace when needed would
be desirable. Storage space on this class vessel would be used for shipboard
technicianÕs tools and shared use equipment in addition to project related
equipment. Some open space for large items and some space with shelving would
be desirable. Access to the storage space should be safe and effective from the
labs and working deck. The ability to load and remove large, heavy items and to
properly secure them in the storage area should be provided.
Adequate
provisions should be made for ships stores and spares and may need to be
included as a separate defined area in the same storage area. Providing
adequate and specified storage for both the science projectÕs and shipÕs needs
will help to ensure maintainability, operability, and prevent encroachment into
science areas by required ship needs.
Provide
accessible safe storage for chemical reagents and hazardous (non-radioactive)
materials. The use of lockers or storage containers outside the lab space
should be considered. Accommodating required separations of certain materials
needs to be provided. Provisions for storing gasoline safely should be
identified in the design. Radioactive materials would be stored and used only
in radiation vans. Only working quantities of other hazardous materials would
be stored in the labs. Provisions for safe storage of gas cylinders should be
considered. (See lab water and air section above.)
Science
load
A
variable science load of 200 LT is desired and should be at least 100 LT. This
load would include science related equipment, supplies, and instrumentation not
normally installed on the vessel. Examples are mooring equipment, ROV systems,
temporary winches, rock and mud samples, lab equipment, temporary cranes or
frames, vans, and extra workboats. Items that would NOT be included are
regularly installed winches (permanent and removable), Stern A-Frames, other
normally installed handling equipment, rescue boats, and shipÕs workboats.
To
prevent losing this variable science load to the inevitable growth in light
ship displacement, a service life allowance of approximately 5% additional load
capacity should be included in the design. The shipÕs ballast system should
have the capacity and capability to compensate for a changing science load
during a cruise.
Workboats
At
least one (1) 16-ft or larger inflatable (foam collar or semi-rigid) boat
should be located for ease of launching and recovery. Include the capability to
carry and deploy a scientific workboat 25-30 ft LOA outfitted specially for
supplemental operations at sea.
Required
rescue boats may be capable of serving as a science workboat with careful
planning. Otherwise, workboats will be required in addition to any IMO/USCG
required rescue boats.
Masts
The
main mast and a second lightweight and removable mast will both have yardarms capable
of supporting up to five scientific packages weighing no more than 25 lbs each
with some capacity for additional sensors on a case by case trip basis of
between 75 to 125 lbs more, bringing the total to 200 to 250 lbs likely
disbursed between 50 to 75% up the mast. . Radar, radio, and other RF frequency
generators will not be installed on these yardarms, but meteorological packages
could be. Meteorological packages should be mounted in locations where the air
mass is disturbed as little as possible by the shipÕs structure. Use modeling
to determine the best configuration. Provisions for mounting the lightweight
mast in the least disturbed air possible should be included in the design.
The
main mast should be designed such that shipÕs crew/technicians can
easily/safely/comfortably work aloft on the mast to change sensors and
instruments. Any secondary mast should be similarly designed or be easily
lowered to service instruments. Connections and wiring will be installed to
allow easy connection between sensors and instruments located on the masts and
the vesselÕs fiber-optic data transfer network.
A
crowÕs nest may be considered to support science operations such as marine mammal
work, bird surveys, and others.
Clearance
under bridges should be considered on a regional basis for determining the
maximum allowable height (air draft) of the vessel. The use of innovative
designs should be considered if bridge clearance is a limiting factor.
On deck incubations and optical equipment/instruments
Design
of deck layout and science infrastructure should include consideration for
carrying out a certain amount of deck incubation or optical experiments without
interfering with other deck operations. This deck area must receive as much
unobstructed sunlight as possible. At the same time, the weight of wet
incubators may need to be considered for decks that are high above the
baseline. Specifying deck area to be used for these experiments early in the
design process will help to ensure that other design decisions do not have a
negative impact on providing this capability and will ensure that the required
services are provided. Other important design considerations are that a
continuous flow of near surface seawater at ambient temperatures (< 1 degree
C above ambient) is available with adequate flow (e.g., minimum 50 gals/min)
using a dedicated system (i.e. not fire pump or flushing pump) in order to
maintain the proper temperature for the experiments.
The
advice and input of expert scientific user groups should be sought as part of
the design process to ensure current requirements are met.
Marine mammal & bird observations
Design
of the pilothouse area and/or flying bridge should include provisions for
obstruction free (at least a combined180 degrees forward of the beam)
observations by two to three scientific personnel. These bird and mammal
observers may be on watch continuously during daylight hours and observation
locations should include chairs, access to navigation/data network, and a
protected location for portable computers and/or logbooks. Mounting locations
for big eyes or similar devices may be required for some observers. Observer
locations should be free from radiation hazards generated by RADARS and other
communication equipment.
Science and shipboard
systems
Navigation
Best
available navigation (real-time kinematics, differential, P-code, and 3-axis
GPS) capability shall be provided with appropriate interfaces to data systems
and ship control processors for geo-referencing of all data, dynamic
positioning, and automatic computer steering and speed control. Back-ups and
redundant systems should be provided to ensure continuous coverage.
Best
available electronic charting (e.g., ECDIS) and bridge management system shall
be provided.
GPS
aided attitude heading reference system (AHRS) and/or other available systems
for determining ship heading, speed, pitch, roll, yaw, etc. as accurately as
possible should be installed and integrated into ship and science systems.
Bridge
navigation, management, and safety systems will meet all regulatory
requirements and facilitate effective science operations with minimal manning.
Systems should be designed so that any changes to bridge navigational display
and control systems will not have any effect on science data collection
processes. Communication of waypoint information between science and bridge
system should be an integral part of the system. Specification, purchase, and
installation of systems should take place as close to delivery as possible to
ensure the most up-to-date systems.
Provisions
for temporary installation of short or ultra short baseline acoustic systems
and other navigations systems when necessary should be included so that they
can be integrated with existing systems.
Data
network and on board computing
A
modern and expandable data network should be integrated into the design for all
spaces on the research vessel including labs, deck areas, instrument mounting
spaces, bridge, machinery spaces, common areas, and staterooms. Wireless
networks should be available in laboratories. Connecting cables/wiring should
be installed to all areas and include provisions for growth.
Specifications
for actual cables/wiring should be made as close to installation as possible in
order to assure the most up-to-date equipment. Routers, connectors, and
associated equipment necessary to operate the network should be specified,
purchased, and installed as close to delivery as possible for the same reason.
The design and specifications for the data network, general computing
capability, and on board post processing capability should be completed by a
knowledgeable user and operator group based on best available equipment and
technology at the time that it is compatible with equipment commonly used by
ship users.
High
performance computing systems that are reliable and redundant will be needed
for data logging, processing, plotting, and display, especially for multibeam
swath mapping cruises. These systems will be used by shipboard technicians as
well as by the scientific party. Final selection of computers, disks, tapes,
plotters, and screens should be delayed as long as practical, to keep current
with technological advances and to insure compatibility with the vesselÕs
operating institution.
Standards
for shipboard wiring (IEEE 45 or current guidelines) address keeping signal and
power wiring separate and should be adhered to. During the design phase routes
for wires to be installed should be planned and layouts should include
permanent non-energized wires as well as provisions for temporary wiring. Such plans should add flexibility and
accommodate growth in equipment and temporary project equipment.
Real
time data collection, recording, and display
A
well designed ÒsystemÓ for real time collection of data from permanently
installed sensors and equipment as well as provision for temporarily installed
sensors and equipment that allows for archiving, display, distribution, and
application of this data for a variety of scientific and ship board purposes
should be designed and specified by a group of knowledgeable science users and
operators. This ÒsystemÓ should be integrated with the data network and other
onboard systems with access to data and displays available in staterooms and
all working spaces. While planning for this system should begin at early stages
to ensure that it is integrated into the shipÕs infrastructure, the actual
specification of hardware and operating system should be made as close to
delivery of the vessel as possible to ensure an up to date system. Final location
of intakes for underway seawater sampling should be determined following final
hull design to minimize thermal contamination, bubbles, intake blockage, and to
maximize water flow.
Internal communications
Internal
communication system providing high quality voice communications throughout all
science spaces, working, and berthing areas should be provided. Point to point
and all-call capabilities are required such as 21mc and 1mc systems. A sound
powered phone emergency system should be included.
All
staterooms should have phones for internal communications. A primary and backup
(spare) telephone switch capable of providing one voice line to every space on
the ship and access to off-ship services such as INMARSAT or equivalent
equipment should be provided. Voice telephone wiring to all spaces on the
vessel should be installed. Consideration should be given to including
installed equipment to support pagers, mobile phone/radio (UHF) communications,
or other versatile methods for contacting key (or all) personnel.
Alarm
and information panels should be installed in key workspaces, common areas, and
all staterooms. The alarm system and information panels should connect to vans
seamlessly.
The
ability to install closed circuit television monitoring and recording of
working areas should be provided to improve operations and safety.
The
ability to install monitors (flat screen) for all ship control, environmental
parameters, science and over the side equipment performance should be available
in all, or most, science spaces and common areas.
Infrastructure
for internal communications and data networks should adhere to IEEE 45
standards (or current guidelines) for keeping signal and power wiring separate
and other safe reliable design considerations.
External communications
Reliable
voice channels for continuous communications to shore stations (including home
laboratories), other ships, boats, and aircraft should be provided. This
includes satellite, cellular, VHF, HF, and UHF (best available and required by
regulations).
Voice
and data communications should be provided through the best available systems
(currently cellular (near shore) and satellite based systems). Plans should
include high-speed data (best current capability) communication links to shore
labs and other ships on a continuous basis; data transmission systems should be
connected to internal networks and phone systems to provide accountable
calling, network (internet), and email access. Transmission of video,
photographs, and large data sets, as well as access to data sources and web
sites ashore on a continuous basis, should be available.
Facsimile
communications or other methods to transmit graphics and hard-copy text at high
speeds on demand are also required.
A
programmable VHF and UHF radio-direction finder capable of supporting
frequencies utilized by transmitters on drifters, AUVs, buoys, and other
science systems should be available. Current and up to date requirements should
be verified as close to delivery as possible.
Locations
for satellite, cellular, and other line of sight antennas should be clear and
as high as possible. The design should minimize interference between systems,
provide for installation of additional systems, and ease of maintenance as much
as possible. Provisions for some permanently installed wiring from temporary
antenna mounting locations or from permanently installed antennae to the
laboratories to facilitate user-installed antennae or receiving equipment
should be included.
Design
should include capabilities for acoustic communication with submersibles, data
buoys, and underwater sensors based on currently utilized technology as well as
the ability to tie underwater data transmission and voice signals with other
communications systems. Provisions should be included for changing or
installing underwater acoustic transducers as needed.
Plans
need to provide locations for installing temporary antennae including antenna
to receive direct satellite readouts of environmental remote sensing data.
External communications systems should be completely integrated with internal
voice and data systems to the maximum extent possible.
Underway data sampling and data collection
The
infrastructure and space for continuous underway sampling and data collection
for as many ocean and atmospheric parameters as possible should be included in
all design phases and construction details. This would include, but not be
limited to surface (or near surface) seawater temperature, salinity,
fluorescence, chemical, and biological measurements. Provisions for adequate
continuous flow of seawater in all underway conditions to all permanently
installed and temporary sensors should be included. System design including
proper location for equipment, pump materials and design, de-bubblers,
screening, intakes, and plumbing materials that ensure accurate measurements
should be made based on current advice from science experts.
Provisions
for sampling clean, uncontaminated, and ambient temperature seawater while
underway at all speeds should be included in the design.
Acoustic
systems
Acoustic
capabilities and quiet operation are important design criteria for this class
of vessel. Each ship should be as acoustically quiet as is feasible considering
the choice of all shipboard systems, their location, and installation. Special
consideration should be given to machinery noise isolation, including heating
and ventilation. Propeller(s) are to be designed for minimal cavitation, and
hull form should attempt to minimize bubble sweep down. Consideration of
specialized mounting arrangements for transducers to enhance system performance
should be part of the design process utilizing past experience and expertise of
equipment manufacturers and expert users. Design criteria for noise reduction
should take into account reducing radiated noise into the water and ship that
may affect biological research objectives, acoustic system performance, and
habitability. Other design considerations should be directed at maximizing the
performance of installed acoustic systems. Guidance, advice, and operational
criteria from appropriate experts should be used during the design and
construction process to accomplish these high priority goals and to identify
the future scientific requirements.
Installed
systems should be based on the currently best available systems and should
include the following types of systems:
-
12 kHz single beam
deep-sea echo sounder that meets the International Hydrographic Office (IHO)
standards for accuracy.
-
Sub-bottom profiler
operating in the 2 to 8 kHz frequency range with an array suitable for use with
a 10 kW transmitter, or best available system at acquisition time. System
should include frequency and amplitude modulated transceiver with capability to
operate at fixed frequency with variable ping length. Allocate transducer space
for a parametric sub-bottom profiler.
-
A multi-beam swath
mapping sonar system capable of one degree or better resolution at full ocean
depth for bathymetric mapping (meet IHO standards), and for guiding seafloor
sampling/photography and deep tow geophysical profiling studies. The system
should be capable of obtaining reasonable data at depths as shallow as 50
meters.
-
Acoustic Doppler Current
Profiling system with transducer wells for more than one frequency (i.e. 38, 75
or 150 kHz); hull mounted with a combined capability of 1000 meter depth and
fine scale shallow water performance.
-
Systems for acoustic
navigation, tracking and communications with submersibles and other underwater
systems.
Transducer
wells, void spaces, or dagger boards should include the following provisions:
-
Locations fore and aft
to optimize transducer operation.
-
The ability to change
and service transducers easily while the vessel is at sea without divers.
-
Several
transducer-mounting locations that can be adapted to a wide variety of
transducers within a reasonable size range. Use of centerboard or other
innovative methods to place transducers in location for optimum performance.
-
Design for expanding
transducer numbers, changing requirements, and equipment to ensure the ability
to change and add acoustics systems over the life of the vessel.
Provisions
should be made in the structure of the hull and/or deck for mounting temporary
transducer/transponder poles on one or both sides of the vessel.
Project science system installation
Provisions
are required for installing equipment that is brought on board occasionally
such as SeaSoar, MOCNESS, MR1, Deep Tow, towed sonars, portable seismic
reflection systems, gravimeters, and specialized ADCPs. Taught and slack tether
ROVs, AUVs, remotely piloted aircraft, and other systems should also be readily
accommodated. The types of equipment will need to be defined during concept and
preliminary design cycles, and as much flexibility as possible should be
designed. Generally providing power sources, deck space, mounting locations,
and data connections will accommodate most needs, however, in some cases it may
be necessary to provide fuel, hydraulic power or other services.
The
electrical system capacity and design should take into account provisions for
the cruise variable connection of systems with large electrical motors or power
demands. Provision for multiple simultaneous connections should be possible for
480V 3-phase, 208 – 230V 3-phase and single phase, and 110V single phase
with up to 50 amps service for vans, laboratories, and on deck. Final design
specifications should take into consideration common electrical requirements for
currently used and planned equipment, and excess capacity should be designed in
to the maximum extent possible.
Discharges and waste
All
liquid discharges from sinks, deck drains, sewage treatment systems, cooling
systems, ballast pumps, fire fighting pumps, and other shipboard or science
systems should be on the port side, with tanks capable of holding normal
discharges for a minimum of 24 hours. Design should allow for zero discharges
on the starboard side, including deck drains, when required during normal operations.
A
well thought out waste management plan should be developed during the design
phases so that these vessels can prevent, control, or minimize all discharge of
garbage and other wastes at sea. The use of all appropriate and best available
systems and methods such as compactors, incinerators, vacuum toilets, low flow
showers, oily water separators, efficient marine sanitary devices, recycling,
adequate holding tanks, and others should be used to prevent, reduce, and
control waste discharges. The location of garbage storage areas should be well
defined. The vessel should be designed and equipped so that it can effectively
adhere to all local, state, federal, and international (MARPOL) pollution
regulations, to prevent contamination of science experiments, protect the
environment, and to ensure the health and safety of embarked personnel.
An
on-deck hazardous storage capability for chemicals plus a holding capability
for class C waste should be provided. Provisions for low-level radioactive
waste storage will be incorporated in the radiation vans.
Discharges
of engine exhaust, tank and sewage system vents, exhaust from fume hoods, and
ventilation systems should be designed so they do not re-enter the shipÕs
interior or ventilation systems, and so they can all be directed away from the
ship at the same time with proper placement of the relative wind (i.e. all on
the port side aft). Exhaust and air system discharges should be separated from
sensor locations as much as possible.
Construction,
operation & maintenance
Maintainability
Starting
with the earliest elements of the design cycle, the ability to maintain,
repair, and overhaul these vessels, and the installed machinery and systems
efficiently and effectively with a small crew should be a high priority. This
ability is a science mission requirement in the sense that increased
reliability and fewer resources and man-hours devoted to maintenance and repair
means more time and personnel support for science. Ship layout should include
adequate space for ship repair and maintenance functions such as workshops with
proper tools, spare parts storage, and accommodations for an adequate number of
crew. Design specifications should include provisions for reliable equipment
(including adequate backups and spares) that are protected from the elements to
the maximum extent possible. Equipment monitoring systems and planned
maintenance systems combined with configurations that provide for reasonable
access by repair and maintenance personnel will help ensure that equipment
remains in the best possible condition. Specifications for equipment should
require all equipment vendors to provide parts lists, manuals, and
maintenance procedures in electronic form for integration with a Computerized
Maintenance Management System (CMMS). This will
all reduce the overall cost and effort for maintaining a reliable research
vessel.
Operability
Design
should ensure that the vessel could be effectively and safely operated in
support of science by a well trained, but relatively small crew complement. The
regional conditions, available ports, and shore side services should be
considered during the design process. The impact of draft, sail area, layout,
and other features of the design on the ability to operate the vessel during
normal science operations should be evaluated by experienced operators,
technicians, scientists, and crewmembers.
Life
cycle costs
A
thorough evaluation of construction costs, outfitting costs, annual operating
costs, and long-term maintenance costs should be conducted during the design
cycle in order to determine the impact of design features on the total life
cycle costs. Economy of operation has been a big benefit of the smaller classes
of research vessels, and this aspect should be retained as much as possible in
the new Ocean Class designs.
Regulatory
issues
The
impact of USCG and international regulations on the design and outfitting of
these vessels should be carefully considered.
Americans with
Disabilities Act (ADA) Provisions
The design of these ships will
include considerations for accommodating ADA features that would allow
increased access by individuals with disabilities. Designs should incorporate the ADA Guidelines for Ocean
Class vessels that are included as Appendix V.
