University-National Oceanographic Laboratory System
Regional Class
Science Mission Requirements
March 2003
University-National Oceanographic Laboratory System
(UNOLS)
Science Mission
Requirements for Regional Class Oceanographic Research Vessels
These Science Mission Requirements (SMR) were developed as
part of the Academic Fleet Renewal effort outlined in the Federal Oceanographic
Facilities Committee (FOFC) report: Charting the Future for the National
Academic Research Fleet – A Long-Range Plan for Renewal published in December 2001. Funding for development
of the SMR was provided to UNOLS through NSF Co-operative agreement number
OCE 9988593 and through ONR Grant number N000140010742. Support and guidance
for this project was provided by the following agencies:
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· National
Science Foundation – Division of Ocean Sciences
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· Office
of Naval Research
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· National
Oceanic and Atmospheric Administration
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· United
States Geological Survey
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· Minerals
Management Service
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· Department
of Energy
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Preface – Regional Class Research Vessel
Science Mission Requirements
The timely replacement
of the academic research fleet is vital to oceanographic research in the
United States. The ships age and become more expensive to operate and they
become less capable as scientific missions evolve. The Fleet Improvement
Committee has over the past few years presented to the community compelling
data showing that systematic replacement of the fleet must begin soon.
If not, we will be using old and possibly unsafe ships and certainly ships
that are not as capable as is needed.
The process used
to construct new ships is many faceted, but a fundamental action is the
formulation of the Science Mission Requirement: the SMR. The SMR states
with as much specificity as possible what attributes the ship must have
to perform the science envisioned. For example “What is the maximum sea
state that a CTD cast can be taken in?” or “Is a core storage freezer needed
and how big should it be?” The SMR provides a science capability framework
for the steps between community input, vessel concept design, and final
construction. It is not meant to serve as a final list of specifications,
but as a list of science needs that may face prioritization during the
funding and construction phase for the Regional Class vessels.
This document gives
the best estimate of what the Science Mission Requirements are for a Regional
Class Research Vessel. The document represents the work of over 70 people
over the past 12 months. A meeting was held in Salt Lake City on August
15 and 16, 2002. Later the draft SMR was posted for public comment. Finally
the Fleet Improvement Committee reviewed and finalized the document. The
final document is then submitted to the UNOLS Council for approval, which
it has received.
Although Mission
Requirements and technology change with time this SMR represents a community
consensus of what a Regional Class vessel should be capable of in the coming
years. This document should be considered a living document that should
be updated as new science requirements are identified and as new technical
solutions become available.
This SMR should
serve as the guiding document for concept designs, preliminary designs, and
construction of new Regional Class Research Vessels.
Dr. Tim Cowles Dr.
Larry Atkinson, Chair
UNOLS Chair UNOLS
Fleet Improvement Committee
March 6, 2003 March
6, 2003
Regional Class Research Vessel
Science Mission Requirements
Table of Contents
REGIONAL CLASS RESEARCH VESSEL SCIENCE
MISSION REQUIREMENTS
Executive Summary
The Regional Class Research
Vessel will be a general-purpose ship, designed to support integrated, interdisciplinary
coastal oceanography in the broadest sense from shallow coastal bays and estuaries
out to deep water beyond the shelf. The primary requirement is a maximum capability
commensurate with ship size to support science, educational, and engineering
operations in the coastal regions of the continental United States, including
the Gulf of Mexico basin, with improved over-the-side equipment handling,
station keeping, and acoustic system performance, while providing a stable
laboratory environment for precision measurements. These vessels should be
designed to be reliable, cost effective, and sufficiently flexible to meet
the community needs over a span of 30 years. The summary table provides the
minimum and desirable capabilities for major ship parameters. Additional details
and explanations are provided in the text of the report. Prioritization and
further refining the optimum values for each parameter should be completed
prior to or as part of the development of concept designs.
Accommodations and habitability
should be optimized in order to promote crew/technician retention and the
resulting expertise for supporting the scientific missions. The design should
maximize the sea-kindliness of these vessels and maximize their ability to
work in sea states 4 (1.25 - 2.5 m wave heights) and higher. It is desirable
for these vessels to operate effectively in sea state 5 (2.5 m to 4 m wave
heights).
The stern working area should
be open and as clear as possible from one side of the ship to the other and
highly flexible to accommodate large and heavy temporary equipment. In addition,
a contiguous work area is required along one side that provides area along
the rail for coring and other operations. The area should be designed to provide
a dry working deck with provisions to allow safe access for deployment and
recovery of free-floating equipment to and from the water.
Additional deck areas should
be provided with the means for flexible and effective installation of incubators,
vans, workboats, and temporary equipment. There should be maximum visibility
of deck work areas and shipside during science operations and especially during
deployment and retrieval of equipment. Voice communication systems between
the bridge, labs, berthing areas, working decks, and machinery spaces should
be designed to effectively enhance ship control during science operations.
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. The entire suite of over-the-side handling equipment
including winches, wires, cranes, frames, booms and other appliances should
be considered as a system. Designs for over-the-side 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.
This will enhance personnel safety, reduce manning level requirements, increase
operability in heavier weather and protect science and ship's equipment. The
winches should provide fine control and should be capable of sustaining towing
operations of large scientific packages continuously for days. However, impacts
on engines, water making capability, and other factors when on station or
moving at slow speeds for extended periods of time need to be considered in
the design.
Flexibility and support for
different types of science operations within limited space are the important
design criteria for these vessels. Lab spaces should be capable of subdivision,
providing smaller specialized labs. Benches and cabinetry should be flexible
and reconfigurable. A high bay/hanger/wet lab space should support set up
and repair of equipment, sample sorting, and other related functions. There
should be accessible safe storage for chemical reagents and hazardous (non-radioactive)
materials. There should be provision of dedicated storage/workshop space for
science and ship use.
Each lab area should have
a separate electrical circuit on a clean bus. Un-interruptible power should
be available throughout all laboratory spaces, bridge/chart room, and science
staterooms. Uncontaminated seawater should be supplied to most laboratories,
vans, and several key deck areas. A separate high-volume seawater source with
temperature control or sufficient flow to maintain ambient surface seawater
temperature for incubations is required.
The ship should have the best
available navigation capability with appropriate interfaces to data acquisition/display
systems and ship control processors for geo-referencing of all data, dynamic
positioning, automatic computer steering and speed control. 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. Voice and data communication (e.g. satellite,
cellular, VHF, HF, and UHF) to shore stations, other ships, boats, and aircraft
will be made through the best available systems. High-speed data communication
links to shore labs and other ships should be on a continuous basis.
The ship should be as acoustically
quiet as practicable, requiring early planning in the choice of all shipboard
systems, their location, and installation. Propeller(s) are to be designed
for minimal cavitation and hull form should attempt to minimize bubble sweep
down. Design criteria for noise reduction should take into account reducing
radiated noise into the water that may affect biological research objectives,
acoustic system performance and human habitability.
Heating, ventilation, air
conditioning, and lighting appropriate to berthing, laboratories, vans, and
other interior spaces being served should be carefully engineered and designed
to be effective in all potential operating areas.
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 cost. In particular, design
possibilities on both sides of the significant tonnage breakpoints (300 tons
US, 500 tons international) should be explored and assessed for initial and
operating costs. The design should ensure that the vessel can be effectively
and safely operated in support of science by a well-trained, but relatively
small sized crew. The regional conditions, available ports, and shore side
services should be considered during the design process.
Summary
of Regional Class Science Mission Requirements
| Parameter |
Capability
or Characteristic |
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Length
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40 - 55 m (131' - 180')
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Accommodations
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16 to 20 non-crew personnel
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Operational characteristics
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Endurance
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21 days; surge capacity
30 days (15 transit and 15 station)
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Range
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8,000 nautical miles
at optimal transit speeds
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Speed
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12 knots; 10 knots sustainable
through sea state 4; 7 knots in SS 5
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Sea keeping
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Ability to work in sea
states 4 (1.25 - 2.5 m wave heights); >50% operational in SS 5 (2.5
- 4 m wave heights).
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Station keeping
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Best available GPS and
Dynamic positioning.
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Track line following
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Maintain a track line
within ± 5 meters of intended track and with a heading deviation (crab
angle) of less than 45 degrees with 25 knots of wind, up to sea state
4 (1.25 - 2.5 m wave heights), and 2 knots of beam current.
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Ship control
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0.1 knots from 0-5 knots;
0.2 knots from 6-12 knots
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Over-the-side and
weight handling
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Winches
Wires
Cranes
Frames
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Towing
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10,000 lbs tension at
6 knots; 20,000 lbs at 4 knots. Winches capable of sustaining towing
operations continuously for days.
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Science working spaces
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Working deck area
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1,000 sq ft minimum
clear area aft of deck houses; desirable 1,500 sq ft. Additional contiguous
minimum 50' x 10' area along one side for coring, etc. Total amount
of clear working area available on the aft main deck should be at least
1,300 sq ft.
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Laboratories
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Total lab space should
be a minimum of 1,000 sq ft (1,500 sq ft is desirable) including:
Main (dry) lab area
(800 sq ft) designed to be flexible for subdivision; A fume hood and
sink should be in the main and wet lab (2 sinks in main lab). Uncontaminated
seawater in labs.
Separate wet lab/hydro
lab (400 sq ft) located contiguous to sampling areas.
Electronics/computer
lab; separate or part of main lab.
A separate electronics
repair shop/work space for resident (and visiting) technicians is desirable.
High bay/hanger space
for multiple purposes adjacent to the aft main deck is desirable; may
be combined with wet lab/hydro lab.
Climate controlled workspace
or chamber (~100 sq ft) as lab or in van.
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Vans
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Positions for 2 standardized
8 ft by 20 ft portable deck vans as lab, berthing, storage or specialized
use. Space for 1-2 additional smaller vans is desirable.
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Storage
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~ 400-500 cubic feet
of storage space that could also be used as shop or workspace when
needed is desirable.
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Science load
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Variable science load
should be least 50 LT.
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Workboats
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A 16-ft or larger inflatable
boat located for ease of launching and recovery is required.
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Masts
On deck incubations
Marine mammal & bird
observations
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Design criteria are
presented so these science operation areas are not overlooked.
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Science and shipboard
systems
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Navigation
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Best available GPS
and Dynamic positioning.
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Data network and onboard
computing
Communications:
Internal & External
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Navigation, computing,
voice, and data communications (within ship and to shore) through
the best available systems using current expert advice. Systems should
be specified as close to actual delivery as possible.
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Real time data acquisition
system
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Multibeam; 12 & 3.5
kHz; transducer wells; ADCP; portable seismic system; magnetometer;
IMET (bow mast availability); clean power. Acoustically as quiet
as possible. Minimize bubble sweep down.
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Underway data collection & sampling
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Promotes design of
flexible and functional systems for data collection and sampling
using advice from experts at the time of design and specification.
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Visiting system installation
and power
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Build in capability
to accommodate a variety of equipment.
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Discharges
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Ensure discharges do
not impact science, health, and environment.
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Construction, operation & maintenance
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Maintainability
Operability
Life cycle costs
Regulatory issues
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Statements to ensure
that the design and construction of these vessels take into account
the ability to maintain and operate within domestic and international
regulations in a reliable and cost effective manner.
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REGIONAL
CLASS RESEARCH VESSEL
UNOLS Science
Mission Requirements
Mission statement
and overall characteristics
The Regional Class Research
Vessel defined by these Science Mission Requirements and by the Federal
Oceanographic Facilities Committee’s (FOFC) Academic Fleet Renewal Plan
will be a general-purpose research vessel capable of coastal oceanography
in the broadest sense. The primary requirement is to maximize capability,
flexibility, and performance commensurate with ship size in order to support
research, education, and engineering operations in all coastal and near
coastal regions of the continental United States. This work may be multi-disciplinary
in nature and will often be centered on the continental margin, but can
take place anywhere from shallow coastal bays and estuaries out to deep
water beyond the shelf. By taking advantage of experience with past research
vessel design, innovative new design approaches, modern equipment and technology,
and the wisdom of experienced user and operator input to the design process,
these vessels should be designed to effectively meet the needs of marine
science and education for the next three decades.
These research vessels will
be distinguished from their predecessors by several important features. Increased
station keeping ability using dynamic positioning, improved performance of
acoustic systems, and the use of fiber optics and other sophisticated winch
and wire systems will allow these vessels to support many new and exciting
research and education projects. Also important to the capability of these
research vessels will be continuous high-speed communications with shore,
other ships, and other data sources.
These vessels will be designed
to extend the seasons and weather that this class can safely and effectively
operate in. Innovative weight handling and winch systems will improve the
ability to deploy and recover equipment in higher sea states with less intervention
by people on deck. Design features that will increase sea-keeping ability
will also make these vessels and the people working in them more effective.
Paying attention to habitability issues such as noise control, vibration,
ventilation, lighting, and aesthetics will also increase the effectiveness
and health of the crew and science party. Designing for reliability and ease
of maintenance will also increase the availability of these vessels to support
science and education. Lastly, given the smaller size of these vessels, they
must be designed with flexibility in the use of limited space in order to
maximize the number of different types of projects that can be supported.
These capabilities will allow
these vessels to support a wide range of single-investigator and small multi-disciplinary
research projects of shorter duration and closer to shore than those that
require the larger classes of vessels. The type of projects supported will
range from remotely operated and autonomous vehicle operations to mooring
deployments, autonomous drifter deployments, and more traditional water, bottom,
and net sampling cruises. Continuous sampling and profiling of the near surface
water, ocean currents, near shore bottom, and meteorological parameters will
enhance and complement the data from coastal observatories at the same time
the vessels are supporting the installation and maintenance of key components
in the observatories and taking advantage of the data in conducting research
cruises. Public outreach and educational missions will be a major component
of the operational profile of these vessels.
The design cycle for these
vessels should take into account the need to build vessels that are not only
capable for their size, but are efficient and cost effective to operate, maintain,
and use. Equipment should be specified as late in the design/build process
as possible in order to ensure outfitting with the most up-to-date technology
possible. Flexibility should be built in for future upgrades and improvements.
Specifications and design decisions should be made with input and review by
expert user community groups or individuals. Safety, comfort, and functionality
for the people living and working in these vessels should be an important
design consideration.
Vessels in this class fall
into a range that straddles key USCG and IMO regulatory thresholds. A careful
analysis of the impact on construction costs and long term operating costs
should be conducted as part of the design cycle in order to make intelligent
decisions about the tradeoffs between science capability and overall cost
and ease of operation. The size range and approximate operating characteristics
were defined in the FOFC Fleet Renewal Plan. However, it will be important
to define one or more vessels in this class that will provide a clear alternate
choice in capabilities and costs between the many capable, but smaller local
vessels and the larger Ocean Class research vessels. Regional differences
will have to be examined and may dictate differences in outfitting and equipment,
if not different hull forms and size. However, retaining as much commonality
between the vessels of this class as possible would reduce the overall costs
of design, construction, and operations. Previous efforts to build multiple
vessels with the same design have proved to be effective and have produced
real cost savings.
Science
Mission Requirements (SMR) - Overview
The purpose of the science
mission requirements is to set down design features and parameters that
should be used as guidelines during the various design phases. There are
some areas where there will be tradeoffs between two or more desired capabilities.
By allowing more than one concept design, the possibility of finding ways
to minimize these tradeoffs will be enhanced. A key concept is that ship
systems are completely integrated with the science mission for these vessels.
Sample mission profiles are included in Appendix I to provide examples
of how these vessels might be used. It is possible that not all requirements
can be fully realized in any one design and it will be necessary to refine
priorities during the design phases. Regional priorities are described
in Appendix II. Concept, Preliminary, and Construction design efforts should
consider all elements in these requirements and make conscious decisions
on how and if they can be addressed. These science mission requirements
are organized with the following elements.
Mission statement
Overview of SMRs
Size, cost, and general requirements
Accommodations and habitability
Accommodations
Habitability
Operational characteristics
Endurance
Range
Speed
Sea keeping
Station keeping
Track line following
Ship control
Ice strengthening
Over-the-side and weight handling
Over the side handling
Winches
Wires
Cranes
Towing
Science working spaces
Working deck area
Laboratories
Type & number
Layout & construction
Electrical
Water & air
Science working spaces (cont.)
Vans
Storage
Science load
Workboats
Masts
On deck incubations
Marine mammal & bird observations
Science and shipboard systems
Navigation
Data network and onboard
computing
Real time data acquisition
system
Communications - internal
Communications – external
U/W data collection & sampling
Acoustic systems
Visiting science system installation
and power
Discharges
Construction, operation, & maintenance
Maintainability
Operability
Life cycle costs
Regulatory issues
Science Mission Requirements - Details
Size
and cost constraints (FOFC fleet renewal parameters)
The design phases will determine
the overall size and cost of this vessel. However, the target size and cost
were set in the FOFC Fleet Renewal Plan and serve as a benchmark for the design
of this class of vessel. Even though it is intended that these vessels be
more capable and larger than existing UNOLS Regional Class vessels, they should
retain the lower operating costs, flexibility, and easy to operate characteristics
of the existing vessels. The FOFC parameters were defined as:
Endurance: 30 days
Range: 15,000 km (8,100 nm)
Length: 40 - 55 m (131’- 180’)
Science berths: 15 - 20
Cost: $25 million (This is
interpreted to mean the total cost for design, construction, and outfitting
in 2001 dollars)
These parameters are further
defined by the science mission requirements described in this document. Depending
on budgets and the further definition of science requirements and capabilities
developed during the completion of one or more concept designs, these vessels
could fall anywhere in the defined size range. Draft should be considered
carefully so that operations in shallow areas and access to small coastal
harbors are not limited while at the same time maximizing sea keeping. Endurance
will need to be at least 21 days with a surge capacity to 30 days and science
berths will be at least 16 with surge capacity to 20 or more. Range is not
considered to be a significant design driver for these vessels and will be
derived from speed, endurance, and hull form.
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 25 million dollars per vessel
in 2001 dollars. The actual amount available for detailed design and construction
will be less than 25 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.
A close examination of the
impact that exceeding key tonnage thresholds (500 tons international &
300 gross registered tons) will have on construction and yearly operating
costs should be conducted promptly. A major benefit of this class of vessel
should continue to be the ability to accomplish a significant portion of the
nation’s research requirements while using a relatively smaller portion of
the total marine science and ship operation budgets.
Accommodations &
habitability
Accommodations
A minimum of 16 non-crew personnel
in two-person staterooms is required and it is highly desirable to have the
capacity to carry 20 or more when needed. Total complement would include an
adequate number of maritime crewmembers to support the scientific mission,
meet regulatory requirements, and support the need for proper maintenance
of the vessel. The ability to accommodate up to 40 non-crew personnel safely
on day trips should be included in design and outfitting decisions.
The non-crew personnel (often
referred to as 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. ROV/AUV groups, OBS groups,
coring groups, etc.), foreign observers, education, and outreach personnel,
and anyone else not part of the maritime crew.
The vessel should be designed
for optimum habitability for normal science party size 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 normally support no more than four people per unit. Staterooms
should be designed to optimize the available space while maximizing habitability.
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 concept for designing
a surge capacity that can be effectively used when needed is important to
the flexibility of these vessels to support a wider range of potential projects.
Making space such as a lounge or conference room convertible to bunk space
or other effective use of space should be considered. The use of vans could
be considered as long as the resulting accommodations are integrated into
normal ship services, and they can be safely utilized. Past failures involving
the use of berthing vans should be avoided.
The maritime crew and resident
marine 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.
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 operating areas. Laboratories shall maintain temperature 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 compartment’s intended
purpose.
Air circulation rates should
meet shore lab standards (OSHA regulation 29CFR1910.1410) and SNAME standards
for HVAC.
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. Safe storage and use of hazardous materials should take into
consideration human health impacts.
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 Positioning
(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
to conform to ABS and/or SNAME standards, and provisions should be made for
mounting sensitive instrumentation in a manner to compensate for vibration
and ship motion. Ship’s 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 ship’s network and entertainment systems,
but they need also to be separated from the noise associated with off-hour
activities.
Operational characteristics
Endurance & range
Endurance should be twenty
one (21) days with a surge capacity for thirty (30) days endurance (15 days
at cruising speed and 15 days 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. It would be desirable
for these vessels to have 21-day endurance for these types of cruises. 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.
An 8,100 nautical mile (15,000
km) total range is desirable at optimal cruising speed.
Speed
12 to 14 knots maximum speed
at sea trial is desirable and at least 12 knots is required. Optimum cruising
speed should be between 10 and 12 knots with 10 knots sustainable through
sea state 4 (1.25 – 2.5 m wave heights).
Speed control in sea state 3 or less (<
1.25 meters wave height) should be
0.1 knot in the 0-5 knot range
and
0.2 knot in the 6-12 knot
range.
Maximum speed and fine speed
control should not be obtained at the cost of poor acoustical system operations,
excessive noise, fuel consumption, or poor sea keeping.
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 criteria
to maximize the sea-kindliness of these vessels and maximize their ability
to work in sea states four and higher within the constraints of their overall
size. It is desirable for these vessels to operate 50% of the time or greater
in the wintertime in the Pacific Northwest and in the Northeast/Gulf of Maine.
The use of bilge keels, anti-roll tanks or other methods to reduce the motions
of these vessels should be incorporated in the designs.
In sea state four (1.25 –
2.5 m wave heights) these vessels should be able to:
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Maintain underway science operations at 9 knots
-
Maintain on station operations 80 % of the time, including:
-
Limit maximum vertical accelerations to less than 0.15
g (rms)
-
Limit maximum lateral accelerations to less than 0.05
g (rms) at lab deck level
- Limit maximum roll to less than 3 degrees (rms)
- Limit maximum pitch to less than 2 degrees (rms)
At sea state five (2.5 – 4 m wave heights), these vessels
should maintain 7 knots and be capable of station operations 50% of the time.
At sea state six (4 – 6 m wave heights), these vessels should
maintain 4 knots and be capable of station operations 25% of the time.
At sea state seven or 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. The Regional Class Research
Vessel should be able to maintain station and work in sea states up through
4 (1.25 – 2.5 m wave heights) at best heading.
Dynamic positioning, using
the best possible and multiple navigation inputs, should be possible, in both
relative and absolute references in the following conditions:
-
25 - knot wind
-
Sea state 4
-
2 - knot “beam” current
The maximum excursion allowed
should be ± 5 meters (equal to navigation accuracy) from a fixed location
for operations similar to bore hole re-entry and up to ± 20 meters for operations
through sea state 4 at best heading.
DP system design and operation
should minimize noise, vibration, and adverse effects on the operation of
acoustic systems as much as possible, and these issues should be evaluated
early in the design process.
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 25 knots of wind, up to sea state 4 (1.25
– 2.5 m wave heights), and 2-knot “beam” 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
ABS Class C (ability to transit
loose pack ice) may be desirable for one or more vessels of this class that
may operate in the Gulf of Maine or further north. This does not imply a dedicated,
ice strengthened, high-latitude research vessel.
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. 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. Heave compensation and other techniques designed
to minimize stress on cables and equipment should be included in designs of
these systems. This will enhance personnel safety, reduce manning level requirements,
increase operability in heavier weather, and protect science and ship’s equipment.
These vessels should have
a stern frame or other appliance that provides a height from the attachment
points for blocks to the deck of 24 feet and have a clear width between the
legs of 15 feet minimum. A 20-foot clear area through the frame would be desirable
and this width should extend at least 15 feet off the deck. At least 12-foot
inboard and outboard reach is required and the ability to safely launch long
towed bodies, 3-meter diameter mooring buoys, and other large packages is
highly desirable. Stern weight handling appliances should have a dynamic safe
working load of 20,000 lbs and should be structurally engineered to 1.5 times
the breaking strength of the strongest cable to be deployed.
Weight handling appliances
on the starboard and port sides should be provided with at least one permanent
location near amidships on the starboard side. It would be highly desirable
to have at least one additional “ready to use” temporary location near the
starboard quarter and one on the port side of the main deck. A method for
deploying small towed sensors or other packages from near the bow would also
be highly desirable. Structural engineering, power sources, and control systems
should be built in so that installation and removal of temporary weight handling
appliances can be accomplished easily in port. Deck areas should be flush
and clear for other uses when frames are removed. Weight handling appliances
on the sides should facilitate operations such as coring, towing small packages
and nets, deploying free floating equipment and moorings, and the safe handling
of standard sampling packages. It is desirable that the CTD handling system
deploy and recover the package (24 x 30 liter place rosette) directly to and
from the wet lab or associated hanger or move it there with minimal handling.
These systems should also be designed to work with multiple wire sizes, to
support operations using multiple winch locations and to easily support switching
from one winch or wire to another while on station.
Control stations(s) should
be located to provide maximum visibility of over the side work. Control stations
must provide the operators with the ability to monitor operations as well
as provide them with protection.
The need for any human-rated
load handling equipment is considered a capability that may be desirable for
individual Regional vessels. This requirement should be identified early in
the design cycle for that vessel.
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 ship’s power and data network to the E-M and
F-O cables should be included in the design.
Outfitting should include
one or two normally installed 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". Winches should be readily adaptable
to new wire designs with sizes within a range appropriate to the overall size
of the winch. Shorter lengths of wire may be necessary to save space, weight,
and money. Required minimum lengths for each wire type should be determined
for individual Regional vessels.
A heavy winch complex capable
of handling up to 10,000 meters of 9/16" wire/synthetic wire rope, or
up to10,000 meters of 0.68" electromechanical cable (up to 10 KVA power
transmission) or fiber optics cable should be permanently installed. Smaller
cable or shorter lengths may be acceptable depending on vessel size and area
of operations. This is envisioned as one winch with multiple, interchangeable
storage drums, of which only one would be installed.
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 0.68” 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 if possible,
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.
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 be capable
of offloading vans and equipment weighing from12,000 to 16,000 lbs to a pier
or vehicle in port is desirable. Being able to load and offload equipment
up to 8,000 lbs is required. This will generally mean being able to reach
approximately 20 feet beyond one side of the ship (usually starboard) with
the design weight. The main crane should be able to deploy buoys and other
heavy equipment up to 8,000 lbs up to 12 feet over the starboard side at sea.
Location of the main crane should minimize its impact on useable working deck
space while still maximizing its ability to achieve reach and load requirements.
It may be desirable to have
second, smaller crane with installation locations forward, amidships, and
aft, articulated for work at deck level and at the sea surface, with weights
up to 4,000 lbs. 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 as a minimum a crane location or other device should be provided
forward. Over the side cranes should have servo controls and motion compensation
or damping. The ship should also be capable of installing and carrying portable
cranes for specialized purposes.
The need for any human-rated
crane is considered a capability that may be desirable for individual Regional
vessels. This requirement 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
20,000 lbs tension 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 and spike loads such as deep towed mapping
systems, bottom trawls, camera sleds, and dredges.
Science working areas
Working
deck areas
A spacious stern working area
with 1,000 sq ft minimum aft of deck houses 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 a 50
ft length of clear deck along the rail should be available. This area will
allow for 10 to 15 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 on the main deck aft should be maximized
and equal at least 1,300 sq ft. It is desirable to accommodate at least a
10 meter (33 ft) core and up to 15 meter (50 ft) piston coring operations.
The coring process design
and design for other major operations should take place during the early design
of the vessel. There should be space for up to two vans on the main deck with
minimal interference with over the side operations.
Provide for deck loading according
to current ABS rules (i.e. designed for a 12 foot head or 767 lbs/sq ft) and
a minimum aggregate total of 40 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
1”-8NC (SAE National Coarse Thread) threaded inserts on two-foot centers with
a tolerance of ± 1/16” 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, O-1 deck, bridge, and flying bridge, and should extend as close
to the sides and stern as possible.
The 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 strive for
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 actual use of stern ramps has been limited in the past 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 designed to minimize their
use as general passageways. Doors and hatches should be designed to facilitate
installing large equipment, loading scientific equipment, and bringing equipment
and samples to and from the deck areas. Doorsills should be temporarily removable.
A total of at least 1,000
sq. ft. of lab space is required and 1,500 sq. ft. is desirable (dimensions
below are approximate guidelines). On this class of vessel, the additional
lab space may need to be provided in well designed and integrated laboratory
vans in order to provide the flexibility in the amount of lab versus deck
space available.
