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.
The main (dry) lab area (up
to 800 sq ft) should be designed to be flexible with the provision for subdivision
into smaller specialized labs.
A separate wet lab/hydro lab
(up to 400 sq ft) is to be located contiguous to sampling areas.
An electronics/computer lab
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 and
equipment repair shop/work space for resident technicians that includes provision
for repair bench space for visiting technicians is desirable. 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 small separate room
or partitioned space for IT (server, telephone, and network) equipment is
desirable.
High bay space for multiple
purposes adjacent to the aft main deck is desirable. This space could support
protected set up and repair of equipment, sample sorting, and other related
functions. In this size vessel this function could be combined with the wet
lab/hydro lab hanger space.
A climate controlled workspace
or chamber (approx. 100 sq ft) is required. This can be provided using a van
or to some degree by providing a well-designed area that can be partitioned
from the main lab or wet lab. If the vessel size or layout allows, the space
might be provided as a separate lab space that can be used for other purposes
as well. This space should be capable of controlling temperature to ± 0.5°C.
Lighting should be controllable and programmable.
Design of HVAC systems should
be integrated with designed partitioning of laboratory spaces so that temperature
control can be achieved. Access to labs should be designed to minimize effect
on air-conditioning systems and climate control. Lighting control should also
take into account partitioning plans
Space for two (20 cu ft) stand-alone
refrigerator/freezer 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) should be provided. Additional
units (such as 80°C) could be accommodated at the expense of other uses of
lab space or in van space when needed. Built in units should not be needed
and should not be included unless the space could be used for alternate purposes
when not needed as refrigerated space.
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 erector set and/or Unistrut™). Bench and shelving
heights should be variable to allow for installation and use of various types
of equipment. 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 “ET” shop and
computer/electronics spaces and recommended in other lab spaces. Deck coatings
should protect the ship’s 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 “ship stuff” (e.g., air handlers, gear lockers,
and food freezers) into the lab space.
Labs should have bolt downs
(1/2”-13NC on two foot centers) in the deck in addition to Unistrut™ on the
bulkheads and in the overhead. Bolt downs on one-foot centers should be considered
for some areas.
Locations for one fume hood
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 up to four feet
wide.
Sinks should allow for flexible
installation and removal, and additional sinks when needed. At least one location
in the wet lab and two locations in the main lab 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 a radiation lab van that remains isolated from the
interior of the vessel.
Lab -
Electrical
Each lab area is to have a
separate electrical circuit on a clean bus with continuous delivery capability
of at least 40-volt amperes per square foot of lab deck area with a total
estimated laboratory power demand of 75 KVA (the amount of power needed will
be verified at the time of design). Un-interruptible power should be available
throughout all laboratory spaces, bridge/chart room, and science staterooms.
The use of modular UPS design should be considered. Separate circuits should
be available for tools and other equipment that will not interfere with clean
power circuits. Use current IEEE 45 or equivalent standards for shipboard
power and wiring and current IEEE standard for UPS and clean power specifications.
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, “readily available” (i.e.,
in the panel, or 1-2 outlets);
- 480VAC, 3-phase available “on demand” (for example run
into the lab from auxiliary outlets on deck).
There should be dedicated
science wire-ways with dedicated transits to all science and instrumentation
locations, including locations at the bow, at the seawater intake locations,
and at winches. Science wire ways should be separated from power and other
signal cables. There should also be non-energized wiring installed and dedicated
to supporting project science systems (appropriate gauge and number of conductors
determined during design phase). Provisions for easy installation and removal
of temporary wiring should be made.
Lab - Water
and air
Uncontaminated seawater should
be supplied to most laboratories, vans, and several key deck areas. This water
must be collected as close as possible to the bow and piping must be made
from materials acceptable to the majority of science users. Provisions for
keeping piping clear and clean should be included in the design. Provisions
for changing pumps, valves, and piping when necessary should be included in
the design. Provisions for connecting multiple users in addition to semi-permanent
equipment should be provided. A backup or alternate system should be considered.
Provision of space and connections as close to the intake as possible are
desired.
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.
Ship’s reverse osmosis water 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 ship’s service systems without
interfering with science operations.
The ship’s 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
Space should be provided to
carry two (2) UNOLS/ISO standard 8 ft by 20 foot portable deck vans which
may be laboratory, berthing, storage, or other specialized use. Berthing vans
should be used only after careful consideration of safety, habitability, and
maintenance issues.
-
Hookup provisions for fresh water,
uncontaminated seawater, compressed air, drains, Peck and Hale fittings, communications,
alarms, data, and shipboard monitoring systems should be provided. 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.)
-
Vans should be capable of having
weather-protected access to ship interior and be located in wave sheltered
spaces. Safe access to and from the vans is the primary 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 more
than one location around ship is desirable.
-
Capability of offloading light
or empty vans using ship’s crane is desirable.
Science (and ship’s) storage:
Although storage space for
multiple legs will not be a requirement for this class of vessel, the provision
of some storage/workshop space for science and ship use will enhance the effective
utilization of lab space. Approximately 400 to 800 cubic feet of space that
could be used for storage and as shop or workspace when needed would be desirable.
Storage space on this class vessel would be used for shipboard technician’s
tools and shared used equipment in addition to project related equipment.
An alternative concept would be to provide a temporary storage space that
could be converted to surge berthing space when needed.
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 project and ship’s 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
Variable science load should
be at least 50 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 ship’s
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 ship’s 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 (semi-rigid or foam collar) boat should be located for ease
of launching and recovery. The vessel should have the capability to carry
and deploy a scientific workboat 16 to 22 ft LOA that may need to be accommodated
at one of the two van location options or on other available deck space.
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 between 30 and 100 lbs. 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 airflow is disturbed as little as possible by the ship’s
structure. 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 ship’s 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 vessel’s fiber-optic data transfer
network.
A crow’s 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 incubators 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 will be on watch continuously during
daylight hours and observation locations should include secured, but removable
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 systems for determining ship heading,
speed, pitch, roll, yaw, etc. as accurately as possible should be installed
at the best location 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 locations, 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 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 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 vessel’s 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 “system” 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 “system”
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 ship’s 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 systems
should provide high quality voice communications throughout all science spaces,
working, and berthing areas. 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. The system should
include a frequency and amplitude modulated transceiver with capability to
operate at fixed frequency with variable ping length. Transducer space should
be allocated for a parametric sub-bottom profiler
-
A shallow depth multi-beam swath
mapping system capable of one degree or best possible resolution for bathymetric
mapping (meet IHO standards) and for guiding seafloor sampling/photography
and enhancing other science operations. Towed or temporary (e.g. pole mounted)
systems could be considered for this capability.
-
Acoustic Doppler Current Profiling
system with transducers for more than one frequency, hull mounted and capable
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 afloat.
-
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 and changing requirements and equipment to ensure the ability to change
and add acoustics systems over the life of the vessel.
-
A location for installing a communications
transponder in the transom of the vessel should be considered to allow acoustic
communications with towed objects.
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
readily installing equipment that is brought on board occasionally such as
SeaSoar, MOCNESS, Deep Tow, Magnetometers, specialized ADCPs, slack tether
ROVs, AUVs, remotely piloted aircraft, and other systems. 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-by-cruise connection
of systems with large electrical motors or power demands. Multiple locations
on deck, for vans, and in laboratories with provisions 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. Final design specifications
should take into consideration common electrical requirements for currently
used and planned equipment, and excess capacity should be included in the
design 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 (concept designs should define
a reasonable volume per person) 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, to 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,
sewage system vents, from fume hoods, and from ventilation systems should
be designed so they do not re-enter the ship’s 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, a high priority should be the ability to maintain,
repair, and overhaul these vessels and the installed machinery and systems
efficiently and effectively with a small crew. 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 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 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 impacts of draft, sail area, layout, and other features of the
ship 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 Regional Class designs.
Regulatory
issues
The impact of USCG and international
regulations on the design and outfitting of these vessels should be carefully
considered. The size of the vessel will directly impact one or more regulatory
thresholds, which will in turn impact manning levels, outfitting, and design
criteria, which will have an impact on life cycle costs and operations.
