Auxiliary Dry Cargo Carrier (ADC(X))Auxiliary Dry Cargo Carrier (ADC(X))OPERATIONAL REQUIREMENTS DOCUMENT (ORD)
For
Auxiliary Dry Cargo Carrier (T-ADC(X))
1. General Description of Operational Capability.
The purpose of T-ADC(X) is to replace the current capability of the T-AE 26, T-AFS 1, T-AFS 8 and, when operating in concert with the T-AOs, the AOE 1 Class ships. T-ADC(X) will provide logistic lift from sources of supply such as friendly ports, or at sea from specially equipped merchant ships by consolidation, and will transfer this cargo (ammunition; food; petroleum, oil and lubricants (POL); repair parts; ship store items and expendable supplies and material) at sea to station ships and other naval forces. As a secondary mission, T-ADC(X) may be required to operate in concert with a T-AO Class ship as a substitute station ship. The T-ADC(X) will be built to commercial standards to the extent practicable and designed to meet Level 1 survivability criteria specified in OPNAVINST 9070.1 with the exception that EMP hardening will not be required. The T-ADC(X) is intended to operate independently underway, but could be escorted by Navy combatants when required by the threat.
The crew will be U.S. Merchant Marine or MSC civilian mariners and the crew levels will be in accordance with U.S. Coast Guard minimum requirements for U.S. flag vessels, augmented as applicable by mission requirements. Either a Military or a Ship’s Department will support the communications and cargo management/inventory functions. Organic helicopter operations require T-ADC(X) to support two military cargo logistics helicopters or two equivalent commercial variants and associated aviation personnel. Surge berthing of at least 25 berths will be provided.
Requirements were defined through the Analysis of Alternatives (AoA) conducted by the Center for Naval Analyses (CNA). A detailed discussion of the methodology used to define the requirements is provided in CNA Research Memorandum 98-69/May 1998 "Transitioning the Combat Logistics Force into the 21st Century" by John. F. Ince and Burnham C. McCaffree, RADM, USN (Ret.).
Most countries’ naval forces will remain in their littoral waters. A small number of regional powers possess forces that could support a limited blue-water confrontation. T-ADC(X) may face challenges ranging from none to a broad-based technologically robust threat ranging from low-cost conventional to sophisticated non-conventional weapons. Foreign forces will gain more effective and sophisticated weapon platforms through 2019 by means of indigenous and cooperative industrial development, technology transfers, and outright arms purchases. Some nations are currently upgrading the size and/or quality of their military forces and many have relatively modern weapons. The weapons technology available to these nations is increasing and they are receiving front-line equipment quicker than in the past.
Surveillance and targeting technology is becoming more complex and capable with spaceborne surveillance systems expected to gradually assume a larger role in reconnaissance and target updating. In many cases, improvements in littoral surveillance will be driven primarily by the need for nations to patrol Exclusive Economic Zones and enforce their sovereignty.
The primary threat will be from aircraft, ships, and submarines, coastal defense units armed with antiship cruise missiles (ASCMs), and air-, ship-, and submarine- launched mines. Secondary but significant threats will also come from submarine-launched torpedoes; fighter-launched tactical air-to-surface missiles (ASMs); other ordnance carried by sea- and land-based aircraft (fixed- and rotary-wing); and chemical, biological and nuclear weapons. While operating in the littoral regions, additional threats from coastal defense sites (artillery, missile, multiple rocket launchers, and possibly torpedoes) and TBMS may be encountered. A third tier threat will include preemptive attacks or covert action from special operations forces and/or combat divers. C3 electronic attack and electronic support systems may support the weapons threats.
Further details are contained in "Major Surface Ship Threat Assessment", ONI-TA-018-98, July 1998, "Worldwide Threat to U.S. Navy and Marine Forces, 1997-2017", ONI-1200-002-98, December 1997, and the pending "Auxiliary Dry Cargo Carrier System Threat Assessment Report", ONI-TA-055-99.
3. Shortcomings of Existing Systems.
The current Combat Logistics Force (CLF) capability has been shrinking since 1992 when the five-ship AE 21/23 Class began to be decommissioned. The five ship AO 177 Class will be decommissioned in FY 1999. The T-AE, T-AFS and the aging AOE 1 Classes will be retired/decommissioned at the end of their service life, extended to 35-40 years. Although the size of the entire fleet has been decreasing, unscheduled deployments and operational tempo have remained constant and without T-ADC(X) there will not be enough ships to meet the projected need. T-ADC(X) is needed to meet the projected CLF capability.
4. Capabilities Required.
The primary goal of the T-ADC(X) acquisition program is to provide effective fleet underway replenishment capability at the lowest life cycle cost (LCC). This goal can be met by commercially designed and constructed ships, classed to American Bureau of Shipping (ABS) Standards, certificated by the U.S. Coast Guard and in compliance with other commercial regulatory body rules and regulations. The ships will be U.S. flagged, operated by a U.S. Merchant Marine or MSC civilian mariner crew, with a minimum of military systems and specifications. Propulsion controls will be automated, permitting unattended engine room operation. The shipbuilding program will be non-developmental in nature, however, industry innovation will be sought to minimize LCC and provide expeditious replenishment of U.S. and NATO ships at sea. Projected service life will be 40 years from completion of Post Shakedown Availability (PSA).
Intership cargo handling capability must provide all replenishment systems and equipment required for seamless interface with existing and planned U.S. and NATO ships. Accordingly, Navy Standard Underway Replenishment (UNREP) Equipment will be used. The ships will employ the connected underway replenishment (CONREP) and Astern Refueling methods as well as vertical replenishment (VERTREP) for transfer of stores, fuel and ordnance.
Since T-ADC(X) will be expected to operate in company with other naval forces when in theater, its defense will be provided by escorting combatants, or the protective umbrella of the Battle Group. Required survivability features are contained in Attachment A.
Provisions will be included for the ability to expand transfer and self-defense capabilities in future modifications.
a.
System Performance.Recommended Key Performance Parameters (KPPs) are contained in the following table.
RECOMMENDED KEY PERFORMANCE PARAMETERS
|
KPP |
THRESHOLD |
OBJECTIVE |
|
Interoperability |
Intership cargo handling capability must provide all replenishment systems and equipment required for seamless interface with existing and planned U.S. ships. Interoperability with NATO ships will consist of standard NATO coupling and standard NATO communications capability. Accordingly, Navy Standard Underway Replenishment (UNREP) Equipment will be used. Station alignment will be optimized for underway replenishment of current and projected battle group assets. |
Intership cargo handling capability must provide all replenishment systems and equipment required for seamless interface with existing and planned U.S. ships. Interoperability with NATO ships will consist of standard NATO coupling and standard NATO communications capability. Accordingly, Navy Standard Underway Replenishment (UNREP) Equipment will be used. Station alignment will be optimized for underway replenishment of current and projected battle group assets. |
|
Survivability and Ship Self Defense |
The threshold damage stability requirements are the requirements of the Code of Federal Regulations Chapter 46, Subchapter S, part 172 for vessels that carry oil in bulk which requires that the ship will survive damage at any location except the transverse bulkheads bounding an aft machinery space. The machinery space is calculated as a single floodable compartment. |
MARAD Design Letter #3 modified for two compartment damage. |
|
Endurance |
The ship will be capable of 14,000 NM endurance at the sustained speed* of 20 knots. |
The ship will be capable of 14,000 NM endurance at the sustained speed* of 20 knots. |
|
Sustained Speed |
The ship will be capable of a sustained speed* of 20 knots |
The ship will be capable of a sustained speed* of greater than 20 knots |
|
Operational Availability (Ao) (Cargo Transfer Systems {RAS and FAS}) |
0.80 |
0.98 |
|
Operational Availability (Ao) (Cargo Inventory Management System) |
0.98 |
0.99 |
|
Cargo Transfer Rate (Sea State 2) |
The ship will be capable of continuous transfer of palletized ordnance at a total rate equal to or greater than 149 metric tons per hour to a CV using three CONREP stations and VERTREP with two military cargo logistics helicopters or two equivalent commercial variants simultaneously. The ship will also be capable of continuous transfer of palletized ordnance at a total rate equal to 138 metric tons per hour to a CV and CG simultaneously using a total of five CONREP stations. |
The ship will be capable of continuous transfer of palletized ordnance at a total rate greater than 149 metric tons per hour to a CV using three CONREP stations and VERTREP with two military cargo logistics helicopters or two equivalent commercial variants simultaneously. The ship will also be capable of continuous transfer of palletized ordnance at a total rate greater than 138 metric tons per hour to a CV and CG simultaneously using a total of five CONREP stations. |
* Notes: Sustained speed is measured at full load (Condition D), calm water (no current, wind or waves), clean bottom and propeller(s) using no more than 80% of the propulsion engine maximum continuous rating (MCR). Trials will be conducted in accordance with SNAME Bulletin No. 3-47. Trials which occur in conditions other than calm water will be adjusted back to calm water results. The adjustment to calm water conditions shall be accomplished analytically using the methodology referenced in SNAME T&R Bulletin No. 3-47.
i. Cargo Capacity
In the dual cargo configuration the ship will have the cargo cube capacity of at least 63% of the T-AE 26 Class ammunition load and 63% of the T-AFS 1 Class stores load, including 100% of the T-AFS 1 Class refrigeration/frozen stores capacity. For a single cargo configuration, the T-ADC(X) should, at a minimum, carry 100% of either the T-AE 26 Class ammo load or the T-AFS 1 Class stores load. The majority of the cargo holds will be "multi-use" holds that can be easily converted from storing either ammunition or dry stores. Design of the convertible spaces that carry ordnance will be in full compliance with OP-4 standards for ammunition stowage. The cargo stowage and handling capability will be based on notional load lists derived from NNOR PR-99 data. The notional load lists will capture the extremes on the range and depth of naval ordnance and stores. Stores capacity will be sufficient to satisfy battle group demand during the same period. Cargo stowage will allow configuration of a loadout that includes a compatible mix of ammunition and dry cargo. Separate dedicated cargo stowage will be provided for:
In addition to the notional loads and dedicated spaces, the ship will have sufficient cargo staging areas and a minimum of 50 m2 of stowage area (with a minimum 3 meters clear headroom) for the stowage of outsized cargo. This area will not block cargo handling routes, the ship’s self loading areas or interfere with CONREP or VERTREP operations. Vehicle Lashing Assemblies (VLAs) and flush deck sockets will be provided for securing outsized cargo. This stowage area may be located in the weather.
The ship will have the capability to carry approximately 2900 m3 (18,241 barrels) of cargo fuel. This fuel will be carried in a minimum of two tanks (1700 m3 and 1200 m3). All cargo fuel equipment and tanks will have the capability to convert between F76 or F44 fuels. The ship will have the capability of transferring this fuel at the rate per hose specified in NWP 4-01.4 by alongside CONREP and Astern Refueling methods.
Space for retrograde material is required, including battle group plastic and hazardous material (HAZMAT) waste. This may be space that is utilized for other cargo loads when the ship is fully loaded. However, the designated space should be appropriate for the expected quantity and type of material.
Separate space for stowage of flammable liquids, spare parts and ship’s store items is required.
The ship will have the capability to carry and transfer via CONREP 200 MT of cargo fresh water.
ii. Connected Replenishment (CONREP) Stations
Required CONREP Stations are listed in Attachment B.
iii. Vertical Replenishment (VERTREP)
The ship is to be capable of landing, fueling and maintaining the H-46D, CH-60 and commercial logistics helicopters, with a hangar large enough to accommodate two such aircraft. In addition, the flight deck will be capable of day and night landing of the H-53E and V-22 in accordance with Air Capable Ship Aviation Facilities Bulletin Number 1. Additionally, a prestaging area to accommodate cargo and ordnance to be transferred by VERTREP will be provided.
iv. Cargo Handling
The ship will be capable of simultaneous operation of five stations. This will be five CONREP stations or three CONREP stations plus VERTREP using two helicopters.
Cargo handling systems will be designed to operate safely and reliably while minimizing life cycle cost.
The design of intraship (strikeup/strikedown) cargo handling and stowage in combination with the quantity of prestaging area will ensure continuous UNREP at the transfer rate of the CONREP and VERTREP stations. The transfer rate for fueling-at-sea will be at least 1360 m3/hour (360,000 gallons/hour) for the double hose station.
The cargo handling system will permit the safe and expeditious selective issue of various types and quantities of cargo from stowage to prestaging or directly to any CONREP or VERTREP station for transfer at sea. Additionally, the ship must meet OP-4 requirements for the stowage, movement, handling and transfer of cargo ordnance underway.
Provisions shall be made to maintain the temperature of freeze and chill cargo prior to transfer.
Temperature and humidity control for the cargo stowage spaces will be provided. Dehumidified stowage will be provided for perishable items. All chill and freeze cargo holds will be capable of stowing either freeze or chill cargo.
Segregation of cargo will be provided to comply with Navy and regulatory body requirements.
The capability to load/unload cargo to/from a pier or lighterage with ship’s own equipment will be provided. This includes the capability to conduct cargo onload/offload operations from austere commercial port facilities.
The ship will have the capability to move forklift trucks between cargo holds, staging areas and transfer stations while at sea.
Deck heights on the T-ADC(X) will be designed to safely and efficiently handle cargo.
The T-ADC(X) will be provided with sufficient organic material handling equipment (MHE) to enable efficient loading and offloading of the ship in port or at sea.
v. Stores Handling
Facilities will be provided for shipboard handling of stores and provisions which are carried onboard for ships own use. Handling equipment will be provided to facilitate strikedown of stores and provisions from replenishment stations to stowage in the ships own storerooms.
vi. Mobility
|
THRESHOLD |
OBJECTIVE |
|
|
Maximum Size |
||
LOA |
210 meters |
Less than 210 meters |
Beam |
32.3 meters |
Less than 32.3 meters |
Navigational Draft (Full Load) |
9.5 meters |
Less than 9.5 meters |
Air Draft (Max height above waterline) |
41 meters above water line in light operating condition. |
Less than 41 meters |
|
Sustained Speed* |
20 knots |
Greater than 20 knots |
|
Range |
14,000 nm at sustained speed* |
14,000 nm at sustained speed* |
|
Endurance Days |
STORES DAYS Dry 90 Freeze 90 Chill 45 Repair 90 Ship’s Store 90 GSM 90 Medical 90 |
STORES DAYS Dry 90 Freeze 90 Chill 45 Repair 90 Ship’s Store 90 GSM 90 Medical 90 |
|
Seakeeping |
Safely perform CONREP from a total of three stations to two receiving ships and VERTREP through Sea State 5, headings within 30° of head and following seas, day or night. Survival of ship, cargo, equipment and personnel in Sea State 9, all headings, zero speed. Sea States are defined in NATO STANAG No. 4194. |
Safely perform CONREP from a total of three stations to two receiving ships and VERTREP through Sea State 5, headings within 30° of head and following seas, day or night. Survival of ship, cargo, equipment and personnel in Sea State 9, all headings, zero speed. Sea States are defined in NATO STANAG No. 4194. |
|
Maneuverability |
Perform CONREP at all speeds between 12 and 16 knots, with precise speed and course control, while ships are replenished on both sides simultaneously. |
Perform CONREP at all speeds between 12 and 16 knots, with precise speed and course control, while ships are replenished on both sides simultaneously. |
|
Ice Strengthening |
ABS Class C0 |
ABS Class C0 |
* Notes: Sustained speed is measured at full load (Condition D), calm water (no current, wind or waves), clean bottom and propellers using no more than 80% of the propulsion engine maximum continuous rating (MCR). Trials will be conducted in accordance with SNAME Bulletin No. 3-47. Trials which occur in conditions other than calm water will be adjusted back to calm water results. The adjustment to calm water conditions shall be accomplished analytically using the methodology referenced in SNAME T&R Bulletin No. 3-47.
vii. Mission Profile
The T-ADC(X) ship design should account for the notional mission operating profiles of Attachment C with continuous operating status.
viii. Environment
This ship and all its systems will be capable of operating without performance limitations, except those stated in this document, in the following environmental range:
|
Maximum |
Minimum |
|
|
Outside Dry Bulb |
40 C (104 F) |
-18 C (0 F) |
|
For Topside Equipment |
48.9 C (120 F) |
-28.9 C (-20 F) |
|
Outside Wet Bulb |
30 C (86 F) |
-- |
|
Seawater |
35 C (95 F) |
-2 C (28.4 F) |
|
Seakeeping |
Sea State 5 |
Sea State 0 |
All systems shall retain full capability through a relative humidity range of 0 to 95%.
The ship will be capable of operating in all ocean environments other than high latitudes and close sea ice.
Electromagnetic Environmental Effects (E3) Control: The ship and all its systems shall be capable of operation in the extreme electromagnetic (EM) environments associated with battle group operations without suffering degradation below established key performance, mobility and survivability thresholds, due to E3. In addition, T-ADC(X) systems shall not degrade the performance of other equipment/systems in expected operational environments.
b.
Logistics and Readiness.The primary requirement for logistics and readiness is to maintain operational availability for completing the T-ADC(X) mission profile. The T-ADC(X) Class ships are to be built to commercial standards and shall comply with all applicable laws and regulations of the United States and the requirements of the American Bureau of Shipping (ABS), the United States Coast Guard (USCG) and other regulatory body rules and regulations.
i. Reliability, Maintainability and Availability (RMA)
The design of the T-ADC(X) Class ships will be based on proven conventional commercial criteria and built to the best commercial practices using current state-of-the-art technology. The shipbuilder will be required to perform and employ acceptable commercial practices as delineated in the performance specification. The shipbuilder will also be required to select and install standard commercial-off-the-shelf (COTS) non-developmental systems, modified as necessary for shipboard use, and equipment having a reliable operational history, and approved by ABS and/or the USCG wherever applicable. Designs will provide for equipment and system redundancy, arrangements that suit ready maintenance and repair, reliability based on proven engineering principles and commercial reliability standards that are based upon successful past performance. The shipbuilder will also employ a comprehensive test and trials program that that will ensure that construction and system integration meets the highest commercial standards. Commercial Organizations that will dictate the shipbuilder’s level of performance include ABS, USCG, ISO, ASTM, IEEE and SNAME. Regulatory body and government oversight throughout the design, construction, testing, and trials phases will confirm that these standards are achieved.
Mission and safety critical systems are required to have an increased level of redundancy over ABS and USCG standards. The ship will have a minimum of two propulsion engines or redundant windings in the case of electric motors. Auxiliary systems supporting the propulsion plant will be redundant. A Failure Mode Effect Analysis is required to verify the integrity of the propulsion systems, steering systems and auxiliary services systems. The ship will have backup units for ship service generators, firepumps, cargo refrigeration, and fresh water production units. Redundant seawater supplies will be provided for firefighting in cargo holds. A dual redundant data bus with redundant interface units will be provided to interconnect control and data signals within the integrated bridge system. Two routes of cargo movement will be provided from stowage spaces to each CONREP or VERTREP locations so that any single point failure of the cargo handling system will not stop cargo flow from a cargo hold.
The T-ADC(X) shall be capable of operating throughout the full realm of peacetime and wartime scenarios with minimum time out of service for emergent repairs. The objective for maximum time out of service (i.e., time not available to carry out an existing mission) should be less than 2.5 days per year. This time is exclusive of mandatory (regulatory) drydockings that are normally limited to no more than one 21 day period every 4.5 years for MSC ships and regularly scheduled maintenance availabilities. Maintenance practice shall follow MSC’s practice, which entails regular repair and maintenance work conducted by the crew during the ship’s regular at sea and inport operating cycle.
Repair capability will include damage control repair with damage control lockers. The equipment will be organic to the ship and the crew will be capable of effecting repairs and controlling the spread of damage. See Attachment A.
c.
Other System Characteristics.A capability to tow or be towed will be provided.
The ship will have a service life allowance of 5% weight and 0.15 meters KG based on the full load departure condition when delivered.
Accommodations will be to Military Sealift Command standards. The design will facilitate assignment of separate accommodations for male and female personnel, both crew and Military Detachment and surge/transient personnel.
The ship will not be required to perform its primary mission in a Nuclear, Biological, and Chemical Contamination (NBCC) environment, however, it must have the capability to survive and reach a non-contaminated area.
5. Program Support.
a.
Maintenance Planning.The T-ADC(X) will maintain ABS classification through regular inspections and surveys. Levels of maintenance and time phasing of availabilities will be in accordance with commercial practice. The ship will meet USCG/ABS extended drydocking rules.
The maintenance philosophy for all systems will be based on commercial practice and MSC policy, which uses the requirements for USCG certification, ABS classification and the recommendations of equipment manufacturers as the basis for formulating a maintenance plan.
The T-ADC(X) will utilize an integrated maintenance planning approach for accomplishing normal and corrective maintenance. The levels of maintenance and time phasing will mirror commercial practice, which entails regular repair and maintenance conducted by the crew or industrial assistance as required.
The T-ADC(X) will have an automated system to schedule, document, track, and report shipboard maintenance activity. The automated system will produce monthly reports that will be used to monitor the maintainability, reliability and availability of major systems throughout the ship.
The T-ADC(X) will incorporate mechanical and electronic diagnostic technology that is commercially proven, nondevelopmental, and cost effective. Embedded diagnostics will be designed into the main propulsion, mission essential cargo handling, major auxiliary, military and ship control systems.
b.
Support Equipment.Support equipment normally required by MSC, ABS, U.S. Coast Guard and other regulatory bodies for U.S. flag commercial ships will be carried.
c.
Human Systems Integration.i. Human Engineering
A Training Planning Process Methodology (TRPPM) analysis will be conducted to determine final Navy Military Detachment (MILDET) manpower and personnel required for fleet introduction. The evaluation should include all officer and enlisted requirements that may be required by the T-ADC(X). As a threshold, manning should not be increased over similarly MSC manned auxiliary ships. As an objective, a decrease in the military manning requirement will be sought to minimize life cycle cost.
The TRPPM analysis will determine if the method of training to be used will be dedicated pipe-line training or on-the-job training. Contractor furnished computer-based-training and/or embedded training should be investigated as an enhancement and/or alternative to adding to existing formal Navy training courses. Operator and maintainer training requirements will be reflected in a Navy Training System Plan (NTSP).
Human engineering principles and design standards shall be applied to the design of all compartments, spaces, systems, individual equipment, work stations and facilities in which there is a human interface. Where specific design criteria are required, they shall conform to Standard Practices for Human Engineering Design for Marine Systems, Equipment and Facilities (ASTM F1166).
ii. Safety and Health
Ship arrangements and ship system operations, maintenance and support will not injure, kill or create an adverse health environment for onboard personnel. Ship arrangements and ship system operation, maintenance and support will not interfere with, damage or destroy any ship system component. Safety considerations will accommodate full joint/allied interoperability including joint munitions, fuels and aircraft.
Environmental management procedures shall include the preclusion of potential electromagnetic (EM) hazards to personnel, ordnance and volatile fuels from intra-platform or inter-platform emissions.
d.
Computer Resources.T-ADC(X) will include fiber-optic cable necessary to support two local area networks (LANs) of desk top micro-computers, one unclassified and one with security classification up to SECRET level. Shipboard computer resources include commercial navigational and ship control systems, communications systems and an automated cargo load planning and inventory management control system. The automated cargo load planning and inventory management control system will incorporate current and emerging technology suitable to a shipboard environment. All associated software will interface seamlessly with Navy cargo and ordnance inventory management systems at activities ashore and resident in customer ships.
e.
Other Logistics Considerations.Logistics support may include the use of the Navy supply system as well as commercial distribution networks to reduce life cycle costs. Engineering drawings, commercial technical manuals and technical support data shall be provided in accordance with MSC criteria/instructions. Onboard repair parts will be provided to support corrective and preventive maintenance of equipment in accordance with MSC maintenance philosophy and operating instructions. Crew familiarization will be provided.
f.
Command, Control, Communications, Computers, and Intelligence (C4I).C4I will primarily consist of a standard commercial communications capability. The ship will comply with the requirements for Safety of Life at Sea (SOLAS) as prescribed by regulations of the International Maritime Organization, the International Telecommunications Union and the Federal Communications Commission. This will include a capability to utilize the International Maritime Satellite (INMARSAT) system and the Global Maritime Distress and Safety System (GMDSS). Systems required to operate and maintain the ship and interface with forces afloat and ashore, including capabilities across the full spectrum of battle group communications, will be provided. The ship will have the capability to integrate a STU III/STE secure communications system with its organic communications capability. Both Military and commercial navigation Global Positioning System (GPS) will be provided. The ship will have integrated bridge and engine room control and two computer LANs for intra and inter-ship communications up to SECRET level classification, cargo management/control, ship operation and maintenance.
All T-ADC(X) commercial C4I systems shall demonstrate immunity to expected operational electromagnetic (EM) environment levels. Spectrum approval of all C4 systems aboard military platforms will be verified to be in compliance with National and International spectrum management policies and regulations, particularly with respect to coordination agreements with host nations.
g.
Transportation and Basing.The ship will operate independently world wide. It will require normal large commercial ship pier and/or mooring and fueling facilities. There are no additional dedicated training facilities required.
h.
Standardization, Interoperability, and Commonality.Every effort should be made to provide equipment commonality among all ships of the class. This should include, as far as practicable but not be limited to, the main propulsion drivers and gears, main and auxiliary equipment, and major cargo handling equipment.
Ship support service requirements, i.e., fuel; water; and electrical, are similar to normal, U.S. flag commercial ship requirements. Ship's machinery will be capable of continuous operation using distillate fuel in accordance with ASTM D975, grade 2-D; ISO 8217, F-DMA; and NATO F-76; and will be capable of operation for 1,000 nm at 20 knots on NATO F-44. Based on the requirement to maintain the existing system interface with both US and NATO fleets, the lack of any equivalent commercial system, the cost to industry to redesign existing Navy equipment and the life cycle cost to the Navy to support non-standard equipment, U.S. Navy Standard Underway Replenishment Equipment will be utilized as government specified equipment.
i.
Mapping, Charting, and Geodesy Support.No special mapping, charting or geodesy support will be required beyond that provided normally for ships with combat logistics force missions. Standard military data, including digital nautical charts appropriate for combat logistics force ships, will be provided by the National Imagery and Mapping Agency.
Meteorology and Oceanography (METOC) conditions affecting ship and aircraft safety of operations and cargo handling efficiency will be provided as standard products from a joint or service METOC forecast activity.
j.
Environmental, Safety, and Health Compliance.Protecting the marine environment and the safety and health of shipboard personnel is essential. The T-ADC(X) will conduct operations, in port and at sea, in such a manner as to minimize adverse impact on the marine environment and human health. The ship will be compliant with all applicable environmental and occupational safety and health regulations, Navy policies, international agreements, and industry standards.
All equipment, systems, and practices designed to protect health, reduce risk, and prevent pollution will meet or exceed current applicable Navy and industry standard of performance, durability, safety of operation, and efficiency.
6. Force Structure.
The T-ADC(X) end force structure will be such that it meets fleet peacetime requirements and satisfies the majority of wartime requirements. As determined by the T-ADC(X) Analysis of Alternatives (AoA), 12 T-ADC(X) Class ships are needed for fleet peacetime operations. Wartime operations will require augmentation by additional shuttle ships (such as Modular Cargo Delivery System (MCDS) equipped ships currently in the Ready Reserve Force (RRF)).
7. Schedule and Cost Considerations.
Initial procurement will commence in FY 2000. Achieving Initial Operational Capability (IOC) in FY 2005 is desired and will occur after lead ship Post Shakedown Availability (PSA). At that time, the ship should have completed Post Delivery Tests and Trials and deficiencies, including warranty items, should have been corrected. Full operational capability will occur upon delivery of last ship of class.
An average cost threshold and objective for all 12 ships has been established as shown in the table below:
|
THRESHOLD |
OBJECTIVE |
|
|
Average Unit Procurement Cost (12 ships, constant year FY00$s) |
Attachments: (A) Survivability Features
(B) CONREP Stations
(C) Notional T-ADC(X) Mission Profiles
Attachment A
T-ADC(X) SURVIVABILITY FEATURES
The T-ADC(X) is civilian in character and does not carry self-defense weapon systems, however it is possible that the ship may encounter any or all of the threats present in the theater of operations. Its protection will be the responsibility of the U.S. and allied naval forces engaged in the operation. The following table lists the required survivability features:
|
FEATURE |
THRESHOLD |
OBJECTIVE |
|
Shock Resistance |
Retain firefighting, communications and emergency lighting capability after underwater shock exposure. |
Retain firefighting, communications and emergency lighting capability after underwater shock exposure. |
|
Firefighting |
|
|
|
Damage Control |
T-Ship DC Management System per MSC standards. |
T-Ship DC Management System per MSC standards. |
|
Damaged Stability |
The threshold damage stability requirements are the requirements of the Code of Federal Regulations Chapter 46, Subchapter S, part 172 for vessels that carry oil in bulk which requires that the ship will survive damage at any location except the transverse bulkheads bounding an aft machinery space. The machinery space is calculated as a single floodable compartment. |
MARAD Design Letter #3 modified for two compartment damage. |
|
CBR-D Capability |
|
|
|
Torpedo Countermeasures |
NIXIE - AN/SLQ-25A or equivalent state-of-the-art countermeasures system |
NIXIE - AN/SLQ-25A or equivalent state-of-the-art countermeasures system |
|
Degaussing System |
Degaussed magnetic signature will conform to 25% of the level specified in OPNAVINST C8950.2 for Group B ships. Minimize Extra Low Frequency Electric (ELFE) signature |
Degaussed magnetic signature will conform to 25% of the level specified in OPNAVINST C8950.2 for Group B ships. Minimize Extra Low Frequency Electric (ELFE) signature |
Attachment B
REQUIRED CONREP STATIONS
The following CONREP stations will be provided:
Attachment C
NOTIONAL T-ADC(X) MISSION PROFILES
The T-ADC(X) will be available for fleet support operations based on a Military Sealift Command (MSC) notional operational cycle that includes a maintenance availability scheduled every 12 to 15 months. For these maintenance periods, a midterm availability (MTA) of 21 to 30 days duration alternates with an overhaul (ROH) of 30 to 45 days duration. An ROH could extend up to 60 days if a dry-docking is required. During operating quarters that do not have either an MTA or an ROH, a 2-week period in port for voyage repairs (VR) is scheduled.
T-ADC(X) Peacetime Shuttle Ship Profile
The notional peacetime profile is a 90-day employment of a T-ADC(X) in a shuttle mission scenario. It assumes the ship will service two CVBGs prior to return to port for resupply. The table below was developed from this narrative.
|
Description |
Total Days |
% |
|
In-port Time (load, refuel, cargo ops, etc.) |
21 |
23 |
|
Transit |
17 |
19 |
|
Underway Replenishment |
38 |
42 |
|
Voyage repair period (in port) |
14 |
16 |
|
Total |
90 |
100 |
T-ADC(X) Wartime Shuttle Ship Profile
This notional profile is a 26 day continuous wartime deployment period of an T-ADC(X) in a shuttle mission scenario using the "next closest" resupply point.
|
Description |
Total Days |
% |
|
In-port Time (load, refuel, cargo ops, etc.) |
8 |
31 |
|
Transit |
10 |
38 |
|
Underway Replenishment |
8 |
31 |
|
Total |
26 |
100 |
T-ADC(X) Peacetime Substitute Station Ship Profile
The notional peacetime profile is a 180-day employment of a T-ADC(X) in a substitute station ship mission scenario.
|
Description |
Total Days |
% |
|
In-port Time (load, refuel, cargo ops, etc.) |
29 |
16 |
|
CONSOL (load, refuel, cargo ops, etc.) |
29 |
16 |
|
Battle Group Port Calls |
24 |
13 |
|
Transit (CONUS and In-Theater) |
56 |
31 |
|
Underway Replenishment to Battle Group |
32 |
18 |
|
Voyage repair period (in port) |
10 |
6 |
|
Total |
180 |
100 |
T-ADC(X) Wartime Substitute Station Ship Profile
This notional profile is a 90day continuous wartime deployment period of an T-ADC(X) in a substitute station ship mission scenario.
|
Description |
Total Days |
% |
|
In-port Time (load, refuel, cargo ops, etc.) |
12 |
13 |
|
Transit |
16 |
18 |
|
Underway Replenishment |
62 |
69 |
|
Total |
90 |
100 |