Auxiliary Dry Cargo Carrier (ADC(X))

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PRF XXX-XXXX

1. SCOPE

Logistics support is a basic need of any fighting force, and it must be maintained and modernized to remain viable. For Naval forces, logistical support requires a capability to re-supply at sea by means of replenishment ships. The purpose of the Auxiliary Dry Cargo Ship (T-ADC(X)) is to replace the cargo lift and transfer capability of the T-AE 26, T-AFS 1, and T-AFS 8 Class ships.

This specification is a description of the system requirements for T-ADC(X). Included are the mission, capabilities, major systems requirements, interfaces, environmental constraints, interchange requirements, logistics concept, personnel, and verification requirements.

This specification establishes overall system requirements to guide the subsequent engineering development and more detailed specifications.

Some Combat Logistics Force (CLF) ships (station ships) are integral parts of the surface battle groups and others (shuttle ships) move logistical supplies from ports, forward logistics sites, or commercial ships (black hulls) to the battle group at sea. T-ADC(X) will be primarily a shuttle ship, providing logistics lift from sources of supply to station ships and other ships operating with Naval forces. Additionally, T-ADC(X) may be required to operate in company with a T-AO 187 Class ship while performing a station ship role. T-ADC(X) must be fully inter-operable with all U.S. Navy and North Atlantic Treaty Organization (NATO) ships capable of underway replenishment.

2. APPLICABLE DOCUMENTS

The documents listed in this section are specified in sections 3 and 4 of this specification. This section does not include documents cited in other sections of this specification or documents referenced for guidance, for additional information, or as examples. While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified requirements documents cited in sections 3 and 4 of this specification, whether or not they are listed.

 

 

The following specifications, standards, and handbooks of the exact revision listed below form a part of this document to the extent specified herein.

STANDARDS

DEPARTMENT OF DEFENSE

MIL-S-901D Shock Tests, H.I. (High Impact)

(17 March 1989) Shipboard Machinery, Equipment, and Systems, Requirements for

(Unless otherwise indicated, copies of the above specifications, standards, and handbooks are available from the Standardization Documents Order Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 19111-5094.)

The following other Government documents, drawings, and publications of the exact revision level shown form a part of this document to the extent specified herein.

DEPARTMENT OF THE NAVY

DRAWINGS

NAVSEA 802-6337553 T-ADC(X) UNREP Station Arrangement

NAVSEA 802-6337556 T-ADC(X) Cargo/Weapons Elevator Arrangement

MANUALS

NAVSEA 0908-LP-000-3010 Shock Design Criteria for Surface Ships

(September 1995)

NAVSEA OP 2173 Approved Handling Equipment for Weapons and

(15 January 1994) Explosives; Adapters thru Jigs, W/CHGS 1-4

NAVSEA OP 4 Chg 18 Ammunition Afloat

(15 April 1995)

NAVSEA OP 3565 Electromagnetic Radiation

(15 December 1988) Hazards (Hazards to Ordnance)

NAVSEA SW023-AH-WHM-010 Handling Ammunition and Explosives with

(15 January 1996) Industrial Materials Handling Equipment (MHE)

OPNAVINST 5530.13 Physical Security Instructions for

(5 July 1994) Conventional Arms, Ammunitions and Explosives (AA&E)

OPNAVINST C8950.2 Magnetic Silencing

(20 August 1990)

(Copies of the above manuals are available from the Standardization Documents Order Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 19111-5094.)

DESIGN DATA SHEET (DDS)

DDS 130-2 Structural Design and Analysis of Helicopter Handling Decks

(Copies of the above Design Data Sheet are available from the Naval Sea Systems Command, SEA 03R4, 2531 Jefferson Davis Hwy, Arlington ,VA 22242-5160.)

NAVAL AIR SYSTEMS COMMAND (NAVAIR)

Bulletin No. 1H (3 March 1997) Air Capable Ship Aviation Facilities

(Applications for copies should be addressed to Commanding Officer, Naval Air Technical Service Facilities, 700 Robbins Avenue, Philadelphia, PA 19111-5097.)

SOFTWARE

SMP 95 U.S. Navy Ship’s Motions Program

(Copies of the above software are available from the Naval Sea Systems Command, PMS 325, 2531 Jefferson Davis Hwy, Arlington , VA 22242-5160)

DEPARTMENT OF TRANSPORTATION (DOT)

DOT Hazardous Materials Regulations

USCG REGULATIONS

CFR Title 33 Navigation and Navigable

(Version in effect at delivery) Waters

CFR Title 46 Shipping

(Version in effect at delivery)

NAVIGATION AND VESSEL INSTRUCTIONS CIRCULAR (NVIC)

NVIC 12-82 (1 June 1982) Recommendations On Control of Excessive Noise

(Application for copies should be addressed to the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402-0002.)

DEPARTMENT OF HEALTH AND HUMAN SERVICES

PUBLIC HEALTH SERVICE

Publication No. 68 (1963) Handbook on Sanitation of Vessels in Operation - Sanitation Features and Facilities on Vessels in Operation

Publication No. 393 (1965) Handbook on Sanitation of Vessel Construction

(Application for copies should be addressed to the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402-0002.)

The following document(s) of the exact revision listed below form a part of this document to the extent specified herein.

AMERICAN BUREAU OF SHIPPING (ABS)

ABS Rules for Building and Classing Steel Vessels (1997)

ABS Guide for One Man Bridge Operated (OMBO) Ships (1992)

ABS Guide for Survey Based on Preventive Maintenance Techniques (1995)

ABS Guide for Underwater Inspection in Lieu of Drydocking Survey (1996)

ABS Guide for Thrusters and Dynamic Positioning Systems (1994)

ABS Guide for Cargo Vapor Emission Control Systems on Board Tank Vessels (1991)

(Application for copies should be addressed to the American Bureau of Shipping, Corporate Publications Department, Two World Trade Center, 106th Floor, New York, NY 10048.)

AMERICAN PETROLEUM INSTITUTE (API)

API 2c (3 April 1995) Specification for Offshore Cranes

(Application for copies should be addressed to the American Petroleum Institute, 1220 L Street, NW, Washington, DC 20005.)

AMERICAN SOCIETY OF MECHANICAL ENGINEERS (ASME)

A17.1 (3 October 1996) Safety Code for Elevators and Escalators

(Application for copies should be addressed to the American Society of Mechanical Engineers, 345 E 47^th Street, New York, NY 10017.)

AMERICAN SOCIETY FOR TESTING AND MATERIALS (ASTM)

ASTM D189 (1 January 1995) Standard Test Method for Conradson Carbon Residue of Petroleum Products

ASTM D445 Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (the Calculation of Dynamic Viscosity)

ASTM D524 (1 January 1995) Standard Test Method for Ramsbottom Carbon Residue of Petroleum Products

ASTM D664 (1 January 1995) Standard Test Method for Acid Number of Petroleum Products by Potentiometric Titration

ASTM D874 (1 January 1996) Standard Test Method for Sulfated Ash from Lubricating Oils and Additives

ASTM D893 (1 January 1992) Standard Test Method for Insolubles in Used Lubricating Oils

ASTM D 975 (10 November 1996) Standard Specification for Diesel Fuel Oils

ASTM D2982 Standard Test methods for Detecting Glycol-Base Antifreeze in Used Lubricating Oils

ASTM D4739 Standard Test Method for Base Number Determination by Potentiometric Titration

ASTM F 1166 Standard Practice for Human Engineering Design

(10 November 1995) for Marine Systems, Equipment and Facilities

(Application for copies should be addressed to the American Society for Testing and Materials, 100 Barr Harbor Drive, West Conshohocken, PA 19428-2959.)

INSTITUTE OF ELECTRICAL AND ELECTRONICS ENGINEERS (IEEE)

IEEE P45/D2.0 (June 1997) Draft Recommended Practice for Electric Installations on Shipboard

IEEE C95.1 (26 September 1991) Standard for safety levels with respect to human exposure to radio frequency electromagnetic fields, 3kHz to 300 MHz

(Application for copies should be addressed to the Institute of Electrical and Electronics Engineers, 445 Hoes Lane, PO Box 1331, Piscataway, NJ 08855-1331.)

INTERNATIONAL MARITIME ORGANIZATION (IMO)

IMO-200E (1994) International Maritime Dangerous Goods Code (IMDG Code)

IMO-210E (1 January 1997) IMDG Code Supplement

MARPOL (1997) International Convention for the Prevention of Pollution from Ships

SOLAS (1997) International Convention for the Safety of Life at Sea

(Application for copies should be addressed to the Publication Section IMO, 4 Albert Embankment, London SE1 7SR, UK.)

INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO)

ISO 2314 Gas Turbines - Acceptance Tests

ISO 3046-2 Reciprocal Internal Combustion Engines - Performance. Part 2: Test Methods

ISO 6954 (15 December 1984) Mechanical Vibration and Shock Guidelines for the Overall Evaluation of Vibration in Merchant Ships. First Edition

ISO 8217 (15 March 1996) Petroleum Products - Fuels (class F) - Specifications of Marine Fuels. Second Edition

(Application for copies should be addressed to the International Organization for Standardization, Case Postale 56, Geneva, Switzerland CH-1211.)

NATIONAL FIRE PROTECTION ASSOCIATION (NFPA)

NFPA 750 (1996) Standard for the Installation of Water Mist Fire Protection Systems

(Application for copies should be addressed to NFPA, Batterymarch Park, PO Box 9101, Quincy, MA 02269-9101)

SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS (SNAME)

T & R Bulletin No. 3-28 Marine Gas Turbine Power Plant Performance

(July 1976) Practices

T & R Bulletin No. 3-47 (1989) Guide for Sea Trials

T & R Bulletin No. 3-49 Marine Diesel Power Plant Practices

(June 1990)

T & R Bulletin No. 4-16 Recommended Practices for Merchant Ship

(August 1980) Heating, Ventilation and Air Conditioning Design Calculations

T & R Code C-5 Acceptable Vibration of Marine

(September 1976) Steam and Heavy Duty Gas Turbine Main and Auxiliary Machinery Plants

(Application for copies should be addressed to the Society of Naval Architects and Marine Engineers, 601 Pavonia Avenue, Jersey City, NJ 07306.)

In the event of a conflict between the text of this specification and the references cited herein, the text of this specification takes precedence. Nothing in this specification, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.

3. REQUIREMENTS

The following are the systems requirements for the T-ADC(X), hereafter referred to as the ship.

The ship’s mission is to deliver a steady supply of ammunition; stores; petroleum, oil and lubricants; repair parts; and expendable supplies and material to Naval forces in various operational environments. The ship shall employ the Connected Replenishment (CONREP) method as well as Vertical Replenishment (VERTREP) to receive and deliver this cargo. The ship shall be capable of receiving and stowing retrograde material from customer ships including ordnance stowage containers, repairable electronic components, hazardous waste including biological waste, human remains in approved stowage containers, and material handling and packaging materials. The ship shall remain with the station ship if the tactical scenario does not allow Underway Replenishment (UNREP) consolidation on a prearranged schedule, or the ship may be required to act as a station ship.

TABLE I. Cargo loadouts.

1. General. - Cargo shall be secured from shifting, tipping, spilling, or other effects caused by ship motion and protected from direct sunlight, rain, temperature, humidity, sea spray and other conditions that may cause degradation to the cargo. Cargo spaces shall be clear of distributive systems except for those portions of systems which serve that specific cargo space. Physical protection shall be provided for all items such as HVAC sensors and controls, fire fighting systems, and distributive systems in cargo and other spaces which could be damaged by the movement and stowage of cargo and MHE.

The intra-ship material handling system shall permit the temporary stowage and movement of cargo at sea. Clearance from a fixed overhead obstruction to the top of stowed cargo shall be not less than 150 mm. Portable equipment, mobile handling equipment, tools, and accessories of the replenishment systems shall be stowed in locations convenient for their use. Cargo transfer and handling equipment and arrangements shall be provided to permit any packaged cargo unit to be moved from its stowage space to each CONREP or VERTREP location by not less than two means and two different routes (for example, two elevators per hold). Only one route needs to be provided to accommodate outsized cargo. Adequate clearances shall be provided in cargo routes to permit unrestricted movement of the largest cargo to be handled on that route. Clearance shall be not less than the following:

1. 300 mm to fixed overhead obstruction.
2. 600 mm to fixed lateral obstruction.
3. 1000 mm to moving obstruction.

1. Fire extinguishing systems meeting the requirements of SOLAS.
2. Lockable access.
3. Heating and air conditioning in accordance with 3.5.2 and a minimum replenishment air change rate of 2 changes per hour based on gross space volume.
4. Cargo segregation meeting IMO-200E and 210E requirements (See "Storck Guide" for a summary of these requirements).

1. Cargo ordnance. - The ship shall have provisions for stowage of cargo ammunition in cargo ordnance holds in accordance with NAVSEA OP 4 and regulatory body requirements. Additional information pertaining to requirements for stowage, safety precautions, and segregation of the various types of weapons are contained in the NAVSEA Ordnance Pamphlets NAVORD OP 3347 and NAVORD OP 2165. Each cargo ordnance hold shall be provided with means for sensing and recording temperature, and means for detecting unauthorized entry or intrusion.
2. Liquid cargo. - Ship’s fuel shall be segregated from cargo fuel. The liquid cargo fuel handling and stowage capability shall permit the ready conversion, including tank cleaning, to alternatively stow F76 or F44. The ship shall be able to transfer liquids (fuel and water) between the respective ship’s service stowage and cargo stowage.
3. Outsize cargo. - The ship shall have the capability to stow, handle, and UNREP outsized cargo. This stowage area shall not block the normal cargo handling routes or the ship’s self loading areas, or interfere with CONREP or VERTREP operations. A grid of flush deck sockets shall be provided for securing outsized cargo using wire rope or chain lashings. This stowage area shall be near the aft dry cargo sending stations.
4. Food cargo. - Stowage and handling systems for food cargo shall meet TBD.
1. Non-refrigerated food cargo stowage. - Air conditioned spaces shall be provided for non-refrigerated food cargo stowage spaces.
2. Chilled and frozen food cargo stowage. - Chilled and frozen cargo holds shall have the capability to be used at either chill or freeze temperatures. Inert and nonflammable cargo can be stowed in chilled and frozen spaces when these spaces are not being used for food stowage.
5. Flammable liquids. - A dedicated space shall be provided for the stowage of palletized flammable liquids. Space ventilation shall be capable of providing a minimum air change rate of 15 changes per hour based on gross volume. Temperature shall be capable of being automatically maintained between 5 degrees C and 37 degrees C.
6. Specialty cargo. - Dedicated stowage space shall be provided for specialty cargo as listed below. Volumes listed are molded volumes.
1. Pyrotechnics. - A minimum of 68 m³ of dedicated stowage for pyrotechnics shall be provided. The stowage space shall be in accordance with NAVSEA OP 4, and shall have a dedicated HVAC system.
2. White phosphorus. - A minimum of 83 m³ of dedicated stowage for white phosphorus shall be provided. The stowage space shall be in accordance with NAVSEA OP 4. A stowage locker shall be provided for protective clothing and equipment such as face shields, heavy leather or rubber gloves, rubber aprons, and self-contained breathing apparatus (SCBA).
3. Fuzes, primers, and detonators. - A minimum of 45 m³ of dedicated stowage for fuzes, primers, and detonators shall be provided. The stowage space shall be in accordance with NAVSEA OP 4.
4. Medical supplies. - A minimum of 51 m³ of dedicated, lockable, and air conditioned medical supply stowage shall be provided. The space shall contain a safe locker for drugs, refrigerated lockable storage with temperature alarm for drugs, and a corrosion resistant material lined container for stowing medical acid. Sixty percent of the usable volume shall be provided with modular drawer stowage cabinets. The remaining 40 percent of the usable space shall be provided with racks measuring approximately 760 mm wide x 990 mm deep x 2310 mm high, with five shelves.
5. Plywood & lumber. - A minimum of 37 m³ of dedicated plywood and lumber stowage space shall be provided. The usable space shall be provided with means for securing, handling, and stowing standard plywood sheets or 4-m-long lumber on six-high divided shelves. The plywood and lumber shall be stowed flat with uniform support so it will not deform in storage.
6. Plate & sheet metal. - A minimum of 44 m³ of dedicated plate and sheet metal stowage space shall be provided. The usable space shall be provided with means for securing, handling, and stowing plate or sheet as long as 3 m in length. Vertically stowed plates shall be mechanically secured to preclude shifting due to ship motions or present a hazard to the crew while removing a plate for issue. Horizontally stowed plates shall be provided with a sufficient number of shelves to accommodate each size as an individual stack.
7. Pipe & bar stock. - A minimum of 71 m³ of dedicated pipe and bar stock stowage space shall be provided. Forty percent of the usable space shall be provided with means for securing, handling, and stowing 3-m-long stock. The remaining 60 percent of the space shall be provided with means for securing, handling, and stowing 4-m-long stock.
8. US Mail. - A minimum of 48 m³ of dedicated and lockable stowage space shall be provided for palletized US Mail cargo.
9. Spare parts. - A minimum of 3,350 m³ of dedicated, lockable, and air conditioned space shall be provided for spare parts stowage. Forty percent of the usable space shall be provided with modular drawer stowage cabinets with modular drawer stowage shelf cabinets mounted above for binable items. Thirty percent of the usable space shall be provided with racks measuring approximately 1,100 mm wide x 910 mm deep x 2,310 mm high with three shelves. The remaining 30 percent of the usable volume shall be provided with modular drawer stowage cabinets. As an alternative to dedicated stowage, spare parts may be stowed in multi-purpose stowage spaces, provided that the fully loaded racks and bins are easily removable. Modular drawer storage cabinets shall incorporate a quick acting latching mechanism to secure drawers in the closed or open position. Storage shelves and drawers shall each be individually identified.
10. Hazardous material and solid waste. - A dedicated space shall be provided for the stowage of fleet hazardous material and solid waste. Space ventilation shall be capable of providing a minimum air change rate of 15 changes per hour based on gross volume. Temperature shall be capable of being automatically maintained between 5 degrees C and 37 degrees C.
7. Multi-purpose stowage space . - Where dedicated dry cargo stowage space is not specifically required, a stowage space may be designated as "multi-purpose" provided it meets the most severe stowage requirements of any of the cargo to be stowed in that space. No reconfiguration of the space, other than turning valves and switches, shall be required to "convert" the space to an alternative purpose. Dry cargo stores shall not be stowed in the same space at the same time as ammunition.
8. Pre-staging areas. - Pre-staging areas shall be provided as a way of leveling personnel workload involved in cargo breakout, strike-up, and inventory control. Pre-staging areas shall be located on the transfer deck. These areas shall not be used to satisfy cargo loadout requirements. To ensure the safety of the vessel, and the preservation and security of the cargo, the following requirements shall apply:
1. Freeze cargo shall be pre-staged in freeze areas.
2. Chill cargo shall be pre-staged in chill areas.
3. Explosive and high value cargo shall be pre-staged in secure areas provided with intrusion alarms.
4. Explosive and flammable cargo shall be pre-staged in areas provided with a fire extinguishing system.
5. Decks in areas used for pre-staging shall be provided with a grid of flush deck sockets suitable for rigging temporary lashing.
9. Cargo movement.

1. Material Handling Equipment (MHE). Conventional MHE such as forklift trucks, pallet trucks, and sideloaders both manual and powered shall be in accordance with NAVSEA SW023-AH-WHM-010. Conventional MHE for this contract shall be procured through existing Government sources for ammunition certified equipment. Non-conventional (new design) MHE designs shall be approved by the Government. NAVSEA SW023-AH-WHM-010 can be used for guidance in the design of new MHE equipment. The mix and number of MHE is dependent upon the contractor’s design approach and shall support the cargo flow rate requirements specified herein. The ship shall have the capability to move MHE (without disassembly) between cargo holds and transfer stations while at sea.
2. Ordnance Handling Equipment (OHE). All ancillary equipment used for ordnance handling such as slings, beams, strongbacks, adapters, carriers, bands, dollies and cargo nets shall be in accordance with NAVSEA OP 2173.
3. Cargo and Ordnance Handling Systems. All other cargo and ordnance handling systems not covered by the documents cited in 1. and 2. above shall be designed to perform their rated function in sea state 5 conditions. Load bearing structural and mechanical components shall have working load stresses not greater than 35 percent of the yield point of the material, and overload stresses such as test loads and impact loads not greater than 70 percent of the yield point of the material. All handling systems shall maintain positive control of the load and be provided with dead-man braking systems. Handling systems shall be designed for FAILSAFE operation. The following requirements for specific handling equipment shall also apply:

1. Cranes (if used). - Cranes to move cargo at sea or at anchor shall be in accordance with API 2c. Cranes shall be provided with a boom angle and load indicating device with a digital readout which sounds an alarm and lights a warning light when the load exceeds the crane rating.
2. Elevators, Dumbwaiters, Platform Hoists (if used). - Any traction drive vertical lift shall meet all the requirements of ASME A 17.1. If navy standard cargo elevators are provided, the elevators shall be in accordance with NAVSEA drawing 802-6337556. Any winding drum vertical lift elevators with open platforms shall be provided with features critical to safety and meet the testing requirements of 4.2.2. Cargo elevators shall be dispatch type, non-operator riding when in service.
3. Skipbox Hoists and Single Wire Platform Lifts with Commercially Available Hoists (if used). - This equipment shall have guide rails and safety devices to stop and hold the platform and load when the chain or wire parts. Such hoists shall be limited to 907 kg or less capacity in sea state 5.
4. Pallet Conveyors and Link Chain Hoists (if used). - This equipment shall be provided with means to stop and hold the load when a chain fails.
5. Trunks (if used). - Trunks used for vertical movement shall be provided with powered fume tight doors or powered hatches. Pallet conveyors, skipbox hoists, elevators, dumbwaiters and platform hoists shall be interlocked to prevent operation until the doors are closed. Doors shall be capable of preventing fully loaded MHE and OHE from falling into trunks when struck at speeds of 3.2 kilometers per hour or less. Means shall be provided to prevent MHE and OHE from falling into open hatchways.

1. Pierside operations. - The ship shall be capable of the self-loading and self-unloading each of the dry cargo and specialty cargo loadouts described in Table I in a time not to exceed 5 days using only ship’s own cargo handling crew working 8 hours per day. The ship shall be capable of loading and unloading its full capacity of cargo fuel and potable water in one 4-hour time period via a pier pipeline connection. The ship shall be capable of loading and unloading dry cargo, specialty cargo, cargo fuel, and cargo potable water to both the port and starboard sides.
2. Anchorage operations. - The ship shall be capable of the self-loading and self-unloading of the cargo loadouts described in Table I in a time not to exceed 7 days for each using only ship’s own cargo handling crew working 8 hours per day.
3. UNREP operations. - The ship shall be capable of simultaneous liquid cargo transfer and solid cargo transfer. The ship shall be capable of simultaneous operation of five transfer stations. This will be either five CONREP stations or three CONREP stations plus VERTREP.
1. Dry cargo sending. - The ship, when loaded with the dry cargo specified in the Appendices B1 through B3, shall be capable of breakout, strike-up, and underway transfer of a portion of that cargo specified in the Appendices C1 through C18, in the sequence and within the time specified in the Appendices A1 through A6 , when given the advance notice specified. These operations shall use both CONREP and VERTREP methods and equipment for inter-ship transfer as specified. The ship shall maintain the necessary interfaces and provide the specified equipment to conduct the ship-to-ship transfer. A list of "Intership Transfer Rates for CONREP and VERTREP" is provided in Appendix D. The ship shall provide cargo stowage, pre-staging, breakout, and movement within the ship to support the "Operational Tempo" when applied with the "Intership Transfer Rates for CONREP and VERTREP". Note that certain cargo items in the load list are identified as "slow movers" or " ultra slow movers". These are items that are not normally transferred by UNREP in full pallet quantities, but rather are combined with other "slow movers" into "mixed pallets". For the purposes of analyzing unloading rates, assume that unless otherwise demonstrated, it takes 10 minutes to make up a mixed pallet of "slow movers" and 20 minutes to make up a pallet of "ultra slow movers".
2. Dry cargo receiving. - The ship shall be capable of underway transfer, strike-down, and stowage using the CONREP and VERTREP stations. These operations are essentially the reverse of the sending operation, and shall meet the same applicable requirements.
3. Liquid cargo sending. - The ship shall be capable of underway transfer of cargo fuel at a rate of up to 11,350 liters per minute per hose from two 180 mm hoses. These operations shall use the fueling-at-sea single hose sending method on the starboard side and the double hose sending method on the port side. The ship shall maintain the necessary interfaces and provide the specified equipment to conduct the ship-to-ship transfer. The ship shall provide the above flow rate at a riser pressure of 690 kPa.

An additional capability shall be provided to transfer potable water using a 65 mm hose suspended from the fueling rigs described above. The ship shall provide a potable water flow rate of 950 liters per minute at a riser pressure of 690 kPa.

The ship shall also be capable of transferring fuel through a 65 mm hose using the astern refueling method. The capability of transferring potable water through a 65 mm hose using the astern method shall also be provided. The transfer rate shall be adjustable so as to accommodate the rate at which the receiving ship can receive fuel or potable water. The ship shall be equipped to prevent pollution of the sea by minimizing residual fuel in hoses prior to disconnecting the fuel hose from the customer ship. The fuel oil tanks and system shall be so arranged that the quantity of fuel delivered and received from each station can be determined by direct measurement.

4. Liquid cargo receiving. - The ship shall be capable of underway receiving both ship’s fuel and cargo fuel simultaneously at a rate of 11,350 liters per minute per hose at the two double hose receiving stations on the starboard side. The ship shall maintain the necessary interfaces and provide the specified equipment to conduct the ship-to-ship transfer. An additional capability shall be provided to receive potable water using a 65 mm hose suspended from the fuel sending rig described above. The ship shall support a potable water flow rate of 950 liters per minute per station.

In order to provide alignment with the customer ships, adequate off-station angle capability, space for maneuvering cargo, and space for personnel to safely operate, the CONREP stations shall be located as shown in Figure 1.

In order to provide interchangeable UNREP equipment with the existing CLF ships, and provide all necessary interface requirements for all existing fleet customer ships, the CONREP station equipment shown in drawing, NAVSEA No. 802-6337553 shall be provided. Drawing, NAVSEA No. 802-6337553 shall be used to determine the relative positions of the various CONREP equipment. Additionally, this drawing’s sub-tier interface drawings shall be used to determine the range of equipment locating distances.

The VERTREP area shall be located aft in order to safely and efficiently interface with customer ships. The VERTREP deck shall be on the same level as the transfer deck and be directly accessible to and from the CONREP stations.

FIGURE 1. CONREP station alignment.

1. Operational mobility. - The ship shall be capable of a sustained speed of 20 knots in the Full Load (Condition D), calm water, and clean hull using no more than 80 percent of the installed engine rating (maximum continuous rating, MCR) of the main propulsion engine(s) or motor(s), as applicable for mechanical drive plants or electric propulsion plants. The power to achieve this speed also shall be not greater than 80 percent of the installed generator rating for electric propulsion plants with dedicated propulsion generator sets. For integrated electric propulsion plants, the power required to achieve this speed shall be not greater than 80 percent of the installed generator set rating following deductions for at-sea ship service power requirements and electric plant growth margins. The ship shall be capable of smooth, bumpless acceleration and deceleration between the minimum ship speed associated with the lowest sustainable prime mover rpm and corresponding propeller pitch (where controllable pitch propeller(s) are provided) setting and maximum ship speed. If a barred speed range for the prime mover(s) is found to be unavoidable, the barred speed range shall be permitted between TBD knots and TBD knots. The total fuel rate in kg/hr for the propulsion engines, generator sets, and auxiliary boilers to be used in determining endurance fuel requirements, shall be calculated using methods described in SNAME T&R Bulletins 3-49 and 3-28, as applicable. Fuel rates shall be determined using diesel fuel marine (DFM). Endurance fuel shall be determined using the power level for sustained speed and an endurance of 10,000 nautical miles. The following formula shall be used to calculate the amount of endurance fuel to be carried.



Where:

Fuel rate = kg/hr based on fuel with a lower calorific value of 42,000 kJ/kg, and ambient air and sea water temperatures of 38 degrees C and 32 degrees C, respectively

1.10 provides for 10 percent reserve

1000 is kg/metric ton

0.98 is the tailpipe allowance

Sustained speed is in knots

The propulsor(s), shafting, and other underwater appendages shall survive the marine environment at the speed-time profile specified with no visible erosion between scheduled drydockings. The propulsor design shall maximize propulsive efficiency and minimize cavitation at all steady ahead operating conditions consistent with other requirements. Means shall be provided for locking of shaft(s).

2. Maneuverability. - The ship shall have the capability to maneuver in formation as described by the requirements of this section. Unless otherwise specified in this section, the maneuverability requirements shall apply to the ship operating in deep calm water without wind or current. The maneuverability requirements shall be met at ship loading conditions corresponding to the deepest and shallowest drafts that occur and the associated trims during the UNREP mission. Maneuverability requirements shall be met at initial speeds of 5, 14, and 20 knots, unless otherwise specified. Maneuverability requirements, except for section 3.3.1.b.4, shall be met without the assistance of lateral thrusters, even if thrusters are provided.
1. Tactical diameter. - The ship shall be capable of achieving a tactical turning diameter of no greater than four ship lengths in both directions.
2. Directional stability and controllability. - The ship shall be controls-fixed directionally stable. The maximum allowable first and second overshoot angles in a 20-20 zigzag maneuver shall be 9 and 10 degrees, respectively.
3. Stopping. - The ship shall be capable of stopping within a time of 6 minutes and a head reach of not greater than nine ship lengths with a track departure of no greater than one ship length and heading departure of no greater than 15 degrees without damage to ship systems.
4. Lateral Control. - The maneuvers specified in this section, 3.3.1.b.4, shall be conducted at zero ahead speed and shall apply to the ship operating in deep calm water without current. Windage for cargo shall be incorporated and correspond to the ship loading conditions. The ship shall be capable of performing the maneuvers to both port and starboard.

The thruster(s), if applicable, shall be capable of transitioning from maximum thrust in one direction to maximum thrust in the opposite direction in less than 12 seconds.

The ship shall be capable of rotating 180 degrees within 15 minutes without the use of the main propulsion system.

The ship shall be capable of lateral movement against a beam, bow quartering, and stern quartering wind of 20 knots, such as disengaging from dock

Inflow protection for the thruster(s), if applicable, shall be provided and designed to minimize degradation of ship speed performance.

3. Towing. - The ship shall be capable of towing a vessel of equal displacement and being towed at 5 knots in sea state 3.
4. Seakeeping. - The ship motions shall not exceed the seakeeping criteria shown in Table II. The criteria shall be met for the deepest and shallowest drafts that occur and their associated trims during the UNREP mission. Cited sea states are defined in Table VII.
5. Stores endurance. - Stowage shall be provided for stores for the ship’s own use as shown in Table III and one complete change-out of refrigerant for the air conditioning systems and one refrigeration plant. Facilities shall be provided for the shipboard handling of these stores including the strikedown from the transfer deck to stowage in the ship’s own storerooms.

TABLE II. Performance requirements for various sea states.

TABLE III. Stores endurance.

The ship shall meet the following survivability and vulnerability requirements:

TABLE IV. Additional A-60 structural fire protection.

The primary ship control location shall be the Navigating Bridge, with secondary propulsion and thruster (if applicable) control from bridge wings, port and starboard. The command, control, and communications systems and equipment shall be in accordance with the requirements of the Regulatory Body requirements, Classifications Rules, SOLAS, and the ABS Guide for One Man Bridge Operated (OMBO) Ships.

1. Ship control and navigation. - An integrated bridge system shall be provided in the Navigating Bridge to incorporate integrated navigation, radio communications, interior communications, and ship maneuvering systems and equipment. Supporting sub-system and equipment items shall be installed in the Navigating Bridge or in compartments directly adjacent to the Navigating Bridge. A dual redundant data bus with redundant interface units shall be provided to interconnect all control and data signals within the integrated bridge system in a common digital format suitable for high speed communication. Interface units shall be provided for the exchange of data with the machinery control, monitoring and alarm system, the cargo management and control system, and for data display on a personal computer in the Master’s office. A ship safety (damage control) workstation shall be provided for the purpose of providing a central display area for fire and smoke detection, flooding detection, watertight and fire door position indication, and security alarm data. Controls for fire fighting equipment and ventilation system shutdown shall be included. A weather station which provides temperature, humidity, barometric pressure, and wind speed and direction data to the integrated bridge system and helo control station shall be provided.
2. Navigation systems and equipment. - Navigation systems and equipment shall be provided in compliance with SOLAS and ship mission requirements. An integrated navigation system shall provide the functional and operational capability to determine, display, and transmit the ship position and movement information as necessary to perform general navigation and ship control tasks. The system shall include electronic chart reading and display capabilities, with the ability to read National Imagery and Mapping Agency digital nautical charts as well as official raster charts from the British Admiralty, NOAA, Canadian Hydrographic Service, and similar DX-90 compliant formats.
1. Ship’s position. - The ship’s position shall be determined within an accuracy of 15 m anywhere in the world, continuously, on an all weather basis. Within harbors and restricted waters, the ship position shall be determined within an accuracy of 3 m by electronic means and by visual means, an accuracy of 10 m or 0.1 percent of the range to fixed navigation aids, whichever is greater. Localized positioning capability relative to other ships shall be within an accuracy of 10 m on a 10 m² target. Depth and bottom contour determination to a level of accuracy of ± 100 mm and 99 percent reliability up to a depth of 1,500 m shall be provided. Bottom shapes and obstructions as small as 20 m shall be detected. Ship speed shall be determined with an accuracy of ± 0.1 knot and distance traveled with an accuracy of ± 1 percent, with a simultaneous depth under hull accuracy of ± 2 percent.
2. Navigation system functions. - The navigation system shall perform the following functions :
1. Automatic position determination, display, and plotting.
2. Automatic radar plotting aid with color display in accordance with IMO recommendations.
3. Track recording display and plotting.
4. Ship speed and direction display and recording.
5. Depth sounding display and recording.
3. Charts. - Stowage shall be provided for a world portfolio of paper navigational charts.
3. Machinery centralized control system (MCCS). - Propulsion Control from the ship control console (SCC) at the Navigating Bridge and main control console (MCC) at the EOS shall include independent and combined speed control of each shaft and propeller pitch where controllable pitch propeller(s) are provided.

The MCCS shall be designed for main control from the MCC and secondary control from the SCC. Transfer of control shall be accomplished by a request to the controlling console and an acknowledgment from the controlling console. During plant operation, the MCCS shall also continuously monitor and control: auxiliary plant temperatures, pressures, flows, and levels; electric plant characteristics; and damage control systems. Abnormal conditions shall actuate alarms to warn of the condition and provide for automatic shutdown in the case of malfunctions which could lead to equipment damage or personnel hazard.

Central data acquisition and display shall be incorporated as an integral part of the MCCS. Multiple color flat panel or CRT monitors shall be provided in the MCC and one color flat panel or CRT shall be provided in the SCC and Chief Engineer’s office for selective display of data items, alarms, and mimics. Color flat panels and CRTs shall be a minimum of 483 mm diagonal and shall be capable of being configured independently of each other to permit display of data, alarms, and mimic on different monitors simultaneously. Mimics shall dynamically display the status of machinery, valves, tank levels and controls on a schematic representation of the system.

Automatic data logging shall be provided to furnish a printed record of selected monitored parameters and associated alarm status every 4 hours, whenever the station in control of propulsion changes, and on demand. The data loggers shall also provide a record of alarmed parameters including date, time, alarm set or re-set, and maneuvering bell. A summary data log of selected plant status shall be printed automatically every 24 hours or on demand and shall be in the form similar to an engineer’s log book. An interface shall be provided for downloading data from the MCCS to a personal computer for data collection and trend analysis.

A separate bell logger shall automatically provide a printed record of SCC telegraph orders including date, time, standard order, ordered and actual rpm and pitch, (if applicable) and station in control. The bell and data loggers shall be identical.

MCCS equipment, including computer hardware and software, shall include provisions for at least 20 percent growth for future alarms and controls.

MCCS software shall be in an industry standard, high level, non-proprietary language. The system configuration shall permit the system user to change set point levels, add and delete equipment items to be monitored or controlled and to change the contents and format of the bell and data logger printed outputs. Means to prevent unauthorized tampering with MCCS software data and bell logs, and set points shall be provided.

The MCCS shall be capable to attach and communicate to the local area network (LAN) to download data via open database connectivity to an SQL compliant client/server database installed on the LAN. Data download shall be configurable for both timing and parameter download definition, including bell logging, alarm logging, alarm set or reset. Date and time stamping of all parametric and logging shall be incorporated.

4. Ship radio communications. - A Global Maritime Distress and Safety System (GMDSS) radio communications system which is SOLAS compliant for all sea areas shall be provided. The system shall utilize Federal Communications Commission (FCC) type approved components for compliance with Regulatory Body requirements. Both INMARSAT A and B capability shall be provided.
5. Military radio communications. - A Naval Communications Center with adjacent transmitter and crypto rooms shall be provided. The Naval Communications Center and associated spaces shall be provided with climate control, normal and emergency lighting, doors with security alarms, foundations for standard electronic equipment racks, computer work stations, and supervisor’s desks. Two dedicated power distribution panels, both fed from the ship’s service and emergency switchboards, shall be installed. Space and weight requirements are described in 3.4.9. The Government furnished and installed radio communications system will provide secure and non-secure joint, interoperable voice and data communications with shore stations and other fleet units. The system will include equipment for naval command and control, bridge-to-bridge communications, tactical data link communication, and reception of high speed fleet broadcast. An IFF capability will be provided.

In case of conflict between regulatory body, classification and international regulations and requirements, and this specification, the more stringent requirement shall take precedence.

The ship, as delivered, shall comply with the applicable laws of the United States and the requirements and rules of the various regulatory bodies for vessels used in non-public purposes, including those listed below:

1. ABS, "Rules for Building and Classing Steel Vessels" including requirements for classification as X A1 ¡E, Fuel Oil Carrier, X AMS, X ACCU, unrestricted service , and X APS, if applicable. Ice strengthening shall be ABS Class C0.
1. USCG Regulations for Certification as a Cargo and Miscellaneous Vessel which carries Grade E oil in bulk, Unrestricted Ocean Service, CFR, Title 46, Subchapter I, for International Voyages. In addition, the Contractor shall provide the materials, equipment, and outfit items required for the ship to operate in compliance with regulatory body requirements, including CFR, Title 33, and the requirements for operations in latitudes higher than 35 degrees.
1. U.S. Department of Transportation, Hazardous Materials Regulations.
1. SOLAS, including all amendments.
1. USPHS including Publication No. 393 and Publication No. 68.
1. Panama Canal Regulations for routine commercial transit.
1. Suez Canal Regulations.
1. International Convention on Load Lines. - The Winter Load Line assignment shall correspond to a displacement of not less than full load plus service life allowance. The ship shall comply with United States convention and regulatory measurement system tonnage, and an International Load Line and International Tonnage. Tonnage openings shall not be used to minimize tonnage.
1. MARPOL, including all amendments.

The ship shall incorporate measures to permit extended periods between drydockings and shall be in accordance with the ABS Guide for Underwater Inspection in Lieu of Drydocking Survey.

The ship shall incorporate preventative maintenance measures and shall be in accordance with the ABS Guide for Survey Based on Preventive Maintenance Techniques.

The ship shall be in accordance with the ABS Guide for OMBO Ships.

Thrusters, if provided, shall be in accordance with the ABS Guide for Thrusters and Dynamic Positioning Systems.

The ship’s cargo vapor emission control system is to be in accordance with the ABS Guide for Cargo Vapor Emission Control Systems on Board Tank Vessels.

1. Design and construction standards. - Selection and application of design and construction standards shall be based on meeting requirements at a minimum life cycle cost to the Government. The ship shall be in accordance with IEEE P45/D2.0 dated June 1997.
2. Service life. - The ship shall be designed and constructed to provide a 40-year service life with minimum maintenance and repair.
3. Metric. - The metric system of measurement (Systeme Internationale) shall be used for all elements of the ship requiring new design except where necessary to interface with existing inch-pound equipment or systems. NAVSEA publication "Metric Guide for Naval Ship Systems Design and Acquisition" dated June 1995 may be used for guidance. Measuring and metering systems shall provide inch-pound readouts unless metric readouts are required for specific machinery.
4. Subsystem design. - The design of subsystems shall be fully integrated.
5. Equipment installation. - Equipment installations shall be in accordance with the equipment manufacturer’s recommendations.
6. Cleanliness. - The ship shall be designed to facilitate the ease of cleaning and safety of personnel performing cleaning procedures for all equipment and spaces. The equipment, structure, piping, insulation, lining, sheathing, systems, commissary and sanitary fixtures, and built-in furniture details shall be designed to promote ease of cleaning and house-keeping in order to minimize ship's force requirements and life-cycle cost. The provision for low-point drains in spaces, containment areas, and the design of these features shall enhance cleanliness of surrounding spaces and minimize cleaning requirements. The creation of inaccessible, hard to clean areas shall be avoided.

1. Size. - The ship shall not exceed the dimensional constraints in Table V.
2. Configuration. - The cargo handling weather deck shall be located not less than 7.6 m above the design load departure waterline.

TABLE V. Ship dimensional constraints.

The total ship system shall be a balanced design that satisfies the ship’s requirements specified herein and is consistent with the ship’s concept of operations. The general design philosophy shall be to meet system performance requirements while minimizing life cycle cost. Since design in its simplest form can be described as an engineer’s response to a need, there are a multitude of design solutions which can respond to a given need. For assistance in trading-off these design solutions, the following design attributes are provided in descending order of importance:

1. Life cycle cost. - Life cycle cost as defined herein is total cost, which can be divided into two parts, charter plus operating and support costs. Operating and support costs shall include all costs directly attributable to the ship operation and support including such costs as waste oil disposal and trash disposal.
2. Cargo handling efficiency. - Cargo handling efficiency is maximizing the rate of cargo strike up and strike down while utilizing the minimum number of personnel.
3. Multi-purpose cargo stowage capability (convertibility). - The design shall maximize multi-purpose cargo stowage.

When operating profiles are specified herein or are required for design or analysis, the following profiles shall be used. During at sea operations; for example, transit, UNREP, and other underway operations; the speed time profile of Table VI shall be used.

TABLE VI. Speed time operating profile.

1. Peacetime. - The notional operating profile is a 90-day peacetime employment period as a shuttle ship. The duration of each phase is shown in the following timeline. Overhaul availability is one time per year.

Day 1 2-4 5 6-8 9 10-13 14 15-17 18 19 20-22 23 24-27

Phase 5 3 5 3 5 2 5 3 5 4 3 5 2

Day 28 29-31 32 33-35 36 37-40 41 42-44 45 46-48 49

Phase 5 3 5 3 5 2 5 3 5 3 5

Day 50-53 54 55-57 58 59-61 62 63-67 68 69-71

Phase 2 5 3 4 3 5 2 5 3

Day 72 73-75 76 77-90

Phase 5 3 5 1

1. Sea conditions. - Ship structure, foundations, appendages, systems, and equipment, which are subject to ship motion forces shall withstand the accelerations and dynamic loads imposed by sea state 8. Machinery and hydraulic systems shall maintain satisfactory lubrication and avoid the loss of oil in ship motion conditions up to; 45 degrees roll, 10 degrees pitch, 15 degrees heel, 5 degrees trim. Specific performance requirements applicable to the range of wind and sea conditions in which the ship is to operate shall be in accordance with Table VII.

TABLE VII. Sea, wind, and current conditions.

TABLE VIII. Ship operating temperatures.

TABLE IX. Quantitative reliability and availability.

The ship’s list and trim in the Full Load (Condition D) shall be minimized. However, the ship as delivered by the Contractor shall not exceed the Full Load (Condition D) values of list and trim specified in the Contract, as modified by the resultant weight and moment values agreed upon for the contract modifications and changes in the GFM.

In addition to the load conditions called out in Appendix B of 33 CFR, Part 157, the vessel shall meet damage stability requirements in all potential load and ballast conditions applicable to the vessel’s intended operation.

Any design which uses cross-connections to achieve satisfactory stability under 33 CFR, Part 157, must also meet the regulations of 46 CFR, section 171.080 (h) concerning cross-connections. In any intermediate stages of flooding, the vessel must have at least a 7 degree range of positive righting arm beyond equilibrium, and a minimum righting arm of at least 50 mm within that range.

The vessel must meet the intact stability criteria of 46 CFR, Part 170, section 170.170.

A space and weight reservation shall be provided for future installation of Navy communications and processing equipment as described in Table X.

TABLE X. Space and weight reservations (Navy communications).

1. Displacement. - A service life displacement allowance of 5 percent of the Full Load (Condition D) displacement at delivery shall be provided for weight growth of the ship in service without compromise of the ship's required performance characteristics in the following areas:
1. Hull strength
2. Reserve buoyancy
3. Stability
2. KG. - A service life KG allowance of 150 mm in the Full Load (Condition D) at delivery shall be provided for KG growth of the ship in service without compromising the stability requirements.
3. Electric power. - The ship service power generation plant capacity at ship delivery shall include a 20 percent service life growth margin based on the functional kW load (excluding propulsion, steering, and CONREP systems) for the worst case ship operating condition. The service life margin shall also apply to ship service switchboard and distribution system capacity and as additional space reservations in cable ways and watertight penetration areas.
4. Auxiliary systems. - The chilled water system service life growth margins shall be 10 percent.
5. Accommodations. - The accommodation growth margin for ship’s company and military detachment (MILDET) shall be at least 5 percent for officers, chief petty officers (CPO’s), and crew enlisted personnel but not less than one spare officer (two person) room, one spare CPO (two person) room and two transient (four person) rooms. These growth margins shall be applied to the total number of accommodations required to support the ship’s manning as determined by the requirements specified herein.

Materials used to fabricate the structure, systems, and equipment shall have material properties and behavior suitable for the manufacturing and installation processes selected, in-service environment, and function performed. Selected materials shall support the ship’s required service life without degrading the performance of ship structure, systems, and equipment during the specified ship operational profiles. Material degradation restoration and material replacement shall be limited to ship scheduled availability periods. Corrosion resistant materials shall be used in sea water systems. Asbestos and polychlorinated biphenyl (PCB) shall not be used. Painting systems provided shall be compatible with the existing MSC painting systems.

Human engineering principles and design standards shall be applied in the ship design, system and equipment selection, systems integration, hardware, software, architectural aspects, and man-machine interfaces. ASTM F1166 specific criteria shall be applied where required in the design of compartments, spaces, systems, work and control stations, and facilities. Factors affecting both normal and emergency conditions, such as illumination and environmental conditions, are outlined in ASTM F1337. Operation, maintenance, and repair activities and procedures shall minimize the requirement for manual handling operations and shall accommodate a wide range of individual physical capability. Crewing will be mixed gender so accommodation of the needs of the 5^th percentile female as well as 95^th percentile male shall be incorporated. This accommodation shall not apply if equipment development is required.

The ship design shall reflect system and personnel safety factors, including the elimination or minimization of the potential for human error during operation and maintenance, under both routine and non-routine or emergency conditions. System safety shall be integrated into the design to avoid hazardous manual handling operations as far as reasonably practicable, and provide for the required range of physical capabilities. Machinery, systems, equipment, and fixtures shall be intrinsically safe as far as reasonably practicable, and in the event of failure, shall fail to a safe mode. Man-machine interfaces shall be designed to minimize potential for and the consequence of human error.

1. Accommodations. - Living, food service, and leisure spaces shall be located above the bulkhead deck. Less frequently used human support spaces such as the gymnasium, may be located below the bulkhead deck, provided the deck head for these spaces is not below the deepest waterline and suitable access is provided. No living, food service, or leisure spaces shall be located forward of the collision bulkhead, aft of the aft peak bulkhead, or directly above a heated tank.

Living, food service, working and mission spaces shall be separately grouped and conveniently located rather than widely scattered or randomly interspersed within the accommodation spaces.

Staterooms for the ship’s crew and MILDET shall be separately grouped within the accommodation spaces. Staterooms for licensed personnel shall be separated from and, in multi-decked accommodations, located above unlicensed personnel. Stateroom spaces shall be grouped by department to the maximum extent possible. When located on the same deck, the Master, Chief Engineer, and equivalent mission personnel staterooms shall be located forward of other officer staterooms. When deck and engine personnel are mixed on the same deck, deck personnel shall be grouped to starboard and engine personnel to port.

Staterooms shall have at least one door giving direct access to an interior passageway, or to an adjacent office or day room that has direct access to an interior passageway.

2. Access and egress. - Interior spaces, except inaccessible voids, shall be provided with practical and convenient access. Clear width and clear headroom as used in the following paragraphs shall be obtained in way of local obstructions.

Clear headroom in living and working spaces shall be not less than 2,130 mm from the finished deck to the overhead sheathing. Clear headroom in other spaces, under local obstructions, and on stairs and ladders shall be not less than 1,955 mm. Clear headroom under doors and arches shall be not less than 1,980 mm. Obstructions of lesser height shall be marked for and padded for warning and safety. Clear headroom in way of forklift truck operations shall be not less than 2,440 mm, except passageways used for cargo handling shall have a minimum clear height defined in 3.2.2.a. Interior joiner doors in nonstructural bulkheads shall not be equipped with sills.

Passageways shall have a clear width of not less than 1,200 mm. Passageways where lines form, such as in way of serving lines, shall have a clear width of not less than 1,675 mm. Passageways leading from the medical treatment room to accommodation ladders, Helicopter Landing Area, VERTREP area, and other areas of the ship where personnel may be evacuated shall have clear width to permit turning a corner with a stretcher or gurney without tilting or otherwise adjusting the attitude of the stretcher or gurney. Passageways used for forklift truck operations shall have a clear width of not less than 1,800 mm, except passageways used for cargo handling shall have a minimum clear width defined in 3.2.2.a.

Stairs shall be provided for routine access within the living spaces and shall be located in a centrally located, enclosed, continuous stairtower to provide safe escape from each main fire zone from the lowest accommodation level to the highest weather deck served. Random, individual flights may serve a particular function, such as a stair near the galley to provide convenient access to the provision storeroom on the deck below.

Inclined ladders shall be provided for access to or within machinery spaces, shops, stores, working areas and other non-living spaces requiring vertical access. Inclined ladders located in spaces where personnel may traverse beneath shall be fitted with a protective shield to prevent debris from falling and becoming a hazard. Inclined ladders shall be provided to allow convenient movement between areas normally accessed during UNREP operations. Inclined ladders shall also be provided for normal and frequent access between exterior decks. Exterior inclined ladders shall be fitted in pairs, port and starboard, to ensure a safe leeward access.

Stairs and inclined ladders shall be oriented in the fore and aft direction. Stairs shall have solid risers and inclined ladders shall have open risers. Stairs and inclined ladders shall have non-skid stair treads as well as non-skid tops and landings. Exterior inclined ladders shall have open grate style treads.

Vertical ladders shall be provided to access infrequently used areas such as spars, antennae, and lights, or where an inclined ladder is not practical. Vertical ladders shall be staggered from deck to deck. Where the length of a vertical ladder exceeds 5,200 mm, a notch type safety rail shall be provided.

Vestibules shall be provided on the weather ends of passageways to protect air conditioned boundaries and to serve as a light trap during darkened ship conditions. Vestibules shall be not less than 1,200 mm in width and length.

A personnel elevator(s), suitable for marine use, shall be fitted when the accommodations are on five or more levels (excluding the Navigating Bridge). The elevator(s) shall be located adjacent to a main stair tower, and service all accommodation levels (except the Navigating Bridge), and terminate on the same level as or adjacent to the Engineers’ Operating Station (EOS). The personnel elevator(s) shall meet the requirements of ASME A-17.1 part XXII. Elevator(s), whether for personnel use or cargo, shall not be accounted for as a means of escape.

Two accommodation ladders (one port, one starboard) shall be provided. The accommodation ladders shall be located such that they do not interfere with lifeboat and UREP operations. The accommodation ladders shall be capable of being rigged in 15 minutes by a team of four mariners.

Two pilot ladders, one port and one starboard shall be provided in a suitable location as required. The pilot ladders shall be capable of being rigged in 5 minutes by a mariner.

Access routes and material handling equipment shall be provided to move equipment from its place of installation to onboard shops or off-ship for maintenance and repair. Equipment and machinery shall be installed to facilitate access for use and access for purposes of maintenance, adjustment, servicing or repair, and for removal from the ship. The location of ancillary equipment, panels, gages, controls, sensors, and other equipment mounted on machinery shall not interfere with the machinery servicing, maintenance, and component replacement. Machinery and equipment shall be located to facilitate the performance of servicing, maintenance, and replacement. Pipes, ducts, wireways, and other permanent fittings shall be installed in spaces that are accessible. Permanent fittings and structure shall be kept clear of routes required for the removal of machinery.

Where the size of items or components to be shipped or unshipped exceeds door or hatch sizes, Bolted Equipment Removal Plates (BERPs) or Welded Equipment Removal Plates (WERPs) shall be provided. Removal of the BERP or WERP shall not require the removal of other fixed ship structure or systems. The selection of a BERP or WERP shall be based on the regularity of need for equipment removal. If, as a consequence of normal operating wear, an equipment can be expected to require removal every 8 years or less, a BERP shall be used for removal unless other more convenient means are provided. For longer periods, a WERP is acceptable. Propulsion shafting shall be removable without unshipping any rudder.

3. Navigating Bridge. - Bridge wings shall extend to the ship sides, and the outboard ends shall be provided with a means of protecting personnel from sun and wind exposure. At least two clear view screens shall be provided.
4. Engineering and machinery spaces. - An EOS shall be provided for control and monitoring of the propulsion and auxiliary machinery plants. The EOS shall be enclosed, environmentally controlled, and acoustically protected for the safety and comfort of engineering personnel. The EOS shall be located to provide good visibility of and convenient access to the main and auxiliary machinery.

A Cargo Control Center shall be provided for controlling and monitoring cargo fuel transfer operations. The Cargo Control Center shall be located in close proximity to and shall provide good visibility of the FAS Stations and the adjacent cargo transfer deck.

5. Workshops. - Workshops shall be conveniently located in or adjacent to the spaces, systems, or equipment they are intended to serve. For example, the Engineers’ Workshop shall be located in or adjacent to the Engine Room and Engineers’ Stores. A STREAM workshop with a minimum of 60 m³ of dedicated space shall be located on the same deck as the CONREP equipment. MHE and OHE workshops and stowage areas shall be located in or be adjacent to the areas in which they will operate.
6. Weather decks. - Decks exposed to the weather shall be provided with a means to enhance water runoff such as straight line camber.

1. Heating, ventilation and air conditioning (HVAC). - The air conditioning, ventilation, and heating systems shall provide automatic environmental control to meet the ships heating, ventilation, and cooling loads. The chilled water plants, cooling coils, fans, and other HVAC systems and components shall maintain services vital to the mission with one plant out of service. The refrigeration system shall be capable of maintaining the design conditions with one plant out of service except during pull-down conditions. The refrigerant shall be R-134a for all applications, unless there is no commercially available equipment using R-134a. If equipment using R-134a is not commercially available, the refrigerant shall have an ozone depleting potential of zero. HVAC systems shall be in accordance with SNAME T & R Bulletin No. 4-16, except that the environmental conditions shall be in accordance with 3.4.6. Air conditioning shall be provided for the galley and scullery with a design temperature of 29 degrees C. Heating and air conditioning systems shall be designed to meet airborne noise requirements.

Where cargo space air conditioning is specified, the space design temperature in the cooling season shall be 26 degrees C maximum, and relative humidity shall be automatically maintained at 55 percent or less. The space design temperature in the heating season shall be 16 degrees C minimum. Temperature control shall be automatic.

2. Airborne noise. - Airborne noise shall meet the noise limits recommended by IMO in USCG Navigation and Vessel Inspection Circular No. 12-82 during operations underway and in port, except that the hospital and staterooms shall be 60 dBa and all other living spaces shall be 65dBa.. SNAME T & R Bulletin No. 3-37 provides design guidance on shipboard airborne noise control.
3. Vibration. - The ship and ship components shall be free from excessive vibration. Vibration is excessive when it results in damage or potential of damage to ship structure, machinery, equipment, or systems, or when it interferes or threatens to interfere with the required operation of the ship, its cargo systems, or any ship component. Hull girder, deckhouse, kingpost and crane foundation vibration shall be 10 percent below the upper curve of the peak acceleration or peak velocity values represented by ISO Standard 6954.

The ship’s structure shall provide the strength, reliability and stiffness required to perform the mission specified and meet the service life of the ship specified herein. Structural arrangements shall be consistent with the inspection, maintenance, and damage control requirements for the ship. Structural details shall have a fatigue life consistent with the ship’s service life and operational profile. Structure shall be arranged such that stress concentrations are minimized, loads are effectively distributed, and knife-edge crossings are eliminated. Hull, deck, and bulkhead penetrations shall not compromise the structural integrity, tightness integrity, and rigidity design requirements of the penetrated structure. Welding in all integral tanks, bilges, wet spaces and structure exposed to the weather shall be double continuous. The cumulative area of the limber holes from any one subdivision of any tank shall not be less than the area of the largest suction pipe serving that tank. The stringer strakes for the upper most strength deck, and shell sheer and bilge strakes within the 3/5 length amidships shall be ABS Grade EH-36 steel. Bilge keels and their landing pads shall be EH-36 steel. The sheer strake shall not extend above the strength deck. Where required, a welded waterway bar of EH 36 steel shall be provided on the deck inboard of the shell. Structure for foundations and other locally heavy structure shall be incorporated into the base structure by adjustment to the structural arrangements, increased scantlings or stiffening to the extent required for the foundation. Backup structure shall be aligned with the foundation and integrated into the base structure. In way of passages and vehicle operating areas, a suitable transition taper shall be provided between changes in deck thickness such that tripping hazards are avoided and vehicle wheels can traverse unimpeded. Exposed outside corners of interior steel bulkheads in accommodation spaces shall be rounded. Scantling reduction for special protective coatings shall be prohibited.

The transfer deck, except for the flight deck, shall be provided with a means to prevent MHE and personnel from falling overboard. In way of the fueling stations, this protection shall be easily removable by ship’s personnel to facilitate fuel transfer operations but an alternate means shall be provided to prevent MHE from approaching the removable section.

1. Mast. - Masts and platforms necessary to satisfy the communication, navigation, and signaling requirements shall withstand the effects of ship motions, ice and snow loads of 360 N/m², and wind loads of 1,440 N/m² combined to produce a worst case loading condition. The structure of the masts and their supports shall preclude excess vibration as defined in 3.5.2.
2. Material handling and stowage. - The ship’s structure shall withstand the operational loads imparted by the material and ordnance handling equipment required for the mission, and the stowage loads for material and ordnance handling equipment and cargo.
3. Elastic buckling. - Ship structure shall not fail from a condition of elastic buckling when subjected to design loads. Recognized factors of safety shall be provided on the elastic buckling strength of plates, plate/stiffener combinations, stanchions, and any other components subject to compressive and shear stresses.
4. Other structure and loads. - Structure not specifically addressed by ABS Rules shall be designed to withstand the loads that can reasonably be expected in service including the effects of ship motions and environmental loads using recognized industry standards and allowable stresses. Loads shall be combined as appropriate to represent worst case loading conditions. Docking, tug, fendering, and other loads not specifically addressed by ABS Rules that can be reasonably expected in service shall be incorporated into the design.
5. Foundations. - Foundations shall be arranged to provide access for equipment inspection and maintenance, be free of pockets that could retain liquids, and be rigid enough and aligned so as to avoid distortions of structure, equipment supported and, where applicable, resilient mounts under any condition of static or dynamic loading.

The ship’s machinery shall be capable of continuous operation using distillate fuel in accordance with ASTM D975, Grade 2-D; ISO 8217, F-DMA DFM (North Atlantic Treaty Organization (NATO) Code F-76); and capable of operation for 10,000 nautical miles at 20 knots on JP-5 (NATO Code F-44). All fuel will have a minimum flash point of 60 degrees C. Steam shall not be used as a means of providing power for main propulsion. Each propulsion engine shall be capable of continuous operation at rated power in all ahead propulsion modes. Shafting shall be sized in accordance with ABS requirements plus 5 mm in diameter.

Propulsion and electrical generator engines shall be certified for unlimited marine service at their proposed rating. Internal combustion engines which draw combustion air from the weather shall be rated at the ambient summer conditions of Table VIII. For internal combustion engines which draw combustion air from the surrounding machinery space, the engines shall be rated at the air temperature of the machinery space and sea water temperature based on the summer conditions of Table VIII. Diesel engines (if provided) for electrical service shall be 900 rpm or less at rated output and 1800 rpm or less for emergency service. Lube oil service and jacket water systems for propulsion and generator engines shall be designed such that any single failure of a system component or any single break in distributive piping shall not affect more than a single propulsion or generator engine.

The installed engine rating shall be established not later than the completion of the ship engineering design phase including completion of all applicable tests, based upon marine service experience with a manufacturer's specific make and model number engine, including the same number of cylinders for diesel engines, by one of the following methods:

1. The rating is no greater than a 10 percent increase from a rating previously certified by the Navy based upon having satisfactorily passed an endurance test.
2. The rating is no greater than a 10 percent increase from a rating with a satisfactory documented service record of approximately 50,000 running hours in marine installations using liquid fuels, one of which shall have approximately 25,000 running hours.
3. The rating is greater than a 10 percent but no more than a 22 percent increase from a rating previously certified by the Navy based upon having satisfactorily passed an endurance test and satisfactorily passing the approval test given in Appendix F.
4. The rating is greater than a 10 percent increase but no more than a 22 percent increase from a rating with a satisfactory documented service record of approximately 50,000 running hours in marine installations using liquid fuels, one of which shall have approximately 25,000 running hours, and satisfactorily passing the approval test given in Appendix F.
5. Two years of operation at the proposed rating including a satisfactory documented service record on two engines of approximately 10,000 running hours each using liquid fuels and satisfactorily passing the approval test given in Appendix F.
6. Qualification in accordance with Navy performance requirements of 1000 hours for diesels and 3000 hours for gas turbines corrected to the summer conditions of Table VIII. The test profile will be provided by the Government.

Consideration will be given to engines of identical make, model, and cylinder rating, but different number of cylinders if equivalent horsepower-hours of satisfactory service can be demonstrated. In such cases, special review and reduced test requirements will be considered.

All engines shall be provided with documentation that they have been tested at the proposed rating for gaseous and particulate emissions (NOx, CO, CO2, HC, and O2) and smoke emissions. Gaseous and particulate emissions shall have been measured in accordance with ISO Standard 8178, Part 1 using test cycle E3 of Part 4 for propulsion engines and test cycle D2 for electrical generator engines. Oxides of Nitrogen (NOx) measured in g/kWh shall be in accordance with 3.5.8. Exhaust smoke shall have been measured in accordance with ISO Standard 8178, Part 3 using the method given in ISO Standard 11614. Opacity shall not exceed 20 percent at any measurement point.

The ship service and emergency electrical systems including power quality, subsystems, and equipment shall be in accordance with IEEE P45/D2.0 dated June 1997. Electrical cables shall be of the low smoke type. The power generation and primary distribution system shall be 60 Hz, 3-phase, 3-wire, ungrounded, utilizing a recognized standard voltage which results in the greatest system efficiency. Lighting and electronics distribution systems shall be 120 volt, 60 Hz, 3-phase, 3-wire, ungrounded. The ship service power generation system shall supply the worst case functional operating load, with service life growth margin, with one generator set available in reserve at all times. Automatic power management shall be provided and shall optimize plant operating efficiency. The task lights shall have a minimum vertical separation of 3.7 m between the two sets of lights.

For VERTREP, CONREP and other cargo handling interfaces, see 3.2. Shore facility interfaces shall be provided to permit the ship to interface with US Naval bases, and NATO and commercial ports and terminals. Descriptions of the U.S. Naval facilities interfaces may be found in MIL-HDBK-1025/2. The interfaces shall allow shore connection from both sides of the ship. The interfaces shall permit full pierside ship capability with the propulsion and electric plant secured. The number of personnel required for the connection and establishment of shore interfaces shall be minimized.

1. Fuel. - The ship’s, cargo, and helicopter fuel storage tanks shall be fillable from shore.
2. Lubricants. - The lube oil storage tanks shall be fillable from shore.
3. Electrical power. - Connecting to shore power shall be achievable utilizing cables, plugs, and receptacles compatible with NAVFAC pierside power stations and other US Naval ships. The shore power station shall have a capacity commensurate with the worst case functional in-port load, with service life growth margin, and shall be rated at 480 volts, 60 Hz, 3-phase, 3-wire ungrounded. If the ship service primary power distribution system voltage is different from the required shore power voltage, suitable shipboard conversion shall be provided.
4. Potable water. - The ship’s and cargo potable water storage tanks shall be fillable from shore.
5. Steam. - If steam auxiliary systems are provided, these systems shall be able to be supplied from shore.
6. Telephone. - The automatic dial telephone system shall be connectable to the local public telephone network pierside connection.
7. Sewage. - Sewage and MSD effluent shall be dischargeable to shore facilities.
8. Oily waste. - Oily waste shall be dischargeable to shore facilities.
9. Graywater. - Graywater shall be dischargeable to shore facilities.

Interior communications systems shall be in accordance with IEEE P45/D2.0 dated June 1997. Essential voice communication systems shall utilize selective ringing, common talking, sound powered telephones. In addition to the required stations, the ship control and maneuvering circuit shall include telephones in the Master’s and Chief Officer’s staterooms and offices.

1. Integrated voice communications. - Integrated voice communications shall be provided and shall include automatic dial telephone, public address, amplified voice intercom/talk-back, loud hailer, fog alarm, and general emergency alarm sub-systems.
2. Wireless communications system. - Wireless, hands-free communications shall be provided throughout the ship in support of machinery control, maintenance, fueling, mooring and line handling, damage control, physical security, and mission operations, with access from the integrated voice communications system.
3. Data transmission. - The ship shall be equipped with a ship wide electronic data distribution system. The system shall support a minimum of OC-12 throughput capability (622 MBPS). This system shall support user workstations in staterooms, offices, and watch keeping stations, as well as remote sensing and monitoring equipment (for example, video). This system shall be designed to withstand the shipboard environment. The system shall be fully redundant so as to survive any single point failure with no impact on mission critical systems. Classified and unclassified data shall be separated in accordance with DOD security requirements. This system shall be capable of exchanging information with the Integrated Bridge and Machinery Control and Monitoring Data Transmission Systems.

1. Solid waste handling systems. - The ship shall be capable of operating in compliance with all applicable regulations associated with Annex V of MARPOL 73/78 and its subsequent amendments, in any location world-wide, including all Special Areas identified to date. Regardless of the compliance strategy chosen, storage for a minimum of 1 day’s unprocessed trash shall be provided. Trash storage areas shall be designed to prevent adverse sanitation impacts to the crew. If an incinerator is to be installed, it shall be continuous-feed and have a minimum combustion temperature of 850° C. If the storage option is chosen, ship must have sufficient space to store 21 days of solid waste based on requirements of Table XI.

TABLE XI. Solid waste generation rate estimates

TABLE XII. Air emissions standards.

The aviation facilities shall meet the certification requirements as defined in Air Capable Ship Aviation Facilities Bulletin No.1H. Aviation fuel (F-44) storage capacity shall be 17,100 liters. Aviation fuel provided to the flight deck shall have a purity of 2.0 mg/l and 5 ppm of water. The following levels of flight operations and classes of support shall be provided:

1. Level I, Class 1: day and night Instrument Meteorological Conditions (IMC) landing area with support (service and maintenance) facilities for two H-46D helicopters; day and night IMC landing area with support (service and maintenance) facilities for two H-60 helicopters, but not simultaneously with the H-46D helicopters. A recovery assist, securing, and traversing system is not required.
2. Level I, Class 2: day and night IMC landing area with service facilities for H-1, H-2, H-3, H-60, H-53, and H53E helicopters, and V-22 aircraft.
3. Level I, Class 4, Special Type 2: day and night IMC VERTREP area, hover height in excess of 5 feet for H-1, H-2, H-3, H-46, H-53, H-53E, and H-60B helicopters and the V-22 aircraft.

A dedicated rescue boat meeting the requirements of 46 CFR and SOLAS shall be provided on each side of the vessel and capable of independent launching and operation.

The ship shall carry sufficient mooring gear to hold the ship pierside in accordance with Table VII in all conditions of draft and trim from full load to light operational arrival. Brakes on constant tension winches (if provided) may be set. The maximum load on any line shall not exceed 50 percent of the line’s minimum breaking strength. Once the moor is made up, all tending of mooring lines shall be done by the ship’s personnel. For design purposes, pier bollards shall be assumed to be spaced at 15 m intervals. Pier heights shall be assumed to be 3.0 m to 5.8 m above the waterline. The maximum resultant load applied to any single pier bollard shall not exceed 667 kN.

Habitability spaces shall be provided with electrical power, hot and cold potable water, ventilation, lighting, drainage, heating and air conditioning, and other ancillary services as required, and they shall have piping, wiring, and ducting concealed from view. Habitability spaces shall be in accordance with MSC habitability standards including lighting, appearance, furnishing, outfitting, and ventilation, unless otherwise specified herein. Unless otherwise specified persons of equal rank or status shall be provided with accommodations of equal standard, equipment, and outfitting. The habitability spaces shall provide an aesthetically pleasing environment.

Means of preventing exterior illumination that would violate darkened ship light security, such as curtains, screens, light traps or door switches, shall be provided. Weather deck lighting fixtures shall be controlled from the Navigating Bridge.

1. Berthing facilities. - The ship will be manned with both civilian (MSC licensed and unlicensed personnel) and military personnel (MILDET). These personnel shall be accommodated as follows:

TABLE XIII. Minimum area requirements for staterooms.

TABLE XIV. Minimum area requirements for sanitary spaces.

TABLE XV. Minimum area requirements for lounges.

1. Officer messroom - 100 percent of the ship officers and their MILDET counterparts.
1. CPO messroom - 60 percent of the ship CPOs and their MILDET counterparts.
1. Crew messroom - 60 percent of the ship crew and their MILDET counterparts.

TABLE XVI. Minimum area requirements for offices.

1. Two hundred thirty liters per accommodation per day.
2. Eight liters per accommodation per day for sanitary flushing (if a vacuum sewage collection system is provided).
3. Four hundred seventy three liters per day per helicopter for washdown.
4. One hundred ninety liters per day for cooling water system make-up (if provided).
5. Two percent of maximum steam rate for auxiliary boiler feed water make-up (if provided).
6. Fifteen liters per day per gas turbine for water washing ( if provided).

j. Potable water stowage. - Potable water stowage shall be provided in multiple tanks with a total capacity of not less than two day’s supply based on production rates.

Storerooms, cargo spaces, medical lockers, shops, workshops, disbursing offices, and other spaces requiring protection from unauthorized entry shall be provided with physical security provisions appropriate for the level of security required for the space. MIL-HDBK-1013/1A may be used for guidance. Provisions for the physical security of the ship and associated cargo holds while in port shall be made. These provisions shall include the control of access to the ship and secure spaces; surveillance for threats to the security of the ship by air, sea, or land; communications; and warning devices. Storage for classified material shall be provided. Physical security shall be provided for the exterior communications room and transmitter room. MIL-STD-1680 may be used for guidance. Physical security of sensitive conventional arms, ammunition, and explosives shall be provided. The Government will operate the ship in accordance with OPNAVINST 5530.13. Power, communications, and signal cables terminating in the Naval Communications Center shall be in accordance with TEMPEST requirements.

Ship designation and marking shall be in accordance with MSC standards.

The ship shall be electromagnetically compatible within itself and within the defined external electromagnetic environment (EME) such that the ship system operational performance requirements are met. Radiators and receptors of electromagnetic energy and related electronics systems on the ship shall be electromagnetically compatible (EMC) and shall preclude hazards related to electromagnetic radiation to personnel (HERP), ordnance (HERO), and fuels (HERF). Personnel at, or enroute to, normal operating stations shall not be exposed to electromagnetic energy in excess of the limit established in IEEE Std. C95.1. Shipboard control, instrumentation, interior communications and electronics systems shall not respond spuriously to electromagnetic interference (EMI) from radiating sources such as HF transmitters, power system transients or external EME. Protection for Hazards of Electromagnetic Radiation to Ordnance (HERO) shall be in accordance with NAVSEA OP 3565.

1. Shipboard internal electromagnetic environment. - Internal electric fields (peak V/m-rms) below deck from intentional onboard transmitters shall not exceed a level of 10 V/m from 10 kHz to 18 GHz. Shipboard control, instrumentation, interior communications and electronics equipment shall comply with the environmental requirements specified in 4/11.3.10 of the ABS Rules for Building and Classing Steel Vessels.
2. Shipboard external electromagnetic environment. - Ship systems shall be electromagnetically compatible with the external EME defined in Table XVII such that the operational performance requirements are met.

TABLE XVII. Shipboard external EME for systems and ordnance.

The primary own-ship logistics support requirement is to sustain operational requirements and availability during both peacetime and wartime scenarios. The ship shall also have and maintain ABS classification and full compliance with U.S. Coast Guard (USCG) and other regulatory body rules and regulations. UNREP systems support requirements shall be consistent with U.S. Navy integrated logistics support including spare parts, technical manuals, and preventive maintenance procedures. The ship shall accomplish these requirements at the lowest possible life cycle cost.

Life cycle logistics support planning and supportability analyses results shall be incorporated in the ship design in order to optimize tradeoffs between operational performance and life cycle support costs. The reliability, maintainability, and supportability characteristics of the ship and its critical systems shall enable the ship to complete its mission at the lowest life cycle cost. Logistics support may include the use of the Navy supply system as well as commercial distribution networks to reduce life cycle costs.

All materials (consumables, spare, repair parts, and other) required to support the systems and equipment, including support for aviation and other support equipment, shall be provided. Regulatory body requirements and MSC maintenance philosophy shall dictate the ship’s supply support requirements. Automated configuration management capability shall also be provided.

The ship shall have automated management and control of cargo to the capacities specified in Table I and own ship support stores to the capacities specified in Table III. Ship equipment and software shall interface with corresponding systems resident in customer ships and activities ashore.

The ship will employ a two level (organization (shipboard) and depot) maintenance philosophy in accordance with Appendix E. This philosophy incorporates standard commercial practices and complies with U.S. Coast Guard certification and ABS classification, along with the recommendations of equipment manufacturers. Embedded diagnostics shall be designed into the main propulsion, mission essential cargo handling, major auxiliary, and ship control systems. A continuous integrated maintenance approach shall be implemented to minimize required repair availabilities and time out-of-service.

The ship design shall not require new shore based facilities. Systems required to operate and maintain the ship and interface with Navy afloat and shore side units shall be provided.

Facilities shall be provided onboard for the ship’s crew to perform the maintenance required in accordance with Appendix E and the supportability analysis, taking into consideration the equipment installed onboard the ship. These facilities shall include workshops, spare part stowage, and areas required for maintenance, service, checking, testing, and repair of shipboard machinery and equipment, HM&E and electronics. These workshops, spare part stowage, and areas shall support preventive and corrective maintenance, including modular replacement of defective parts or equipment. The size, type, and outfitting of workshops, spare part stowage, and areas, along with type and number of support equipment, shall support MSC’s maintenance requirements.

MHE maintenance and storage facilities shall be provided. All MHE shall be able to be returned to MHE maintenance and storage areas when not in use. Battery charging facilities shall be provided in MHE maintenance and storage areas such that at least 75 percent of all MHE batteries can be charged at one time without removal from the MHE. In addition, battery charging facilities shall be provided in a battery shop and in MHE maintenance facilities. Deck securing systems sufficient to secure all MHE shall be provided in the MHE maintenance and storage areas as well as throughout cargo handling routes and transfer deck.

Regulatory body requirements and MSC maintenance philosophy shall dictate the ship outfitting requirements.

Equipment commonality shall be provided among all ships of the class. This commonality shall include, as far as practicable but not be limited to, the main propulsion prime mover(s) and gear(s), main and auxiliary equipment, and major cargo handling equipment. Standardization shall be incorporated in design and equipment selection for each ship and across the ship class. Equipment and associated parts commonality shall be provided for each ship to the maximum extent practicable. For example, (1) the types of cargo handling equipment and systems provided should be minimized and (2) the ships generators, including prime movers, ancillary controls and equipment, should be from the same manufacturer’s series, although rated capacity may be different.

The MSC-developed Shipboard Automated Maintenance Management (SAMM) system will be utilized for documentation and scheduling shipboard maintenance actions. Appropriate interface of SAMM with INMARSAT (or state-of-the-art-communication) shall be provided.

The ship shall be manned by a mixed gender crew of Government civilian mariners from the MSC plus a mixed gender Navy MILDET. The MILDET will perform specific intership communications functions, security, weapons inventory, and helicopter operations and maintenance. Other shipboard functions will be performed by the MSC civilian mariners.

The ship shall require the minimum number of MSC civilian mariners and MILDET personnel while maximizing ship and system performance effectiveness, readiness, and safety. The maximum number of MILDET personnel is 75, excluding accommodations growth margin. The maximum permissible number of civilian mariners is 124, excluding accommodation growth margin. The ship shall meet USCG minimum manning requirements for US Flag vessels augmented as applicable to perform the missions specified herein. The functional minimum requirement for CONREP may be found in NWP 4-01.41 and NWP 4-01.4, and for VERTREP in NWP 3-04.1M. IMO SOLAS resolution A.481(XII) adopted 19 November 1981 provides guideline principles of safe manning.

Innovation, new technology, and automation shall be utilized to realize significant manpower reductions concerning engineering, deck, cargo handling, VERTREP, firefighting and safety, damage control, and ship support. Preventive maintenance, corrective maintenance, and parts management manpower requirements shall be minimized by self-analysis features in system and equipment designs.

1. VERIFICATION

Verification methods. - Verification shall be accomplished by analysis, inspection, and testing using the definitions below:

1. Analysis. - This method utilizes established technical or mathematical models or simulations, algorithms, charts, graphs, circuit diagrams, or other scientific principles and procedures to provide evidence that the stated requirements have been met.
2. Inspection. - Inspection consists of investigation, without the use of special laboratory appliance or procedures, of items to determine conformance with those specified requirements which can be determined by such investigation. Inspection is generally non-destructive and typically includes the use of sight, hearing, smell, touch, taste, simple physical manipulation and other forms of investigation.
3. Test. - A test generally denotes the determination, by technical means, of the properties or elements of items, including functional operation, and involves the application of established scientific principles and procedures. Testing may include the actual operation, adjustment, or re-configuration of items to provide evidence that the designed functions have been accomplished under specific scenarios. The items may be outfitted with instruments and quantitative limits of performance monitored.
4. Tests and inspection conditions. - Unless otherwise specified, inspections and tests shall be performed in accordance with the test conditions specified in regulatory body requirements, or the applicable paragraphs in this specification.

The ability of the ship to perform the mission shall be accomplished by verifying the ability to meet all other requirements specified herein.

Adequate lighting for nighttime underway cargo handling, UNREP, and self loading and unloading alongside a pier and at anchor shall be by analysis and testing.

Cargo stowage, handling arrangements, and stowage devices shall be verified by analysis to ensure that all of the cargo loadouts specified in Table I can be carried without reconfiguration.

Cargo stowage and handling requirements shall be verified by analysis, review of design documentation, and final inspection or testing, as applicable. Cargo space distributive system and physical protection requirements shall be verified by review of design documentation and inspection. The capability to move MHE between cargo holds and transfer stations shall be verified by testing while at sea. The control and monitoring of cargo air conditioning and refrigeration shall be verified by review of design documentation and by testing. Cranes, if used, shall be certified in accordance with API 2c. Elevators, dumbwaiters, and platform hoists shall be tested as follows:

1. Traction drive vertical lifts (if used) shall be tested in accordance with ASME A 17.1. In addition, a rated load cycle test shall be performed for one hour at the duty cycle of the lift.
2. Navy standard cargo elevators (if used) shall be tested in accordance with NAVSEA drawing 802-6337556.
3. All other winding drum vertical lift elevators (if used) shall be tested and meet the criteria as follows:
1. Platform shift limits. Demonstrate that horizontal motion of the platform is constrained to prevent contact between the platform and any component or structure in the trunk.
2. Overspeed governor. Demonstrate that the overspeed governor will actuate if the platform exceeds a downward speed of 120 percent of rated speed. Demonstrate that actuating the governor will disconnect electrical power from the hoist motor and brake. Demonstrate that actuating the governor will cause platform mounted safety devices to stop and hold the platform level when traveling with rated load at rated speed.
3. Buffers in pit. Calculations shall be provided which show that buffers, mounted in the elevator pit, are capable of absorbing all the energy of the platform in the event of an downward overtravel when traveling with full rated load at rated speed.
4. Slack rope protection. Demonstrate that if the hoist ropes become slack, electrical power will be disconnected from the hoist motor and brake.
5. Fixed stops at upper terminal level. Demonstrate that, in the event of upward overtravel, the platform will strike fixed stops in a level position and the platform will not come off the rails. Calculations shall be provided which show the fixed stops will withstand the maximum attainable impact load due to striking with a moving platform with rated load at rated speed or the load due to locked rotor torque, whichever is higher.
6. Lighting in trunk. Demonstrate that lighting in trunk is adequate to allow cargo loaders and elevator operators to ensure that loads are not overhanging the edges of the platform.
7. Platform decking. Demonstrate that at all loading levels, gaps between the platform and the surrounding deck, which personnel could step through, do not exceed 150 mm.
8. Personnel guards for rotating machinery. Demonstrate that metal guards prevent personnel from coming in contact with all wire rope drums, couplings, exposed gears, and hoist wire ropes.
9. Door and barrier interlocks. Demonstrate that each elevator door and barrier is interlocked to prevent opening unless the platform is at that level. Demonstrate that each elevator door and barrier is interlocked with the control system such that all doors and barriers must be closed before the platform can be moved.
10. Up overtravel protection. Demonstrate that powered platform travel in the up direction past the terminal level is prevented in the event of failure of any normal control system component to stop the elevator.
11. Up high speed stop protection. Demonstrate that powered high speed platform travel in the up direction past the normal point of slow down is prevented in the event of any control system malfunction.
12. Run/stop switch. Demonstrate that a run/stop switch, located at each load level, will prevent platform movement when the switch is turned to the stop position.
13. Emergency stop switch. Demonstrate that an emergency stop switch, located at each load level and in the machinery room, when pressed, will interrupt electrical power to the hoist motor and brake.
14. Positive control of powered closures. Demonstrate that the powered closures are operated through a spring returned to off control, which stops movement of the closure if the operator releases the control.
15. Broken rope protection. Calculations shall be provided which determine if the elevator has the configuration and strength to cause the platform to wedge in the trunk if ropes on one end or one side breaks. If the platform will not wedge, demonstrate that the platform will be held if one or more ropes break.
16. Hoist brake. Demonstrate that the hoist brake is spring set and electrically released.
17. No-load test. The elevator shall be operated through 25 complete cycles of hoist and lower operation through the full hoisting range at rated speed with an unloaded platform.
18. Reliability test. The first elevator of each design shall be cycled continuously with rated load on the platform, at rated speed without interruption by failure for 250 cycles. Each cycle shall consist of a hoist and lower operation with half cycle travel equal to the elevator's full hoist range.
19. Rated load test. The elevator shall be operated through 10 complete cycles of hoist and lower operation through the full hoisting range at rated speed with a load equal to rated load on the platform. After 10 cycles, operate through one cycle stopping at each level to verify the platform stops within acceptable limits at each deck.
20. Dynamic load test. The elevator shall be operated through two complete cycles of hoist and lower operation through the full hoisting range at maximum attainable speed with 150 percent of rated load on the platform. During the test, the hoist machinery shall be deenergized while traveling downward at full speed to set the brake. The platform shall travel no more than 900 mm after the hoisting machinery is deenergized.
21. Static load test. The elevator shall be static load tested as follows:
1. If fork truck wheels will be on platform during loading and unloading: Test by supporting a load of 300 percent of rated load at one end of the platform and 100 percent of rated load at the opposite end of the platform simultaneously. After 10 minutes, the load shall be switched and the test held for 10 more minutes.
2. If fork truck wheels do not touch platform during loading and unloading: test by supporting a load of 200 percent of rated load centered on the platform for 10 minutes.
3. During these tests, no element of the equipment shall take a permanent set nor shall it experience degradation of any operating or control function as a result of the test. The brake shall hold the elevator platform and static load without slippage.

Compliance with loading and unloading capabilities and rates shall be verified by analysis using simulation modeling.

Location of CONREP stations shall be verified by analysis and inspection of installations.

Station arrangement conformity to drawing, NAVSEA No. 802-6337553 shall be verified by review of design documentation followed by test and inspection of the installations. Verification shall also include conformity of parts with the drawing, NAVSEA No. 802-6337553 by analysis and inspection of part interchangeability with standard units. Tests shall be in accordance with drawing, NAVSEA No. 802-6337553, sub-tier interface drawings, including the equipment and component drawings.

Location of VERTREP facilities shall be verified by review of design documentation followed by inspection.

1. Operational mobility. - Mobility requirements shall be verified during the design phase using analysis. Mobility requirements shall be verified during sea trials by the completed ship. Sea trials shall be the final verification.

During design, the propulsive performance shall be verified using a suitable systematic series such as Taylor or Series 60. The scaling of the series resistance to ship scale shall include the frictional resistance formulation, form factor, and correlation allowance. Appendage resistance shall be calculated and propulsive efficiency predicted based on model tests of similar ships, DDS 051-1, or data from generally recognized references such as Hoerner’s Fluid Dynamic Drag. Propeller efficiency shall be estimated using series data such as the NSMB B-series, or be based on hydrodynamic (lifting line) predictions. The power including still air drag and any margin that is applied shall be less than the requirements of 3.3.1 for the design to be in compliance with mobility requirements.

Model test resistance shall be scaled up using methods specified above for calculations. Model tests shall be performed at the design full load, minimum operating load, and predicted trials load.

Later in the design cycle, a bare hull resistance model test and a fully appended model test shall be performed as verification of the effective horsepower (EHP) characteristics. A wake survey model test and a self-propulsion test with stock propulsor(s) shall be performed to verify the values of the hull and propulsor interaction coefficients used in the preceding calculations and provide data for the propulsor design. The model towing force used to compensate for the difference between model and ship scale frictional resistance shall be provided for self propulsion tests.

Prior to the start of construction, a self-propulsion test with final design propulsor(s) shall be performed to verify that the ship will achieve mobility requirements.

For hulls with twin rudders, a rudder alignment test shall be performed and the rudders aligned for minimum power at 20 knots.

For designs with propulsor(s) supported by strut(s), a strut twist model test shall be performed, and shall be used for aligning shaft strut(s) on the full scale ship.

As part of the design evaluation, a model scale cavitation test shall be performed on the propulsor(s) in a simulated or scaled wake in a cavitation tunnel. The model shall be subjected to flow under reduced pressure to model the flow on the full scale ship at 20 knots. In this test, cavitation on the propulsor(s) shall be no more than 5 percent. Sea trials shall be performed in accordance with SNAME T & R Bulletin No. 3-47 at the full load condition draft. On sea trials, at full load displacement, zero trim, the ship shall achieve a speed of 20 knots using no more than 80 percent of the installed power of propulsion prime movers (and no more than 80 percent of the rated power of propulsion motors, if electric propulsion is used). If the ship can not be tested at full load displacement, then the data shall be scaled to full load displacement by analysis. Throughout the speed range up to 100 percent of installed propulsion power, the ship shall operate vibration free. Split plant (if applicable), trail and locked shaft modes of operation shall be demonstrated during sea trials. Fuel consumption shall be measured during the sea trials at full power. From this measurement, endurance fuel consumption shall be calculated at the specified environmental conditions. The ship shall fulfill the above requirements in ballast as well as at full load displacement.

2. Maneuverability. - During the design process, maneuverability including thruster(s) performance (if provided) shall be verified by simulation or model tests.

Prior to ship delivery, maneuverability performance shall be verified during sea trials and post-trials analysis. Maneuverability shall be verified solely by trials or by a combination of trials and analysis. Sea Trials shall be conducted in accordance with SNAME T&R Bulletin No. 3-47. At a minimum, sea trials shall include:

1. Turning circles at 5 knots and maximum trial shaft RPM.
2. Zigzag maneuvers of 20/20 at 5 knots and maximum trial shaft RPM.
3. Stopping test from maximum trial shaft RPM.
4. Ship rotation of 180 degrees without using main propulsion.
5. If provided, transition thruster(s) from maximum thrust in one direction to maximum thrust in the opposing direction.

Trial data shall be collected and correlated with maneuvering computer simulations. Loading conditions and maneuvers not required to be tested during sea trials shall be verified by simulation.

3. Towing. - The ship’s ability to tow and be towed shall be verified by review of design documentation and inspection of equipment. Added resistance in sea state 3 shall be analyzed using US Navy Ship’s Motion Program (SMP 95), obtainable on request from NAVSEA.
4. Navigation. - Navigation systems shall be tested in accordance with IEEE P45/D2.0 dated June 1997, prior to sea trials. System performance requirements shall be verified by testing during sea trials.
5. Seakeeping. - Seakeeping performance shall be verified by analysis using SMP 95.
6. Stores endurance. - Stowage capacity for stores for the ships own use shall be verified by review of design documentation and inspection of the ship.

1. Shock. - The items required to be Grade A or B shall meet the acceptance criteria of MIL-S-901. Items which cannot be tested in accordance with MIL-S-901 shall be analyzed in accordance with and shall meet the acceptance criteria of NAVSEA 0908-LP-000-3010.
2. Magnetic signature. - The ships degaussed magnetic signature shall be verified by analysis and will be subjected to a magnetic signature trial.
3. Electromagnetic pulse. - EMP protection requirements shall be verified by review of the design documentation and inspection of the EMP hardening installation, and will be subjected to testing, ensuring minimum 40dB shielding effectiveness of all electromagnetic points of entry.
4. Fire fighting. - The firemain redundancy requirements shall be verified by review of the design documentation and inspection of the installation.
5. Cargo ordnance sprinkling. - Cargo ordnance sprinkling requirements shall be verified by review of the design documentation and inspection of the installations.
6. Chemical, biological, and radiological defense (CBR-D). - Decontamination station(s), CBR defense equipment storerooms, CBR-D detection equipment locker, and installed detector locations requirements shall be verified by review of the design documentation and inspection of the installation. The operation and coverage of the washdown countermeasure system shall be verified by testing.
7. Emergency escape breathing protection. - The EEBD number and location requirements shall be verified by inspection.
8. Damage control. - DCC, Secondary DCC, and damage control locker requirements shall be verified by inspection. The SCBA refill capability shall be verified by testing.
9. Helicopter crash rescue locker. - Helicopter crash rescue locker requirements shall be verified by inspection.
10. Separation of redundant distributive systems. - Separation requirements for distributive systems components shall be verified by review of the design documentation and inspection of the installation.
11. Structural fire protection insulation. - The additional A-60 structural fire protection insulation requirements shall be verified by review of the design documentation and inspection of the installation.

Command, control, and communications systems shall be verified by review of design documentation and tested in accordance with IEEE P45/D2.0 dated June 1997 prior to sea trials. System configuration and performance requirements shall be verified by testing during sea trials.

Compliance with regulatory body, classification and international regulations and requirements shall be demonstrated by certificates of compliance for the following:

1. ABS Classification as X A1 ¡E, Fuel Oil Carrier; X AMS, X ACCU, unrestricted service, Ice Class C0, and X APS (if applicable), with no outstanding recommendations at ship delivery.
1. USCG certification as a Cargo and Miscellaneous Vessel, Unrestricted Ocean Service.
1. Certificate of compliance with U. S. Department of Transportation, Hazardous Materials Regulations.
1. SOLAS certifications but without certificate issuance. These certifications shall include, SOLAS Cargo Ship Safety Construction Certificate, SOLAS Cargo Ship Safety Equipment Certificate, and SOLAS Cargo Ship Safety Radio Certificate.
1. Deratting Exemption Certificate and Certificate of Sanitary Construction.
1. Panama Canal Tonnage Certification.
1. Suez Canal Tonnage Certification.
1. A Non-Convention IOPP certificate of MARPOL compliance shall be obtained from ABS.
1. A United States Tonnage Certificate with convention and regulatory measurement system tonnage; and an International Load Line Certificate and an International Tonnage Certificate for the ship.

Inspection and certificates of compliance shall also be provided for the following:

1. ABS Guide for Underwater Inspection in Lieu of Drydocking Survey.
2. ABS Guide for Survey Based on Preventive Maintenance Techniques.
3. ABS Guide for One Man Bridge Operated (OMBO) Ships.
4. If thrusters are provided, a certificate of compliance with the ABS Guide for Thrusters and Dynamic Positioning Systems.
5. ABS Guide for Cargo Vapor Emission Control Systems on Board Tank Vessels.

Meeting of requirements for ice strengthening shall be verified by analysis. Evidence of compliance of other applicable regulatory body requirements shall be demonstrated through certification or approvals issued by the applicable agencies.

1. Design and construction standards. - Compliance with design and construction standards shall be verified during the associated performance requirement verification.
2. Service life. - Compliance with the requirement for 40 year service life with minimum maintenance and repair shall be verified by analyses that supports the selection of systems, subsystems, equipment, preservation methods, and materials.
3. Metric. - Design documentation, such as, drawings, analyses, calculations, purchase specifications, weight reports, and technical manuals shall be inspected to verify compliance with the metric requirements. Measuring and metering systems shall be verified by inspection.
4. Subsystem design. - The integration of subsystem design shall be verified through review of design documentation and subsystem testing.
5. Equipment installation.- Equipment installations shall be verified by review of design documentation and equipment manufacturer’s recommendations, and inspection of the installation.
6. Cleanliness. - The cleanliness requirements shall be verified by review of design documentation and inspection of the as built ship.

1. Size - During engineering design , the length overall, breadth, navigational draft, and height of fixed structure shall be verified by review of design documentation. During detail design and construction , the length overall, breadth, and the height of fixed structure shall be verified by inspection and the navigational draft shall be verified by analysis utilizing the inclining experiment results approved by the regulatory body.
2. Configuration. - The cargo handling weather deck height above the waterline shall be verified by review of design documentation and the inclining experiment results.

Systems performance requirements shall be verified as specified herein and the minimization of life cycle cost shall be verified by analysis.

The ability of the ship to meet the operating profile requirements shall be accomplished by verifying the ability to meet all other requirements specified herein.

The ability of the ship, including its subsystems and equipment, to operate in the required environmental conditions shall be verified by analysis.

The Contractor shall integrate RMA analysis into the engineering process. RMA analyses shall contribute to the design, test, and production of ship systems and equipment. RMA analyses shall track achievement of RMA requirements throughout the design, test, and production process. RMA analysis shall focus on "mission critical" systems and "reliability critical" items. Mission critical systems include, but are not limited to, propulsion, steering, and intraship cargo handling. Reliability critical items include those which require special attention due to factors such as complexity, state-of-the-art design, or whose failure would result in serious degradation of safety, readiness, or mission success. The data used in the RMA analysis of "mission critical" and "reliability critical" items shall be based on in service history and testing. Additional testing shall be performed for equipment with insufficient in service history and previous testing.

Stability, weight and KG, trim, and list shall be verified by analysis of the design as it is developed and constructed followed by an inclining experiment.

The ship as delivered by the Contractor shall meet the Service Life Allowance values for displacement and KG, and list and trim tolerances specified in the Contract, as modified by the resultant weight and moment values agreed upon for the contract modifications and changes in the GFM. In determining Contractor responsibility, the values of displacement and KG, of the ship at full load shall be based on the inclining experiment, supplemented by calculated values to bring the ship to its required calculated Full Load (Condition D). The use of fixed ballast, other than that included in the Allocated Baseline Weight Estimate (ABWE), is not acceptable as a corrective measure to deliver the ship within the KG specified in the ABWE and the list and trim values specified in the Contract.

The space and weight reservation shall be verified by review of the design documentation.

The service life displacement and KG allowances shall be verified as required in section 4.4.8. The electric power, auxiliary systems, and accommodations growth margins shall be verified by review of design documentation and inspection of the ship.

Material selection shall be verified by review of design documentation and inspection.

Compliance with human engineering requirements shall be verified by:

1. Review and analysis of design documentation.
2. Visual inspection.
3. Where operating and maintenance procedures are largely determined by software programs, analysis of software planning and development shall be performed to ensure that human functions and tasks are organized and sequenced for efficiency, safety, and reliability.
4. The design of control stations, as well as other work stations and facilities, shall be analyzed and inspected for location and arrangement of visual displays and controls, transillumination, scale indicators, speech transmitter equipment, control arrangement and grouping, labeling and label content, environment, and work space requirements.

Compliance with requirements shall be verified by review of design documentation and inspection prior to trials. Personnel elevator(s) design compliance with ASME A-17.1 shall be verified by analysis and final installation shall be tested in accordance with A-17.1. Rigging time for accommodation and pilot ladders shall be verified by review of design documentation and testing.

1. Heating, ventilation and air conditioning (HVAC). HVAC requirements shall be verified by analysis and review of design documentation and by testing during trials.
2. Airborne noise. Airborne noise shall be verified by analysis and review of design documentation and by testing during trials.
3. Vibration. Vibration requirements shall be verified by analysis and by testing during trials. The analysis of hull, deckhouse, masts, kingposts, foundations, and other structural components shall ensure that there are no unacceptable resonances as a result of excitations caused by shaft rotation and propeller blade action.

It shall be verified by a recognized analysis method that the structural details subjected to seaway induced cyclic-loads have a fatigue life that equals or exceeds that required for the service life and operational profile of the ship. The calculated wave induced hull girder stresses shall be based on the net ship scantlings.

1. Masts. - The structural adequacy of the masts and platforms including effects of ship motions, ice and snow loads, and wind loads shall be verified by analysis. The analysis shall demonstrate that in tension the sum of the bending and axial stresses resulting from the combined loads shall not exceed 40 percent of the yield strength of the material. In compression, the sum of the ratios of the bending stress to yield stress and axial stress to elastic buckling capacity shall not exceed 0.40.
2. Material handling and stowage. - The ability of the ship’s structure to withstand cargo stowage and stowage and operation of material and ordnance handling equipment associated with the cargo defined herein shall be verified by analysis.
3. Elastic buckling. - The ability of structure to resist elastic buckling with recognized factors of safety, shall be verified by analysis.
4. Other structures and loads. - The ability of structure, not specifically addressed by ABS, Rules to withstand the loads that can reasonably be expected in service shall be verified by analysis which demonstrates that calculated stresses are less than their respective allowable stresses for tension, compression, and shear for all loading conditions. The ability of the ships structure to withstand docking, tug, fendering, and other loads not specifically addressed by ABS Rules that can reasonably be expected in service shall be verified by analysis which demonstrates that calculated stresses are less than their respective allowable stresses for tension, compression, and shear for all loading conditions. The allowable stresses shall be developed in accordance with a widely recognized industry standard applicable to the condition being analyzed.
5. Foundations. - Foundation requirements shall be verified by analysis and by inspection.

The ability of the ship to operate on diesel fuel, DFM, and JP-5 shall be verified by analysis and tested on trials. Shafting diameters shall be verified by inspection.

Electrical system requirements shall be verified during Classification Society mandated factory testing. Electrical system requirements shall also be verified by testing performed during prior to sea trials in accordance with IEEE P45/D2.0 dated June 1997. Power generation system sizing and distribution system design criteria shall be verified by analysis. System performance requirements shall be verified during sea trials. Task light vertical separation shall be verified by review of design documentation and by inspection.

Piping system deck and shore connections shall be verified by review of design documentation and testing. Electrical shore power capability shall be verified by review of design documentation and by testing of shore power connecting, paralleling, transfer, and disconnect. Telephone shore connections shall be verified by testing.

Interior communications system compliance shall be verified by regulatory body approval. Interior communications system testing shall be performed prior to sea trials in accordance with IEEE P45/D2.0 dated June 1997. System performance requirements shall be verified by testing during sea trials.

Pollution control capability shall be verified by review of design documentation and testing during trials. Bilge water generation rates shall be recorded during trials in order to evaluate the storage capacity of the oily waste holding tanks. The oily water separator shall be verified by testing during sea trials to prevent accumulation of oily waste in holding tanks and bilges. A legally dischargeable effluent shall be produced at least 85 percent of the time that the oily water separator is being operated.

Compliance shall be verified by NAVAIR certification of the Aviation Facilities. DDS 130-2 will be used to certify the structural adequacy of the helicopter landing and parking areas.

The rescue boats and launching equipment shall be verified by inspection and compliance with CFR and SOLAS regulations. Independent launching shall betested.

The mooring requirements shall be verified by analysis and review of design documentation followed by inspection of the installation.

Supply of services such as electrical power, hot and cold potable water, ventilation, lighting, drainage, heating and air conditioning, and other ancillary services as required shall be verified by analysis and inspection. Verification for compliance with the human support requirements shall be accomplished as follows:

1. Berthing spaces. - Berthing spaces requirements shall be verified by review of the total number, types, location, and size of accommodations for all ranks including the spares (growth margins) represented in the ship’s general arrangement drawings.
2. Sanitary spaces. - The type and size of the sanitary facilities provided throughout the ship shall be verified by analysis and by review of the arrangement drawings. Sanitary fixtures shall be operationally tested .
3. Leisure and community facilities. - Spaces required for the leisure and community activities shall be verified by review of arrangement drawings. Provision of required furnishings and equipment shall be verified by examination. Equipment shall be operationally tested.
4. Food service facilities. - The food preparation, serving, consuming, and cleaning and sanitizing facilities shall be verified by review of space arrangement drawings. At completion of the ship the equipment provided in these spaces shall be operationally tested. Food preparation and serving equipment provided shall be verified to be NSF approved.
5. Medical facilities. - Medical facilities, their equipment, and their arrangement shall be certified by BUMED, and that certification shall constitute verification. Medical equipment, fixtures, and alarms shall be operationally tested. Access to tele-medicine technology shall be verified by inspection.
6. Service facilities. - Service facilities requirements shall be verified by analysis. Required installation of equipment shall be verified by examination. The equipment provided in these spaces shall be operationally tested.
7. Laundry facilities. - Laundry facilities requirements shall be verified by review of arrangement drawings. The equipment shall be operationally tested and verified to meet the requirements for processing laundry and linens.
8. Administrative facilities. - Administrative facilities requirements shall be verified by review of arrangement drawings.
9. Fresh water production. - Fresh water production capability shall be verified by analysis and testing.
10. Potable water stowage. - Potable water stowage requirements shall be verified by analysis and inspection.

Physical security of the ship including cargo spaces, exterior communications room, transmitter room, classified material, sensitive conventional arms, ammunition, and explosives shall be verified by analysis. A visual TEMPEST inspection shall be conducted.

Ship designation and marking requirements shall be verified by review of design documentation and inspection.

Compliance shall be verified by analysis of design documentation and by testing during trials.

Supportability and maintenance capabilities requirements shall be verified by an integrated analysis of operator functions, maintenance functions, and tasks to determine task frequencies, task times, personnel and skill requirements, supply support requirements, and other supportability and maintenance capability features .

Suitability of inventory management and control capability shall be verified by demonstration prior to ship delivery.

The categorization of ship's force and depot level maintenance requirements shall be verified by analysis and comparison of manufacturer and shipbuilder documentation with American Bureau of Shipping, Military Sealift Command, and U.S. Coast Guard standards.

Adequacy of maintenance facilities shall be verified by analysis, inspection, and testing of workshops, spaces, and other areas for capability to perform required preventive and corrective maintenance functions.

Completion of outfitting shall be verified through review of allowance documents and inspection of inventories to ensure required material is present in the appropriate stowage locations. Adequacy of the types in range and depth of support equipment shall be verified by analysis.

Standardization shall be verified by analysis to ensure uniformity of supply practices with current MSC and Navy processes, in maximizing the utilization of Commercial Off the Shelf (COTS) systems and equipment for which logistics support is readily available, and in attaining where feasible the interchangeability of logistics support requirements among ship systems, equipment, and components.

Satisfactory interface with INMARSAT or succeeding communication and utilization of SAMM shall be demonstrated prior to ship delivery.

Personnel requirements shall be verified as follows:

1. By analysis that the ship, system, and equipment can be safely operated, maintained, supported, and controlled appropriately by user personnel in the intended operational environment.
2. By dynamic simulation or functional mockup, or if possible, actual conduct of operations of specific system and equipment, performed by MSC mariners and MILDET members, who are representative of the Contractor’s proposed range of intended user population in terms of skills, knowledge, abilities, size, and strength. Integrated bridge, deck equipment for CONREP, and equipment and facilities utilized in VERTREP are examples where this type of demonstration is appropriate.
3. By testing of a representative sample of noncritical, scheduled, and unscheduled maintenance task demonstrations.
4. By analysis of the proposed job aids, special support equipment, and any new system and equipment training.

1. PACKAGING

For acquisition purposes, the packaging requirements shall be as specified in the contract or order. When actual packaging of material is to be performed by DoD personnel, these personnel need to contact the responsible packaging activity to ascertain requisite packaging requirements. Packaging requirements are maintained by the Inventory Control Point’s packaging activity within the Military Department of Defense Agency, or within the Military Department’s System Command. Packaging data retrieval is available from the managing Military Department’s or Defense Agency’s automated packaging files, CD-ROM products, or by contacting the responsible packaging activity.

2. NOTES

(This section contains information of a general or explanatory nature that may be helpful but is not mandatory.)

The term "Allocated baseline weight estimate" is defined in the Society of Allied Weight Engineers (SAWE), Inc. Recommended Practice No. 12, Weight Control Technical Requirements for Surface Ships, issue No. B.

Connected replenishment (CONREP) utilizes rigging connected between two ships to transfer cargo, solid or liquid, between the ships while underway.

The term "easily removable" is defined as removable (and installable) using ship’s force and ship’s own equipment in a two day period.

The term "FAILSAFE" is defined as the ability to maintain safe and controlled conditions in such a manner that failure will not result in a hazardous condition or damage.

The Government is the United States Government.

A reference document identified herein as "guidance" does not necessarily provide, nor is it intended that it provide, all features and details of the system, subsystems, and equipment to which it relates. It serves the purpose of providing information which, when utilized in conjunction with applicable specification requirements, may assist in the design of the ship. Reference documents identified herein as "guidance" are furnished without warranty or representation as to their accuracy, completeness, or suitability for use.

The term multi-purpose cargo stowage as used herein, means a cargo space that can easily be converted from one type of cargo stowage to another type (for example: dry stores to ammunition).

The term "regulatory body" includes ABS, USCG, FDA, USPHS, OSHA, FCC and any other industry or Government agency which oversees the design and construction of the ship as required by Federal law or as specified in this specification.

The terms "full load", "minimum operating", and "light ship" conditions are defined in the Society of Allied Weight Engineers (SAWE), Inc. Recommended Practice No. 12, Weight Control Technical Requirements for Surface Ships, Issue No. B.

Standardization is achieving the greatest practicable uniformity of supply practices, and ensuring the minimum feasible variety of support required and optimum interchangeability of technical information, training, parts support, and support equipment.

Ship trials are series of tests and inspections that are done at the dock or underway at sea. Ship trials include Builder’s Trials, Acceptance Trials, and Final Contract Trials. Builder's Trials (BT) are ship trials conducted to demonstrate the readiness of the ship for Acceptance Trials. BT is conducted in two phases:

1. Builder's Dock Trials (BDT) are trials conducted at the dock to demonstrate the readiness of all machinery, equipment, and systems for sea trials.
2. Builder's Sea Trials (BST) are ship trials conducted underway, as soon as practical after BDT, to demonstrate that the ship is seaworthy and all machinery, equipment, and systems are ready for the Acceptance Trials. All tests that cannot be performed with the ship moored are accomplished during BST.

Acceptance trials (AT) are ship trials and a material inspection conducted underway by a Navy Board of Inspection and Survey (INSURV). Final Contract Trials (FCT) are ship trials and material inspections conducted underway by a Board of Inspection and Survey after AT and prior to the end of the guarantee period for the ship and prior to completion of the shakedown period. The object of such trials is to determine if there is any weakness, defect, failure, breakdown, or deterioration, other than that due to normal wear and tear, through fault of the Contractor which has not been corrected.

Underway replenishment (UNREP) is the transferring of cargo from one ship to another while underway. The two methods of underway replenishment are vertical replenishment and connected replenishment.

Vertical replenishment (VERTREP) utilizes helicopters to transfer solid cargo between ships underway.

The term "voyage repair" means repair to damaged equipment and systems, or damage to the ship's structure, which require industrial assistance beyond the capability or time limitations of the ship's force. These repairs consist of any repairs that can wait to be accomplished during regular in-port time without compromising the ship’s mission or the safety of the crew.

APPENDIX A

UNREP OPERATIONAL TEMPOS

Contents and Notes

CONTENTS

NOTES

APPENDIX A 1

AMMO UNREP OPERATIONAL TEMPO - 1

APPENDIX B

CARGO LOAD LISTS

Contents and Notes

CONTENTS

NOTES

APPENDIX B 1

CARGO AMMUNITION LOAD LIST

APPENDIX C

UNREP LISTS

Contents and Notes

CONTENTS

APPENDIX C

UNREP LISTS

Contents and Notes

NOTES

APPENDIX C 1

CV AMMUNITION UNREP LIST - A

APPENDIX D

INTERSHIP TRANSFER RATES FOR CONREP AND VERTREP

NOTES

Load Type - Load category.

Method of Transfer - Connected Replenishment (CONREP) or Vertical Replenishment (VERTREP).

Customer Ship - Ship which is the recipient of cargo.

(Loads / Hr / Station) - Transfer rate of cargo in unit loads or pallets per hour per station.

APPENDIX E

MILITARY SEALIFT COMMAND MAINTENANCE PHILOSOPHY

The Military Sealift Command (MSC) maintenance philosophy consists of six major elements:

1. The people: Skilled, career, licensed marine engineers to operate the ships and maintaining trained, motivated and forward thinking shore side management.
2. The tools: Providing technology and tools to analyze existing conditions and enhance maintenance planning and execution.
3. The management options: Integration of continuous ships force maintenance supplemented by industrial assistance.
4. The responsibility and authority: Coordination and alignment of life cycle management responsibilities with fiscal oversight.
5. The bottom line: Maximizing ship availability of customer use at the lowest possible cost.
6. The future: Consolidation of inspections, pursuit of extended regulatory body certifications and self inspections and compliance with international shipping standards.

This philosophy follows commercial merchant service practices and has been updated to be proactive, quantitatively based and adapted to MSC ships’ missions. Commercial practice emphasizes maximizing cost effectiveness and ship availability. MSC ship design, construction, manning levels, maintenance, repair, and alteration is governed by commercial standards and practices. Military standards are employed only where interoperability applies, such as UNREP equipment, fleet communications, weapons handling, etc.

In the mid 1980’s MSC began implementing a maintenance management system based on preventive and predictive tools and technologies. This approach is proactive, flexible, and directed towards providing the Chief Engineer the information and tools necessary to make informed, prudent, and cost effective maintenance decisions. These decisions can only be made with accurate and documented information as to system and equipment conditions. The Shipboard Automated Maintenance Management (SAMM) system and its associated components; vibration monitoring, lube oil supply and analysis, chemical treatment, performance analysis, and diesel engine performance monitoring constitute the family of MSC condition based predictive maintenance systems. These systems shift efforts from corrective to preventive maintenance, form causality correction to proactive intervention, and result in fewer days out of service and reduced catastrophic failures.

MSC takes pride in having its ships ABS classed and USCG certificated. This influences ship design, operation and maintenance practices. Regulatory body approval of the MSC condition based maintenance approach translates into cost avoidance by waived open and inspect requirements. If preventive maintenance has been performed and documented, and condition based data indicates no deterioration, then survey credit can be issued.

MSC employs a single line of responsibility from the Program Manager down to the individual ship’s port engineer. The port engineer concept closely integrates technical and financial management of maintenance and provides a single point of contact for accountability and responsibility of the life cycle management of material condition and regulatory body

APPENDIX E

MILITARY SEALIFT COMMAND MAINTENANCE PHILOSOPHY

(ABS/USCG) interface. This allows flexibility in planning a continuous integrated maintenance

approach coordinated with ships’ schedules. All available opportunities to perform normal and corrective maintenance are utilized while limiting scheduled repair availabilities and time out of service. When planning for periodic maintenance and voyage repairs, the most efficient means of performing maintenance and repair must be evaluated considering cost and schedule impact of using either ship’s force labor or industrial assistance. The high skill level of the career merchant mariners MSC employs provides a level of technical expertise equivalent to a Navy intermediate maintenance. This means that MSC ships must be spared at the "O" and "I" levels, and only "D" level maintenance is accomplished with industrial assistance.

The new Memorandum of Understanding (MOU) with PRESINSURV provides for the coordination of different inspection requirements and synchronization of ship inspections with maintenance cycles. We will continue to consolidate all required inspections in an effort to minimize impacts on ship schedules. We will pursue self inspection initiatives available from ABS and USCG and continue ISM certification.

In summary, MSC will continue to employ efficient and cost effective maintenance approaches that strive to correctly identify work that must be accomplished, determine the most cost effective and schedule efficient way to perform that work and maximize availability to the customer.

F1. Purpose. To establish rating approval test requirements for propulsion and electrical generator engines.

F2. General. The following general requirements apply to both diesel and gas turbine engine testing.

The rating established by this approval test shall be based on the ambient summer conditions of Table VIII. The approval test shall be conducted using the liquid fuel for the planned application. The Government reserves the right to have a representative on site during part or all of the testing. A test schedule and agenda shall be provided to the Government for approval prior to the start of testing.

An engine material condition baseline shall be established prior to the start of testing which will support the post testing inspection requirements. The material condition baseline shall include measurement of all parts to be presented for inspection following testing, documentation of visual appearance of accessible wearing surfaces, and a record of torques, hydraulic pressures, and other measurement data to establish the as-assembled condition of the engine. Acceptance criteria for all portions of the material condition baseline shall be established prior to the start of testing.

The engine test facility shall be suitable to perform the test providing instrumentation, power absorption, and data recording capability. Data shall be measured and recorded when testing the engine at various load points and shall include all necessary parameters for the engine operation. Normally, readings shall be taken and recorded at a maximum interval of one hour. Readings shall be taken and recorded immediately after each of the shutdowns and again after thirty minutes. Readings shall be taken and recorded immediately after each of the 240 idle to rated power excursions. All data shall be presented to the Government immediately after completion of the Test Profile.

F3. Diesel Engines. Diesel engines shall be tested in accordance with the Type Test requirements of ISO Standard 3046-2, the functional checks required by ISO Standard 3046-2, List C, Part 10, and the Test Profile.

Immediately after completing the Test Profile, the components of one cylinder for in-line engines and one cylinder from each bank for V-engines shall be presented for inspection. The following components shall be presented:

1. Piston removed and dismantled.
2. Crosshead bearing dismantled (if applicable).
3. Crank bearing and main bearing dismantled.
4. Cylinder liner in the installed condition.
5. Cylinder head, valves, and valve train disassembled.
6. Control gear, camshaft, turbocharger, and crankcase with open covers.
7. Injection pump, injector, and injection pump operating gear.
8. Access for inspection of gears and wearing surfaces shall be provided.
9. Any component or measurement forming the material condition baseline shall be inspected relative to the material condition baseline acceptance criteria.
10. Any components related to, or effected by, a forced shutdown.
11. If deemed necessary by the Government based on the observed condition of engine parts examined and recorded test data, further dismantling of the engine may be required.

F4. Gas Turbine Engines. Gas turbine engines shall be tested in accordance with ISO Standard 2314 using the Test Profile and the additional requirements of this Engine Approval Test.

Immediately after completing the Test Profile, the following sections of the engine shall be presented ready for borescope inspection:

1. Compressor rotor.
2. Compressor stator.
3. Combustor.
4. High pressure turbine.
5. Low pressure turbine.
6. Power turbine.
7. Access for inspection of gears and wearing surfaces shall be provided.
8. If deemed necessary by the Government based on the observed condition of engine parts examined and recorded test data, further dismantling of the engine may be required.

F5. Lube Oil Analysis. Two lube oil samples shall be taken from each lube oil circulating system at the beginning and end of the Test Profile. One of each sample shall be given to the Government and the other samples shall be analyzed by the Contractor and the results provided to the Government.

Analyses in accordance with Table F-I shall be performed:

TABLE F-I. Lube oil analysis.

F6. Test Profile. The engine will successfully accumulate 500 hours of testing at the following load conditions:

1. Two hundred twenty one hours at 100% rated power, i.e. 100% output at 100% torque and 100% speed.
2. Sixty two hours at 90% rated power.
3. Twenty hours at 80% rated power.
4. Seventy six hours at or greater than 50% of rated power.
5. Ninety hours at or greater than 20% of rated power.
6. Thirty hours at or greater than idle speed and power.
7. During the test, 60 shutdowns shall be performed. Two of which shall be performed from 100% rated power.
8. One hour will be non-operating time and shall consist of two one-half hour shutdowns after each of the rated power shutdowns with an immediate engine restart following completion of each one-half hour shutdown.
9. Two hundred forty idle to 100% rated power excursions shall be performed during the test.
10. Upon completion of testing, the manufacturer shall run the engine for two hours to demonstrate that the engine produces 100% rated power and maintains operating parameters within the manufacturer's previously established field operation limits (established prior to or at the beginning of the test).

The time to change from one load point of the test profile to another shall not exceed 30 seconds.

The Government shall be notified in writing of any forced shutdown, component replacement, or abnormal condition. An abnormal condition may be identified by either the Contractor or the Government representative monitoring the testing. When the cause of the forced shutdown, component replacement, or abnormal condition has been determined, an engineering report with supporting documentation, analyses, and rationale detailing the cause, corrective action, and impact on the test completion criteria shall be submitted to the Government for evaluation to determine if additional testing is warranted.

F7. Test Profile Completion Criteria. The Test Profile will be considered complete after the engine has successfully run all the conditions contained in the Test Profile, and the following conditions are met:

1. No shutdown has occurred because of engine malfunction or part failure which cannot be corrected within two hours from the time of shutdown using only onboard repair parts and consumables. In any event, two forced shutdowns because of malfunction or part failure involving the same part or component or any forced shutdown requiring access to internal engine components shall be cause for test failure.
2. No internal component of the engine (i.e., parts requiring engine disassembly) has been replaced, repaired or adjusted during the test.
3. No external component has been replaced or repaired other than as may be required by engine malfunction (a) above. Preventive maintenance parts, such as filters, and others identified by the Contractor and agreed to by the Government prior to start of the test are excluded.
4. Vibration levels shall not have exceeded the manufacturer's limits for field installations. These limits shall have been specified prior to the start of testing.
5. Lube oil analyses shall not have exceeded the manufacturer’s limits for in-service engines. These limits shall have been specified prior to the start of testing.
6. Components presented for inspection shall not have exceeded the manufacturer’s limits for in-service engines. These limits shall have been specified prior to the start of testing.

F8. Test Acceptance. The approval test will be considered successful when the following conditions are satisfied:

1. All Test Profile Completion Criteria are met.
2. Any additional testing resulting from any forced shutdown, component replacement, or abnormal condition has been successfully completed.
3. All lube oil analyses are acceptable to the Government.
4. Engine condition as determined by the inspection following the Test Profile is acceptable to the Government.
5. Test report is acceptable to the Government.
6. Modifications developed as a result of testing shall be proven effective by means of a validation program acceptable to the Government.