0003_A_APPROACH_BERTH_AND_MOORING_REQUIREMENTS_REV_08Nov17.docx

USNS ARCTIC

(T-AOE-8)

05 August, 2018

MSC/SWI/N75/PPE

APPROACH, BERTH, AND MOORING REQUIREMENTS

1. ABSTRACT

1.1. This item describes the requirements for the contractor to provide for a safe and navigable approach route to the contractor’s facility; a safe and secure berth; and provide safe and sufficient mooring of the vessel.

2. REFERENCES/ENCLOSURES

2.1. References:

2.1.1. MIL. STD. MIL-C-28628D, of July 1991; Camels.

2.1.2. MIL. STD. MIL-F-29248, of 21 November 1986; Fenders, Marine, Foam Filled, Netless

2.1.3. MSC Drawing No. 085-8385180 Arctic, General Arrangement Plan

2.1.4. MSC Drawing No. 582-6361010, Mooring Arrangement

2.2. Enclosures:

2.2.1. National Oceanographic and Atmospheric Administration (NOAA) Definition of Sounding Datum and Diagram of Charted Depths

2.2.2. MSC Ship Notional Arrival Conditions

3. ITEM LOCATION/DESCRIPTION

3.1.1. Enclosure 2.2.2 provides vessel particulars and notional arrival conditions. This information should be used for the solicitation/proposal process. Actual arrival conditions shall be as agreed between awarded contractor and MSCREP and shall be verified by the ship prior to arrival.

4. GOVERNMENT FURNISHED EQUIPMENT/MATERIAL/SERVICES: None

5. NOTES

5.1. The contractor and all subcontractors, regardless of tier must consult the General Technical Requirements (GTR) to determine applicability to this work item. In performance of this work item, the contractor and all subcontractors regardless of tier must comply with all applicable GTR requirements.

5.2. The contractor and all subcontractors, regardless of tier are advised to review other work items under this contract to determine their effect on the work required under this work item.

5.3. The definitions of many terms used in this work item are found in Work Item 001.

6. QUALITY ASSURANCE REQUIREMENTS

6.1. None additional.

7. STATEMENT OF WORK

7.1. The ship must be provided a safe approach, secure berth, and safe mooring at all times. References 2.1.1 thru 2.1.4 are provided for guidance.

7.2. Approach:

7.2.1. The ship shall be provided an unobstructed approach to the contractor’s facility (prime or otherwise proposed rented, leased, subcontracted location) where the vessel will be berthed and moored, for any part of the performance period. There must be no danger of the ship grounding or colliding with any overhead obstructions during transit. This applies for delivery to the contractor, redelivery to the Government, and any inter/intra facility transits.

7.2.2. During any ship transit or movement, and consistent with ship’s draft condition at the time; the ship shall remain afloat without any danger of grounding and avoid colliding with any overhead obstructions.

7.2.2.1. A minimum air draft clearance of not less than ten (10) feet shall be afforded between the highest vertical projection of the vessel at mean high water, all bridges and any cables passing above/across the marked channel along the entire route.

7.2.3. The following minimum clearances, with respect to vessel draft, shall be maintained to minimize probability of grounding and reduce silt buildup in piping. The datum for charted depth shall be mean lower low water (MLLW) per enclosure 2.2.1. The contractor shall include official NOAA or other regulatory agency information on tidal ranges, periodicity and length of tide ranges, including a discussion on how contractor’s proposed use of tide heights to satisfy transit requirements may affect the shipyard availability arrival/departure times and the complete scope of work:

7.2.3.1. Underway in confined waters (harbors) – 3 feet of charted depth.

7.2.3.2. Underway in inland waters – 2 feet plus squat of charted depth. (Note: Squat values only apply to MSC tanker vessels like the T-AO class ships. T-AO squat tables are available for planning.)

7.2.3.3. Underway in open water – 2 feet plus squat of charted depth. (Note: Squat values only apply to MSC tanker vessels like the T-AO class ships. T-AO squat tables are available for planning.)

7.2.3.4. During dead stick maneuvering (pilot aboard and assisted by tugs) – 2 feet of charted depth.

7.2.3.5. For dry-docking – 12 inches over the high block, sill, or highest projection including the effects of list, trim, and hog/sag.

7.2.3.6. Pierside at a contractor’s (or subcontractor’s) facility – 3 feet of facility sounding survey depth. Tidal ranges shall be included to demonstrate adequate clearance under all conditions.

7.2.4. A navigational meeting/brief shall be held 24 hours prior to arrival/departure of the vessel.

7.2.4.1. The conference shall be attended by ships force and MSCREP project office personnel and the contractor’s supervisory personnel concerned with the arrival/departure evolution. Note: The arrival conference shall be held via phonecon so that the ship can participate in the conference remotely prior to arrival at the shipyard. Provide conference call phone number details after award for the remote conference.

7.2.4.2. Navigational brief shall cover arrival and departure date/time/tides/weather/ water depths/ tug and pilot services/line handlers, areas of concern, etc.

7.2.4.3. Contractors must submit with their proposals copies of all the latest NOAA or US Army Corps of Engineers or nationally recognized authority waterway approach charts to their facility. Charts are to show the entire route of transit from the sea buoy to the contractor’s facility, or for proposed inter/intra facility transits. Charts must provide adequate demonstration that the contractor has positively determined the route(s) providing safe vessel transit and adequate water depths to meet the requirements of 7.2.3 above, including applicable tidal ranges.

7.2.5. Contractors must submit an approach chart with their proposals. The approach chart shall be equal to the berthing chart in dimensions and contain the following data:

7.2.5.1. Contractors shall furnish current depth soundings for the approach to the pier and/or dry-dock from the main channel.

7.2.5.2. Soundings must indicate the depths over the full length of the approach, from the point in the navigable channel where the contractor takes delivery of the vessel to the pier and/or dry dock at a maximum of one hundred (100) foot intervals. Adequate breadth of soundings shall be provided to demonstrate sufficient underwater clearance for vessel arrival, departure and any required turning evolutions. Approach soundings shall be considered current if taken within three hundred and sixty-five (365) days prior to the date of issue of the solicitation. NOAA charts or excerpts of such documents will not be accepted.

7.2.5.3. Official data on tidal ranges for the area covered by the approach charts shall also be submitted with the contractor’s proposal.

7.2.5.4. All information must be readily available to clearly chart the progress of the ship from arrival at the port to safe mooring location or dry-dock. The ship must be provided safe access and egress to and from the contractor’s proposed pier and/or dry-dock.

7.3. Berth:

7.3.1. Consistent with ship’s anticipated arrival drafts, the ship shall remain afloat (except when dry-docked), with no danger of grounding during the entire performance period. The minimum amount of water under the deepest/lowest projections from keel baseline at all times while at the pier and all tides shall be no less than three (3) feet of water except when weather conditions exist per work items 006 and 007. Paragraph 7.3.3 of this work item requires the contractor to show adequate water in their berthing chart.

7.3.2. Contractors must submit with their proposal, and resubmit to the MSCREP after award, all information relative to berthing facilities. Information must include the following characteristics of the pier:

7.3.2.1. Location

7.3.2.2. Pier number and/or name

7.3.2.3. Street address, city, state, and zip code

7.3.2.4. Geographic reference to a current navigational chart using longitude and latitude coordinates

7.3.2.5. Length

7.3.2.6. Width

7.3.3. Each contractor shall draw the ship to scale, in the exact location it will occupy during the performance period, using the ship characteristics given in this solicitation on the berthing chart. For the berth chart the ship is to be superimposed over the water depth soundings grid, the entire grid to be clearly legible. The contractor shall prepare a berth chart. The berth chart shall contain the following data:

7.3.3.1. It shall furnish current soundings taken at mean lower low water of the berthing area. Official data on tidal ranges for the berth area shall also be submitted.

7.3.3.2. The soundings must list depth in a ten (10) foot grid pattern from the pier string piece. The grid pattern for the intended ship berth shall extend for the entire length of the pier and outward from the pier for a minimum of one hundred (100) feet.

7.3.3.3. Soundings shall be taken by a qualified waterways surveyor and certified by same. Soundings shall be considered current if taken within three hundred and sixty-five (365) days prior to the date of issue of the solicitation and should indicate the date they were taken.

7.3.3.4. The contractor’s berthing chart shall be approximately two (2) feet by three (3) feet minimum with a geographic reference point of latitude and longitude and a geographic indicator of north.

7.3.4. The individuals/firms preparing the berthing and approach charts shall be qualified by possession of valid licenses (or certificates of competency), as issued by the state or federal or national agency tasked within the geographic locality of the contractor with this licensing responsibility, and be stamped/illustrated on the charts, and shall indicate the date prepared.

7.4. Mooring:

7.4.1. The ship shall be provided sufficient safe and secure mooring, capable of withstanding the force of winds at a speed of thirty two (32) to thirty eight (38) miles per hour received perpendicularly on the beam at drafts consistent with minimum acceptable dry-docking displacement or the light load condition, (whichever is greater as stated in the solicitation). Reference 2.1.4 provides the ship’s mooring arrangement. Not less than seventy five percent (75%) of the ship shall be alongside the pier. Should any portion of the ship extend beyond the pier, a minimum of three (3) separate additional mooring points shall be provided for each extension. These shall be in addition to those on the pier. The additional mooring points shall be distributed on both the port and starboard sides of the ship.

7.4.2. Contractors must submit with their proposal all information relative to mooring capabilities at the proposed facility berth location.

7.4.3. Information must include the following characteristics of the mooring arrangement:

7.4.3.1. Location, pier number and/or name, street address, city, and state with geographic reference to current navigational chart using longitude and latitude

7.4.3.2. Length

7.4.3.3. Width

7.4.3.4. Locations, type, design and proof test loads for all mooring fittings, e.g., bollards, bits, cleats, deadmen, etc.

7.4.3.5. The arrangement of all mooring lines between the ship and mooring securements. All mooring lines shall be provided by the contractor. Mooring lines shall be identified by manufacturer, model/brand, size and breaking strength. Use of mixed lines is not permitted.

7.4.3.6. The angle of the mooring lines between the ship and each mooring securement point.

7.4.3.7. Quantity, size, locations and securement method of all camels and fenders.

7.4.3.8. General construction characteristics including: type, location, quantity of pilings; surface type and condition; location and sizes of drains; buildings and structures (sheds); width of apron and access limits for vehicles.

7.4.3.9. Location of and distances to nearest fire alarm call boxes.

7.4.4. Each contractor shall draw the ship to scale, in the exact location it will occupy during the performance period, using the ship characteristics given in this solicitation on the mooring chart.

7.4.5. Contractors shall furnish a chart approximately two (2) feet by three (3) feet minimum with a geographic reference point of latitude and longitude and a geographic indicator of North. The chart shall be prepared by a qualified surveyor and certified by name. The chart shall be current. The chart shall illustrate to scale, all information required above in sub-paragraphs of 7.4.3.

7.4.6. The mooring chart as it reflects the physical characteristics of the pier as identified in subpart 7.4.3 shall be prepared by a licensed professional engineer. Certification shall be by the affixing to the mooring chart (original and copies), a stamp or statement attesting to the accuracy of the chart by the preparer(s). The certification shall indicate the name(s) if the individual(s) and firm(s) which prepared the chart, the date(s) the survey was conducted and the dates(s) the chart was prepared (drawn). It shall be signed and dated by the preparer(s).

7.4.7. Documentation of design load calculations for mooring appurtenances shall be furnished. Calculations shall demonstrate design and construction to be capable of withstanding; wind speeds of seventy three (73) to one hundred thirty six (136) miles per hour, when received perpendicularly on the beam (at drafts consistent with minimum acceptable dry-docking displacement or the light load condition, (whichever condition in the solicitation creates the greater sail area), and not be torn out.

7.4.7.1. In those instances where the documentation of the design loads for securement appurtenances cannot be provided, it shall be required to have furnished copies of the most recent test certificates.

7.4.7.2. Test certificates shall be considered recent if tests were conducted within five (5) years of the date of issue of the solicitation, and the pier has not been subject to potential collision or weather related damage. NOAA charts or excerpts of such documents will not be accepted.

7.4.7.3. All mooring appurtenances regardless of design type, i.e., bollards, bitts, or cleats, must be in an upright position and have; bases or pedestals in sound condition without any broken securement bolt holes in the base mounting flanges. All securements (bolts, washers, nuts, etc.) installed, tightly in place, and in good condition. All arms and horns in place with none missing, broken, bent, misshaped or distorted. Concrete foundations shall be in sound condition without excessive spalling and cracks or chipped and damaged concrete. Damage due to spalling, cracking, and chipping over ten percent of a foundation’s area is not acceptable. Wood and pier mooring appurtenance foundations, stringpiece mountings and support structures shall be in sound condition without cracks, rips, splits, or missing portions. Damage due to cracks, rips, splits, or missing portions of wood on the appurtenance foundations, stringpiece mountings and support structures are not acceptable.

7.4.7.4. All information must be readily available to clearly ascertain the safety afforded by the mooring arrangement offered the ship.

7.4.8. Camels and/or fenders:

7.4.8.1. Camels and/or fenders shall be used at all times to breast out (separate) the ship from the pier. Camels shall be single or multiple, of hardwood in accordance with or equal to reference 2.1.1.

7.4.8.2. Fenders shall be of the suspended foam filled design in accordance with or equal to reference 2.1.2, or solid rubber dock suspended type.

7.4.8.3. Floating camels and/or suspended fenders shall be a minimum of four (4) feet wide/diameter and six (6) feet long.

7.4.8.4. Dock mounted fenders shall provide for a minimum clearance of four (4) feet.

7.4.8.5. The quantity and frequency of placement for camels/fenders shall be no less than one camel/fender for each two hundred (200) feet of the ship’s length over all, and adequate to protect the ship form contacting the side of the pier.

7.4.9. In instances where it is necessary to breast the ship out from the pier by use of a barge to facilitate achieving adequate depth of water for berthing, or when a floating crane is brought alongside in performing a work item(s), the barge or crane shall be fended off from the side of the ship by use of camels or fenders. Truck or heavy construction machinery tires are not acceptable.

7.4.9.1. The requirements for fenders and camels between the barge and the ship shall be equal to those stated in 7.4.8 above.

7.4.9.2. Where barges are used to breast the ship for an extended period of time, barges shall provide support coverage of at least 75% of the length of the ship in accordance with Para. 7.4.1 above.

7.4.9.3. If barges are used for an extended time period to breast out the ship, the contractor shall provide a safe and secure means to access the ship from the fixed pier. Where it is necessary for personnel to traverse the breasting barge(s), there shall be a defined safe access route with life rails and non-skid decking installed.

7.4.9.4. Design load calculations for moorings shall take into account breasting barge(s) arrangement when applicable.

7.4.10. During the course of this repair/overhaul period, no other ship will be docked alongside of or tied up to this vessel, nor shall this ship be docked alongside of or tied up to any floating dry-dock.

8. GENERAL REQUIREMENTS

8.1. None additional.

Enclosure 2.2.1

Enclosure 2.2.2 Displacement 34,688.2 LT Specific Gravity 1.025 Deadweight 13,966.2 LT Avail Deadweight 18,311.8 LT

--Summer Load Line-- Stability Trim KMt 46.877 ft LCF Draft 29.114 ft VCG (Upright) 37.181 ft LCF 394.375A Ft-FP GMt (Solid) 9.696 ft LCB 372.355A Ft-FP FS Correction 2.464 ft LCG 372.355A Ft-FP GMt (Corrected) 7.232 ft TP1in 124.1 LT/in GMt Required 6.951 ft MT1in 4,749 ft-LT/in GMt Margin 0.281 ft Trim at Perps 7.708A ft --Combined Reqd GM-- Heel Angle 0.73P deg Propeller Immersion 150.76 %

Fwd limit 24.993 (24-11.9) ft Aft Limit 32.531 (32-6.4) ft

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Sounding Datum

All depths indicated on nautical charts are reckoned from a selected level of the water called the sounding datum (sometimes referred to as the reference plane). For most NOAA charts of the U.S. in coastal areas, the sounding datum is Mean Lower Low Water. (MLLW). In the Great Lakes, the Plane of Reference is the International Great Lakes Datum (1985).

Depths shown on charts are the least depths to be expected under average conditions. Since the chart datum is generally a computed mean or average height at some state of the tide, the depth of water at any particular moment may be less than shown on the chart. For example, if the chart datum is MLLW, the depth of water at lower low water will be less than the charted depth as often as it is greater.

Page 1 of 1Sounding Datum

10/15/2015http://www.nauticalcharts.noaa.gov/mcd/learnnc_soundingdatum.html