C 6^ ^ F to2/-2
NOAA'S OCEAN FLEET
MODERNIZATION STUDY
Phase 3: Long-Term Strategy
U.S. DEPARTMENT OF COMMERCE
" 1ST * National Oceanic and Atmospheric Administration
\ CT J / Office of the Chief Scientist
Mrts O*
NOAA OCEAN FLEET: YESTERDAY, TODAY, TOMORROW
NOAA was created in 1970 through a Presidential reorganization, but the survey activities of the fleet of one of its
predecessor agencies, the U.S. Coast and Geodetic Survey, became well established in the nineteenth century.
Sketched from a photo is perhaps the best-known survey vessel of its time, the PATTERSON, built by James D.
Leary at Brooklyn, NY, in 1883. It was a wood auxiliary barkentine, 435 tons, 163 feet long, with a 27 foot beam,
and a draft of 14 feet. Much of its survey work was done in Alaskan waters.
Commissioned in April 1960, the SURVEYOR, here depicted in a drawing, is a part of NOAA's current ocean fleet.
The ship has a welded steel/ice-strengthened hull and is 2,653 gross tons, 292 feet long, with a 46-foot breadth and
a draft of 19.5 feet. It was built by the National Steel and Shipbuilding Company of San Diego, CA The
SURVEYOR conducts worldwide oceanographic research but is nearing the end of its useful service life (see p.2).
A modernized NOAA fleet might employ ship designs such as the one shown for the JAMES CLARK ROSS which
will soon join the fleet of the British Antarctica Survey. This ship is ice -strengthened. It is being built at the Swan
Hunter Shipyard at Newcastle, England, and will be commissioned early in 1991.
(Photo of the PATTERSON and drawing of the SURVEYOR courtesy of NOAA/Office of NOAA Corps Operations.
Sketch of the JAMES CLARK ROSS courtesy of British Antarctica Survey and Swan Hunter Shipyard.)
NOAA'S OCEAN FLEET
MODERNIZATION STUDY
Phase 3: Long-Term Strategy
xO
^0 ATMOSP^
Meni of
OCTOBER 1990
U.S. DEPARTMENT OF COMMERCE
Robert A. Mosbacher, Secretary
National Oceanic and Atmospheric Administration
John A. Knauss, Under Secretary
Office of the Chief Scientist
Ned A. Ostenso, Acting Chief Scientist
This publication does not constitute an endorsement of any commercial product or intend to be an opinion beyond
scientific or other results obtained by the National Oceanic and Atmospheric Administration (NOAA) or the
Department of Commerce (DOC). No reference shall be made to NOAA or DOC, or this publication furnished by
NOAA, in any advertising or sales promotion which would indicate that NOAA or DOC recommends or endorses
any proprietary product mentioned herein, or which has as its purpose an interest to cause directly or indirectly the
advertised product to be used or purchased because of this publication.
Acknowledgement
Thanks to several very dedicated individuals, a thorough analysis of the status of NOAA's
existing research and survey fleet, in terms of condition and functionality, was completed and a
series of options for fleet modernization were developed. Deserving much credit for this
accomplishment were representatives from each of the NOAA Line Offices, and from several of
the Staff and Program Offices. Representatives from the Oceanographer of the Navy's staff
deserve recognition for their contributions. Deserving special recognition are persons from the
Office of NOAA Corps Operations, Systems Technology Division, who completed the bulk of
the technical analysis which served as the basis for the determinations and findings of this study.
To all contributors, many of whom participated at the expense of other responsibilities and
sometimes on their own time, we extend our appreciation. NOAA and the Nation's maritime and
research community will profit from their effort and insight.
Robert H. Stockman
Phase III Coordinator
W. L. Stubblefield
October 1990 Assessment Coordinator
in
Preface
To assess the next generation of NOAA ships, a three-phased process was initiated. Phase I
identified the mission requirements from a user viewpoint; Phase II developed identifiable hull
and instrumentation characteristics from these requirements and addressed fleet management
issues; and, Phase III examined the characteristics developed in Phase II in light of vessels now
in NOAA's fleet, and determined long-term strategies for implementing fleet modernization. This
report addresses only Phase III.
Funding for NOAA's fleet has been approximately constant over the last decade, and the
operating capability has been seriously eroded by inflation. By the end of the century, if funding
remains level, there is a high probability that no NOAA ships will be operational. This is a
conservative estimate based on the material condition, the age, and backlog of critical
maintenance.
With reduced operating funds fewer NOAA ships are now in service than at any time since the
early 1970's. The decline is at a time when progressively more demands are being made on
NOAA ships. Added to the nautical charting, oceanographic research, and fishery assessment
programs pursued at the time of NOAA's formation are new requirements associated with
Congressional legislation and major new ocean programs. Included in these are the Magnuson
Fishery Conservation and Management Act, Marine Mammal Protection Act, Exclusive Economic
Zone proclamation, Climate and Global Change research initiative, and Coastal Ocean Program
research.
NOAA data and samples are useful to the entire maritime and ocean research community. The
size, quality, and character of NOAA's fleet may well determine the overall success of the marine
sciences in the United States and abroad.
Through this study, NOAA now has a series of options for implementing fleet modernization.
Equally important, a means for estimating the cost to implement the various options is also
available. A point of departure for evaluation of the options has been established. Policy
decisions will ultimately determine the fleet character and mix. This study establishes a point of
departure for these decisions.
w4^/l IL*a*~<
John A. Knauss
Under Secretary for Oceans and Atmosphere
and Administrator
Table of Contents
Acknowledgement iii
Preface v
I. Executive Discussion 1
II. Findings 7
III. Technical Assessment of Fleet Modernization 23
IV. Evaluation of Capital Investment Strategies 29
V. Conclusions and Recommendations 31
Glossary 35
Appendix A: Preliminary Strategies for Fleet Replacement Al
Appendix B: Programmatic Mission Requirements Bl
Appendix C: Participants CI
Vll
Executive Discussion
Background of Study
NOAA is increasingly viewed as the Nation's
earth systems agency with unique
responsibilities to improve understanding of
the coastal and global oceans through
research, assessment, surveying, and long-
term monitoring. To accomplish its ocean
missions, NOAA's efforts focus on three major
components: charting and mapping,
assessment of living marine resources, and
oceanographic research. These components
each have unique requirements, and must be
accomplished on highly specialized vessels.
The outlook is for an increasing need for more
sophisticated platforms and instrumentation.
NOAA depends upon its research and survey
fleet to satisfy its ocean missions. This fleet
now faces several major problems in
supporting its mission: age, a backlog of
deferred maintenance, and, in some instances,
a restriction in functional capability. The fleet
is rapidly approaching an average age
generally accepted within the marine science
community as the maximum for a productive
vessel. Prevailing practice is that research and
survey vessels should undergo a major
service-life extension after approximately
15 years of operation and be replaced after
approximately 30 years. Though there are
exceptions, the majority of both national and
foreign oceanographic vessels follow this
practice. In contrast, the current NOAA fleet
will average nearly 35 years of age by the turn
of the century (Figure 1-1). Furthermore,
none of the NOAA ships have received a
major service-life extension and only six have
received partial midlife rehabilitation. Even
the NOAA ships which have been well
maintained have started experiencing
unacceptably high levels of breakdowns due to
their age, the scarce availability of
replacement parts, and limited budgets for
maintenance in recent years. For example, in
FY 1989, the equivalent of one ship year was
lost due to unscheduled maintenance and
repair.
Phase III - Fleet Modernization Study
YEAR DELIVERED
1965
AGE OF THE NOAA FLEET
M. FREEMAN
FAIRWEATHER
OCEANOGRAPHER
DISCOVERER
T CROMWELL
DELAWARE RAINIER DAVIDSON RUDE
RAIDKIGE MITCHELL l-EKRLL OREGON II HECK D.SJORDAN
WHITING ALBATROSS SURVEYOR
I I i ■
t r
40 45
I
10
21 22 23 24 |l 26
20 25
YEARS SINCE DELIVERY
Figure 1-1. Age of the individual NOAA ships in 1990. Note that only one ship, the CHAPMAN, has been built since the
formation of NOAA.
Of comparable concern is the fact that some
NOAA vessels cannot fully meet recognized
mission requirements. Virtually all NOAA
ships were built with the technology of the
1960's to satisfy specific oceanographic
objectives of that era. Since that time there
has been a dramatic evolution in methods for
collecting and analyzing bio-hydro-
lithosphere oceanographic data. Acquisition
science and analysis of these data place
demands on vessels which often cannot be met
by the present generation of NOAA ships.
This problem is not unique to NOAA vessels
but is characteristic of any vessel built two to
three decades ago and which has not had the
benefit of a major repair or refit. New designs
of vessels now provide increased efficiency in
operations requiring acoustic quietness,
seakeeping, and dynamic positioning. Those
NOAA ships involved in multidisciplinary
research are also inefficient in terms of the
number of scientists which can be carried. On
some of the NOAA ships the ratio of crew to
scientist is as high as 2:1, whereas on the
university ships a ratio of 1:1 is common.
This difference of crew to scientist ratio is due
in part to additional responsibilities that are
assigned to the staff of the NOAA vessels. A
more modern fleet will provide opportunities
for reduction of some crew positions through
acquisition of more modern instrumentation
and new ship design. Automated engine
rooms and more efficient food service systems
also provide an opportunity for reducing crew
size.
Executive Discussion
Study Plan
Phase III embodies the objectives of the
overall fleet modernization assessment. These
are to:
• Articulate the ocean mission of NOAA in
the areas of charting/mapping, living
marine resource stock assessment, and
oceanographic research into the next
century
• Determine the character and size of
research and survey vessels to form a fleet
to respond to NOAA's ocean mission
requirements
• Anticipate future technology and its
application to NOAA's mission
• Develop a technical framework to decide
an orderly replacement and/or upgrade of
the existing fleet considering both material
condition and functional capability
• Determine cost estimates for fleet
modernization associated with various
mission requirement levels
• Provide a technical data base for preparing
a fleet modernization plan that will be
defensible in the federal funding process
The central theme of the NOAA fleet
modernization assessment has been a view
toward the future. To ensure that this was
achieved the assessment was designed around
a three-phase approach that avoided undue
emphasis on existing vessel capabilities too
early in the process. In a serial process,
NOAA's mission requirements were projected
to the year 2000 (Phase I); the type of
platforms needed to satisfy these requirements
were defined (Phase II); and lastly, the size of
the modernized fleet was determined at
various program levels and transition scenarios
were prepared to replace the current fleet
(Phase III). Each phase was designed to stand
alone but took account of data obtained during
previous phases. For example, the estimated
cost structure, which is presented in the latter
parts of this Phase III report, is based on the
functionality requirements and
construction/instrumentation costs as
developed in Phases I and II. The complete
process was designed to be finished within six
months in order to allow for timely decision
making to resolve NOAA's deteriorating fleet
problems. Specifically, the objectives and
approaches of each of these three phases are
shown in the box on the next page.
This report addresses only the results of
Phase III of the assessment. Results of the
other two phases have been presented as
separate documents.
Implementation of Phase III
In Phase III, the Working Group (a list of
participants appears in Appendix C) reviewed
the results of the previous phases and
collected new information in order to get a
"total view" of the issues associated with fleet
modernization. Among other issues, this
included determining: the status of the
existing fleet in terms of material condition,
functional capability, and deployment; annual
number of days at sea on various types of
ships to support programmatic requirements;
mission consequences of having either the
wrong type of vessels or an insufficient
number of vessels; use of technology in
promoting efficiency of at-sea operations;
and, where appropriate, exploring
opportunities for using leased ships from
either the university community or the private
sector to satisfy NOAA's needs. After the
"total view" was developed, a series of
alternatives for fleet modernization were
identified. These alternatives were, in turn,
Phase III - Fleet Modernization Study
analyzed in terms of impact on the varying
missions, level of urgency for implementation,
short- and long-term costs, and budget
constraints. Following the analysis of
alternatives, a series of recommendations
involving actions for proceeding to decisions
and implementation of the fleet modernization
are presented. The various facets of Phase III
are discussed in the following chapters. A
synopsis of the findings and recommendations
follows.
Highlights of Phase III
Status of Current NOAA Fleet. NOAA
depends heavily upon its oceanographic fleet
to satisfy its ocean missions in the areas of
charting and mapping, assessment of living
marine resources, and oceanographic research.
The existing operating fleet of 18 ships poses
three problems to NOAA's scientists and
managers. First, the average fleet age is
approaching that which is generally accepted
Phase I
Objective:
Method:
Phase n
Objective:
Method:
Phase_III
Objective:
Method:
Plan of NOAA Fleet Assessment
Determine NOAA's ship requirements as part of the Organization's
mission into the next century.
Convene three working groups of twelve to fifteen members each,
consisting of leading scientists, both inside and outside of NOAA, in the
areas of oceanography, charting/mapping, and fishery research, to
determine the expected mission directions and fleet requirements to satisfy
expected mission directions.
Translate the results of Phase I into identifiable hull characteristics and
instrumentation requirements.
Convene a single working group with representation from the previous
working groups, naval architects, operators, and budget analysts to
incorporate the results of Phase I into specific platforms and associated
instrumentation.
Develop long-term strategies for modernization including sizing of the
fleet.
Senior NOAA managers convened to compare the projected mission
requirements in terms of ship character (Phase II) and days at sea with
existing NOAA fleet resources to determine the best methods of
transitioning to a modern fleet capable of meeting NOAA's missions.
Executive Discussion
in the ocean community as the effective
service life for a productive research ship. By
FY 2001, as the result of block obsolescence
and assuming current funding, there will be no
ships operating. Second, NOAA ships were
built with technology of the 1960's; in the past
three decades a dramatic evolution in methods
for collecting and analyzing data has occurred.
Data acquisition and analysis place
requirements on vessels which often cannot be
met by existing NOAA ships. Third,
increasingly, more days at sea are required to
satisfy NOAA's missions. Since the mid-
1970's, the number of operating ships has been
reduced by 25% while demands have
increased, especially the at-sea requirements
associated with the Magnuson Act, National
Climate Program Act, Exclusive Economic
Zone proclamation, Climate and Global
Change Program, and Coastal Ocean Program.
Upgrade Strategy and Funding.
Unquestionably, NOAA must embark upon at
least a partial replacement and, for those few
existing ships which may be appropriate, a
ship service-life extension program. This
assessment study addressed several approaches
for modernizing NOAA's fleet, but the
inescapable conclusion is that a 15-year
investment on the order of $1 billion is
required. A time-phased investment strategy
is the only reasonable course of action. This
assessment study advocates as the first order
of priority the commitment to an initial
investment of at least $60 million per year for
each of the first five years of a NOAA fleet
modernization program.
Findings
Finding #1; RESEARCH AND
SURVEY VESSELS ARE ESSENTIAL
FOR NOAA'S MARINE AND
ATMOSPHERIC MISSIONS.
Based upon a review of materials from Phases
I and II, as well as various reports from the
University National Oceanographic Laboratory
System (UNOLS) and foreign operators,
operational and research missions involving
oceanography simply cannot be performed
without use of research and survey vessels.
Great advances have been made during the
last twenty years in aircraft and satellite
remote-sensing as well as unmanned
instruments and buoys, and these advances
will continue to contribute significantly to
oceanography in the future. However,
research and survey oceanographic vessels
remain the only platform for certain kinds of
observations at sea and virtually all in situ
sampling must be performed from vessels.
This finding has been made by other federal
organizations active in the marine sciences,
and they have expended planned capital
investments of over $300 million for
oceanographic vessels since 1980
(Figure 2-1). During the same period NOAA
has invested nothing.
Finding #2: THE CONDITION OF
NOAA'S FLEET IS A MAJOR
PROBLEM IN THE CONDUCT OF
NOAA MISSIONS.
With the exception of the construction of the
125-foot CHAPMAN in the late 1970's, all
NOAA vessels predate the establishment of
NOAA and are largely a product of major
capital investments in the early-to-mid-
1960's. NOAA has never had a systematic
capital investment program for its vessels,
Phase HI - Fleet Modernization Study
co
z
o
o
z
Q
z
LLI
a,
CO
200
180
160
140
120
100
80
60
40
20
0
RESEARCH AND SURVEY VESSEL
CONSTRUCTION AND REFIT
NOAA vs NAVY vs NSF
NOAA
§§ NAVY
NSF
ZA
$
i
1961-65 1966-70 1971-75 1976-80 1981-85 1986-90
PERIOD
Figure 2-1. Comparison of capital investments in ships among the Navy, the National Science Foundation, and NOAA since
1960. Figures for 1961-1970 are for NOAA's predecessor organizations.
either for major rehabilitation or for new
construction. The base program for marine
services (approximately $60 million in FY
1990) includes only $6 million for routine
maintenance and repairs. At present NOAA
has a $40 million backlog of critical
maintenance items in ship's systems. Added
to this is a $50 million backlog for
replacement of obsolete instrumentation.
Given the age of vessels in NOAA's fleet, the
fact that no vessel has had a major service life
extension, and the current material condition
of the fleet, it is projected that all NOAA
vessels will become non-functional by the
year 2000 if no capital investments are made
above the marine services basic program. The
projections of remaining vessel service life are
based on age, safety, material condition,
availability of spare parts, functionality, and,
in the case of steam propulsion, availability of
qualified engineers (Appendix A). Figure 2-2
depicts the projection of service life for each
NOAA vessel.
Finding #3: PROJECTED NOAA
MISSION REQUIREMENTS WILL
INCREASE THE NEED FOR
MODERN, TECHNICALLY
CAPABLE, FUNCTIONALLY SOUND
VESSELS.
The NOAA fleet supports three major mission
activities: mapping and charting, living marine
resource assessment and research, and
oceanography. Each of these mission
Findings
:t:.i]
PROJECTED SERVICE LIFE OF CURRENT NOAA FLEET
AT CURRENT MAINTENANCE LEVEL'
FY'92 FY'93 FY'94 FY'95 FY-96 FY'97 ; FY'98 FY'99 FY'OO
KEY TO SHIP ABBREVIATIONS APPEARS ON P. A25.
SHIPS' AGE AT DEACTIVATION ARE SHOWN AFTER BARS.
Figure 2-2. Projection of service life for NOAA ships (a list of abbreviations for ship names appears in Appendix A, p. A25).
requirements for vessels, over the next one to
two decades, are summarized in Appendix B.
A more detailed discussion of NOAA's ocean
missions and the functional requirements for
vessels to support these missions are in the
Phase I report of the Fleet Modernization
Study. In terms of days at sea (DAS), these
mission requirements can be grouped as:
Current Level:
Expanded Levels:
Planning Level A:
Present level of
support with 18 ships
Increased number of
ships to support
programs
Supports programs
which are in
NOAA's present
budget
Planning Level B:
Planning Level C:
Supports programs
in NOAA's FY 92
budget request
Supports programs
envisioned at the
end of the decade
Descriptions of each of these levels follow.
CURRENT LEVEL
At the CURRENT LEVEL, the NOAA fleet
provides 3600 DAS annually to support three
major program activities. DAS are allocated
as follows: mapping and charting, 1100 DAS;
living marine resources, 1540 DAS; and
oceanography, 960 DAS. This level provides
84% of the average DAS over the past 15
years (Figure 2-3).
Phase HI - Fleet Modernization Study
SHIPS IN SERVICE AND DAYS AT SEA/YEAR
25
20
15 --
§§ SHIPS IN SERVICE
^s| PROJECTED SHIPS IN SERVICE
■■ DAYS AT SEA
5000
4500
4000
3500
3000 LU
w
H
2500 <
(f)
>
2000 <
1500
1000
500
0
70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00
YEAR
Figure 2-3. Bar graph showing the number of operating ships during the 20 years since the organization of NOAA and the
projection of the number of vessels for the next decade. The projection is based on the material condition of the various ships.
Superimposed on the number of vessels is the number of sea days available or projected to be available per year.
Mapping and Charting: With 1100 DAS, the
mapping and charting program is receiving
approximately 465 fewer DAS annually than
the 15-year average. At this level, surveys
and investigations critical to navigational
safety are backlogging at an alarming rate.
Only 4 out of the 10 critical inshore areas
identified each year through the use of Survey
Users Request File (SURF) are being
addressed — the remaining 6 areas are being
added to the backlog (not being addressed)
(Figure 2-4).
Only 100 of the 500 critical Notice to Mariner
items each year are being addressed. The
remaining 400 items are added to the backlog
(Figure 2-5). The quality of the information
portrayed on the inshore portion of NOAA's
suite of 1000 nautical charts is deteriorating.
Offshore, only 3 of 5 geographic areas are
being addressed. Even with state-of-the-art
navigation and multibeam sounding
technology, completion of offshore mapping
will take over 200 years (Figure 2-6). In
those areas where the high-precision
bathymetric mapping occurs, the quality of the
offshore portion of NOAA's nautical charts
will slowly improve.
Living Marine Resources: The present level
of NOAA ship support is about 400 DAS
below the average of National Marine
Fisheries Service (NMFS) usage over the past
15 years. This is inadequate for all program
Findings
130-
(0
(0
a>
i 120-
® 110-
i_
3
(0
_ 100-
«
O
5 90
o
O 80 -
D)
O
^ 70
o
(0
DO „„
MAPPING AND CHARTING:
SURVEY USERS REQUEST FILE (SURF)
Current
— Planning Level A
— Planning Level B
■ - Planning Level C
93
94
—r-
95
— r~
96
1
97
Years
98
99
00
01
Figure 2-4. Growth and decay of nautical charting surveys in the critical areas as defined by Survey Users Request File (SURF)
are shown at four levels of ship support. (Programmatic support levels are discussed in text.)
areas in fishery research, but particularly in
resource assessment (Figure 2-7).
Oceanography: Presently oceanography in
NOAA's Office of Oceanic and Atmospheric
Research (OAR) and National Ocean Service
(NOS) is allocated fewer DAS than at any
time since NOAA was formed, and is
inadequate to meet present mission
responsibilities. The level of oceanographic
research which can be accomplished is
severely restricted, with almost no new
responsibilities as part of the Climate and
Global Change program being met, and other
research programs continuing at a reduced
level (Figure 2-8). A breakdown of the
results of this shortfall follows.
Climate and Global Change Program:
• Reduced level of effort over the average
of the past 10-15 years
• No opportunity to implement significant
new program elements
• Monitoring efforts for El Nino (ocean
warming) and Subtropical Atlantic
Climate Studies (STACS) (flux of heat
from low to high latitudes) are reduced to
approximately 35% of the level
considered optimum for addressing the
complex array of questions. Long-term
support for certain key ocean monitoring
systems for TOGA and EPOCS may need
to be terminated
Phase III - Fleet Modernization Study
MAPPING AND CHARTING:
NOTICE TO MARINERS
28,000-
la.
^— Planning Level A
9
C 27,000-
(0
• - Planning Level C
2 26,000-
o
2 25,000-
o
^^
O 24,000-
^^
1-
o
23,000-
0)
o
q 22,000-
(0
OQ
2 1 ,00O-
^^^
^^
^^^~-- ::;;--
i i i i i i i i i
93 94 95 96 97 98 99 00 01
Years
Figure 2-5. Growth and decay of nautical charting surveys in the critical areas as defined by the Notice to Mariners are shown
at four levels of ship support. (Programmatic support levels are discussed in text.)
• Ocean chemistry programs (e.g., Radia-
tively Important Trace Species (RITS),
C02, and Freon) for monitoring global
greenhouse gases are reduced significantly
over both past and required efforts. These
programs are essential components for
modeling global climate change
• Proposed investigations combining
NOAA's greenhouse gases research and
observations for the World Ocean Circu-
lation Experiment (WOCE) work from
Alaska to 60° South latitude are eliminated
Coastal Ocean Program:
• Marine environmental quality efforts in
coastal estuaries is only 50% of identified
needs
• Nutrient Enhanced Coastal Ocean
Productivity (NECOP) program reduced
by 50% over that planned
• Sea ice research is less than previous
years and, considering its importance in
global climate research, is only 50% of
that needed for present investigations
• Reduced
planned
research
level of implementation for
cooperative federal/university
• Ship time for the Fisheries Oceanography
Cooperative Investigations (FOCI)
program in the Bering Sea is eliminated
Findings
MAPPING AND CHARTING:
EXCLUSIVE ECONOMIC ZONE (EEZ)
4.0-
\\^^^^
3.0-
'"• \ ^\.
Mlles (Million)
ro
b
(0
■ -% \ 1 ^\
o
• % \ 3. \
jare Nau
b
i
\ 1 \> \V * X
a
\ \
19
\ x
\
1 1 1 1 1 1 1 1 1
93 2013 2033 2053 2073 2093 2113 2133 2153 2173
2193
Year
Figure 2-6. Time required to complete the offshore Exclusive Economic Zone (EEZ) mapping responsibilities at the various ship
support levels. (Programmatic support levels are discussed in text.)
Applied Oceanography:
• Planned expansion of monitoring network
to Alaska and Caribbean is deferred
• Cooperative monitoring with
Environmental Protection Agency (EPA)
is unsupported
• Surveys for current prediction in U.S.
ports and harbors deferred
• Environmental assessment of the outer
continental shelf relative to oil and gas
development maintained at a marginal
level
• No support for hazardous material
response and damage assessment
EXPANDED LEVELS
PLANNING LEVEL A
At this level ship support would increase to
6100 DAS annually with mapping and
charting receiving 2160 DAS, living marine
resources 2470 DAS, and oceanography 1470
DAS. This level supports presently funded
NOAA programs.
Mapping and Charting: All 10 inshore areas
identified through SURF each year and all 500
Notice to Mariner items would be addressed.
The present backlog for these two critical
programs would remain unchanged. The
quality of the information portrayed on the
inshore portion of NOAA's suite of nautical
charts would remain constant. There would
Phase HI - Fleet Modernization Study
FISHERY RESEARCH: MISSION REQUIREMENTS MET
100
I- 80
111
(0 70
Z
HI
5
in
<£
o
HI
M MAGNUSON
O ENDANGERED SPECIES
MARINE MAMMALS
ffl DRIFTNET ACT
E3 ANTARCTIC
CURRENT
(1540)
PLANNING LEVEL A
(2470)
PLANNING LEVEL B
(3460)
PLANNING LEVEL C
(4570)
DAYS AT SEA
Figure 2-7. Percent of fishery research requirements met at various levels of days at sea (DAS). (Programmatic support levels
are discussed in text.)
be no change in progress for the offshore
bathymetric mapping effort from the
CURRENT LEVEL noted above.
Living Marine Resources: This level would
be adequate for existing base programs, and
would provide:
• Expansion of groundfish assessment, large
pelagic species assessment, environmental
assessment in the Atlantic Bight
• The initiation of a modest assessment of
the protected resources in the northeast
• A small increase in the support of critical
fishery management issues in the Gulf of
Mexico
• Some support for the Coastal Ocean
Program
• Optimum ship support for the Antarctic
survey
• Slight increase for the groundfish
assessment and coastal marine mammal
assessment in the southwest
• A modest increase of groundfish
assessment in the Gulf of Alaska, modest
environmental assessment in Puget Sound
and southeast Alaska
• Some transboundary (Canada-U.S.)
salmon migration studies
Findings
OCEANOGRAPHIC RESEARCH: MISSION REQUIREMENTS
100
■3 Climate & Global Change
m Coastal Ocean
VENTS
Great Lakes/Sea Grant
E3 Applied Oceanography
CURRENT
(960)
PLANNING LEVEL A
(1470)
PLANNING LEVEL B
(1810)
PLANNING LEVEL C
(2035)
DAYS AT SEA
Figure 2-8. Percent of oceanography requirements met at various levels of days at sea (DAS). (Programmatic support levels
are discussed in text.)
Oceanography: This level supports presently
funded programs and would provide:
Climate and Global Change Program:
• Monitoring activities of Tropical Ocean
and Global Atmosphere (TOGA),
Equatorial Pacific Ocean Climate Studies
(EPOCS), and STACS to continue at
present levels
• Continuation of a limited Atlantic STACS
program
• Ocean chemistry programs of RITS, C02,
and Freon in the Pacific would continue
at current levels
• Expansion of RITS/Freon and RITS/C02
into the Atlantic
• Elimination of proposed expansion to the
ocean observing system
• VENTS work on the Juan de Fuca Ridge
would be returned to previous levels
• Mid-Atlantic VENTS work restarted
Coastal Ocean Program:
• Sea ice research in support of the joint
U.S./U.S.S.R. bilateral would be
accomplished
• Expansion of the FOCI program into the
Bering Sea
Phase III - Fleet Modernization Study
Initiation of Nutrient Enhanced Coastal
Ocean Productivity (NECOP) into the
Gulf of Alaska and the Bering Sea
A modest increase in support for Sea
Grant research, up to approximately 30%
of the perceived needs
Applied Oceanography:
• The National Status and Trends (NS&T)
monitoring network would be expanded to
Alaska and the Caribbean
• Existing network for coastal U.S. waters
would be expanded to support the Coastal
Ocean Program
• Cooperative monitoring with EPA's
Environmental Monitoring and
Assessment Program (EMAP) would be
supported
• The majority of support for circulation
studies would continue to be provided by
Coast Guard and small charter vessels
• NOAA's hazardous materials response and
damage assessment response operations
remain unsupported
Mapping and Charting: At this level the two
critical backlogs (inshore areas and Notice to
Mariners needing survey attention) would
slowly diminish. The quality of the
information portrayed on the inshore portion
of NOAA's suite of nautical charts would
slowly improve.
• Offshore all five geographic areas would
be addressed each year reducing projected
mapping completion from over 200 years
to approximately 60 years
• Quality of the offshore portion of NOAA's
nautical charts would rapidly improve
Living Marine Resources: At this level
significant increases in the support of
protected resources assessment and the
environmental assessment portions of the
Coastal Ocean Program can be realized.
Specifically:
• In the northeast and the southeast there
would be full support of the Coastal
Ocean Program plus some expansion in
the assessment of protected species
• In the southwest a significant expansion
of the coastal marine mammal,
groundfish, and western Pacific resource
assessment would be achieved
PLANNING LEVEL B
At this level ship support would be increased
to 7910 DAS. Mapping and charting would
receive 2640 DAS, living marine resources
3460 DAS, and oceanography 1810 DAS. For
living marine resource assessment and
oceanography, this level supports DAS for
high-priority programs which are projected in
the very-near future. For mapping and
charting, this level supports base program
requirements.
• Expanded fishery resource assessment in
the Gulf of Alaska, Aleutian Chain, and
central Bering Sea would be realized
• More aggressive activities in support of
the Coastal Ocean Program
Oceanography: Enables accomplishment of
essential elements in the programs,
continuation of monitoring efforts, and some
support for the observing system. Specifically:
Findings
Climate and Global Change Program: Applied Oceanography:
Provides for a reasonable response to the
developing programs and continued support
for a network of moored arrays. The
following programs would be initiated:
• Monitoring of ocean/atmosphere exchange
of greenhouse gases and heat in the
Atlantic
• Atlantic climate change program
• Pacific sulfur/stratus investigations
• Measurements for ground truthing Earth
Observing System (EOS) satellites
• Full support of VENTS work in both the
Juan de Fuca and Mid-Atlantic Ridge
would be achieved
Coastal Ocean Program would be expanded
to include:
• Sea ice research in high latitudes leading
to improved forecasts and knowledge of
ocean productivity and circulation
• FOCI fisheries recruitment studies in the
Atlantic and Gulf of Mexico
• Continuation of tsunami hazard reduction
research
• Modest increases for marine
environmental quality research in estuaries
• Required support of planned VENTS work
in both the Juan de Fuca and Mid-
Atlantic Ridge would be achieved
• Sea Grant research in support of Climate
and Global Change, Coastal Ocean, and
Great Lakes research programs would
increase to approximately 80% of the
perceived requirements
• The identified mission requirements
would be fully supported
• Outer Continental Shelf environmental
assessment programs would be fully
supported
PLANNING LEVEL C
At this level ship support would be increased
to 10,215 DAS. Mapping and charting would
receive 3610 DAS, living marine resources
4570 DAS, and oceanography 2035 DAS.
This level would support all program
requirements foreseen through the end of the
century and into the next. Mapping and
charting backlogs would diminish rapidly and
product quality would increase in a similar
fashion. Bathymetric mapping of the EEZ
would be completed in 30 years.
Finding #4: NEW TECHNOLOGIES
ALLOW SIGNIFICANT INCREASES
IN MISSION PERFORMANCE,
PRODUCTIVITY, AND EFFICIENCY.
Although NOAA has failed to take full
advantage of them, technologies for
oceanographic operations have burgeoned in
the United States and abroad since the 1960's.
Major innovations can be grouped into the
following categories:
• Automation of Vessel Operations (e.g.,
unmanned engine rooms and streamlined
food service)
• Improved Seakeeping (e.g., SWATH
hulls which can operate productively in
higher sea states than monohulls)
Phase III - Fleet Modernization Study
• Improved Stationkeeping (e.g., multi-
directional thrusters permitting precise
positioning under a wide range of
conditions)
• Increased Real-Time Data Analysis at
Sea (e.g., continuously recording sensors
of a wide suite of environmental and
physical data can feed shipboard and
shore-side computers)
Reliable Communications Virtually
Anywhere at Sea (e.g., polar orbiting and
stationary satellites)
Precise Positioning (in X, Y, and Z) (e.g.,
satellite navigation and global positioning
systems)
• Advanced Instrumentation Multiplying
Data Acquisition (e.g., multibeam
soundings, hydroacoustic resource
surveys)
• Modular Laboratory Technology Allowing
Multipurpose Operations and the
Opportunity for Sophisticated Sample
Analysis at Sea
The incorporation of these advances into new
ships can provide a very high programmatic
return for the investment.
Finding #5: NEW WAYS OF DOING
BUSINESS ALLOW INCREASED
FLEXIBILITY AND EFFICIENCY IN
FLEET OPERATIONS.
Oceanographic research and survey vessel
operations are inherently costly, and the
control of expenditures for capital investment,
or for operations, is a continuing management
objective. At any particular budget level
available, cost control can allow more ship
activity. The following categories of cost
control show potential promise in the
acquisition or operations strategies that NOAA
employs for the fleet:
• Crewing Efficiency — The vessel's crew
can be considered an "overhead" cost
compared to the scientific and technical
staff who perform oceanographic
missions. Scientist to crew ratios should
be maximized as a cost control measure.
Automated engine rooms and streamlined
food services are mechanisms for
reducing the crew size.
• Crew Augmentations — Increasing the
operating days at sea by multiple crewing
can avoid the cost of an additional vessel
in certain cases.
• Chartering — As an alternative to up-
front capital investments to acquire
research and survey ships, chartering
might be a very attractive alternative
when the expected program requirements
are of much shorter duration than the
typical 30-year lifetime of a new ship.
This alternative is also economically
attractive when only a portion of NOAA's
needs are met through chartering. For
example, sufficient ships are available
through the university community and the
private sector to meet some of the
program requirements. As suggested by
Figure 2-9, where two vessels are
chartered (10% of the fleet) the costs are
less throughout the life history of the
fleet. At the 20% level a similar trend
exists.
Findings
w
o
o
160
NOAA FLEET REPLACEMENT - PLANNING LEVEL A
ANNUAL COST OVER 30 YEARS
(including operating cost)
140 --
120
I ,00
O
80
60 -
40
20 -
E22 NEW CONSTRUCTION - NOAA
K33 NEW CONSTRUCTION/10-20% CHARTER
ALL CHARTER
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021
YEAR
Figure 2-9. Thirty-year comparison of costs associated with a NOAA-owned, 20% charter, and 100% charter options. These
costs include the current $60 million annual funding for operating the NOAA fleet. The reduced costs at Year 2005 reflect
completion of capital investment for construction and major repairs. The increase at Year 2013 reflects initiation of service -
life extension costs.
This savings from chartering must be
viewed in the proper perspective. At
present, there are no ships in the private
sector equipped to satisfy all of NOAA's
requirements in the areas of fishery
research and mapping and charting. There
are, however, vessels in the university
fleet to meet some of NOAA's
oceanographic research needs. NOAA
has utilized these vessels in the past, and
expects to do so in the future. The charter
costs which NOAA has paid, and which
are reflected in Figure 2-9, cover only
operating expenses. Major capital
investment, e.g., construction, service-
life extensions, certain equipment and
repairs, are now borne by the Navy or the
National Science Foundation. Should
NOAA become a large user of the
university fleet, then NOAA will be
expected to share the capital investment
costs. Such cost sharing will increase the
amount NOAA pays for the charter, an
increase not reflected in Figure 2-9.
For more extensive use of chartered
vessels, however, an adequate number of
suitable ships are not available in either
the university fleet or the private sector.
In such cases, the contractors would be
required to build or convert vessels at
costs similar to what NOAA would incur
on its own. Under such conditions,
whereas for the first few years the cost
between "NOAA Constructed" and "All
Charter" is comparable, in the out years
Phase HI - Fleet Modernization Study
the "All Charter" approach is much more
expensive. The principal advantage of
chartering in the long term is to maintain
the annual costs at a low level by
spreading out charter payments.
Disadvantages include the tendency for
existing vessels to be less than ideally
configured for certain mission-related
work.
• Build/Lease — An alternative approach is
to pursue a build/lease program in the
private sector. This approach could be a
20-to-30-year bare-boat lease with an
option to purchase the vessels at the end
of this period for a nominal amount.
While there are a number of variations to
this approach, one method would be for
NOAA to engage a private contractor to
oversee the design, financing, competition
for awarding of contracts, and the actual
construction of the vessels. The vessels
would be designed to NOAA's
specifications based on extensive
consultation with NOAA program
officials and based on NOAA-wide
needs. NOAA would not begin making
lease payments for these vessels until they
were actually delivered in satisfactory
condition and finally tested.
This approach could accrue a number of
benefits to NOAA. First, NOAA would
not have to assemble a large in-house
capability to design and procure the
construction of vessels. Rather, existing
NOAA personnel would continually assess
NOAA-wide requirements and develop
specifications for incorporation in the
vessel designs. Second, by imposing
considerable discipline at the design stage
and by working through a private sector
general contractor, NOAA could avoid the
problem of "change orders" and resultant
cost overruns which often accompany the
federal procurement of ships and other
equipment. Third, with a goal of
achieving the maximum efficiency in both
vessel financing and vessel construction
through a build/lease program, and by
competing the financing and the
construction costs through the general
contractor, significant savings may be
achieved.
There are two additional advantages to
this approach which are of significance.
First, because a private sector build/lease
program presumes private sector financing
throughout the design, financing, and
construction stages, NOAA would not
require appropriations to make lease
payments until the vessel was actually
delivered and satisfactorily tested. Also,
the near-term fiscal-year appropriation
amounts would be significantly smaller
than under a federal procurement
approach; however, in the long-term the
costs to NOAA might be greater. Finally,
if NOAA vessels are determined as being
eligible for financing under the Capital
Construction Fund (CCF), significant
additional savings are possible
(Figure 2-10). Conservative estimates for
these savings are 25 to 30% and may
apply to both new construction and
conversion. The CCF is a tax-deferred
fund which allows participants to invest
profits and defer taxes on these profits
provided that when funds are withdrawn
from the CCF, they are used to construct
vessels which are deemed to be engaged
in commerce. Originally, funds could
remain in the CCF indefinitely. However,
as part of the 1986 tax reform legislation,
the amount of time that funds could
remain in the CCF was limited to 25
years. Because a considerable amount
was invested in the early 1970's, many of
the participants in the CCF will be
looking for shipbuilding opportunities, or
otherwise face very large tax obligations.
Findings
ALTERNATIVE CONSTRUCTION AND LEASE COSTS*
PRESENT VALUE**
PRESENT VALUE
NEW CONSTR.
PRESENT VALUE
10% FINANCING
CO
z
O
CO
O
o
I993 I995 1997 1999 2001 2003 2005 2007 2009 201 1 2013 20 15 2017 2019 2021 2023 2025
YEAR
DOES NOT INCLUDE OPERATING COST
PRESENT VALUE FACTOR IS 10%
Figure 2-10. Comparison of three approaches to financing. The "Present Value New Construction" reflects costs of
appropriated dollars. The "Present Value 10% Financing" includes an offsetting 10% finance charge and an annual 10%
discount (Present Value). The "Present Value 6.25% Financing" utilizes lower-interest funds such as Capital Construction Fund
(CCF) (see text for discussion, pp. 19 - 20).
As a result, NOAA could benefit through
significantly reduced costs provided
waivers can be granted regarding the
engagement-in-commerce requirements.
• New Partnerships — NOAA could jointly
construct or operate an oceanographic
vessel with other federal organizations or
a university, if all parties agree, as a
means to share costs when all benefit.
NOAA's fleet is now the largest dedicated
oceanographic research and survey fleet in the
world. It is also one of the oldest and, in
some cases, is functionally restricted. NOAA
obtains oceanic observations and samples for
its own mission requirements, particularly for
monitoring, charting, and fisheries purposes.
Finding #6: REPLACEMENT OF
NOAA'S FLEET IS A MAJOR
OPPORTUNITY FOR NOAA
LEADERSHIP IN THE MARINE
SCIENCES NATIONALLY AND
INTERNATIONALLY.
Increasingly, NOAA data and samples are
useful to the marine science community,
especially in connection with monitoring and
ground-truthing for expanding satellite
remote-sensing programs. The size, quality,
and character of NOAA's fleet will determine
to a significant extent the quality of the
marine sciences in the United States and
abroad. NOAA's leadership can be pivotal.
Technical Assessment of Fleet Modernization
condition), and
This section reflects the bulk of the detailed
technical analysis undertaken in Phase III of
the fleet modernization study. Fourteen
distinct scenarios were examined and they are
summarized in detail in Appendix A. These
scenarios are based on the four missions
levels: Current, Planning Level A, Planning
Level B, and Planning Level C. The overall
technical assessment examined the vessels
required for each level, transition strategies
given the current NOAA vessel inventory
(especially its material
associated costs. The
fourteen scenarios cover
all significant alternatives
in the view of the study
group and include
operating at maximum
levels for days at sea and
various levels of
chartering. For
Table 3-1. Shown are the five
strategies for the NOAA fleet as
they relate to the mission
requirements.
simplicity, the fourteen scenarios are
condensed into five strategies which represent
very different approaches to NOAA's fleet.
Each of the five strategies, in turn, has several
variants which allow flexibility to modify or
fine tune each strategy as policymakers weigh
choices. These five strategies are: (1) Rapid
Degradation of Ocean Missions; (2) Slow
Degradation of Ocean Missions; (3) Arrested
Degradation of Ocean Missions; (4) Planning
Level A/B; and (5) Planning Level C.
Table 3-1 relates these strategies to the
MISSION REQUIREMENTS
STRATEGY FOR NOAA FLEET
Current (3600 DAS)
Degradation of Ocean Missions
Rapid
Slow
Arrested
Planning Level A (6100 DAS)
Planning Level A/B
Planning Level B (7910 DAS)
Planning Level A/B
Planning Level C (10,215 DAS)
Planning Level C
Phase HI - Fleet Modernization Study
mission requirements of Finding #3 in Chapter
II, pp. 8 - 17. Each of these are discussed
below.
Chartering. Except for "Rapid Degradation,"
which is not considered as an alternative,
these strategies include some level of
chartering. These chartering options are at
levels of 10-20% and 100% of program
needs. The charter option refers to long-
term chartering from the university community
[through the University National
Oceanography Laboratory System (UNOLS)]
or the private sector. In this context, it does
not include build/lease options. Assumptions
for the charter options include:
• NOAA obtains
authority
long-term charter
• Capability comparable to, or in excess of,
those provided by the next generation of
NOAA ships as identified in Phases I and
II of the Fleet Modernization Study
• At 10-20% level of NOAA's program
needs, sufficient ships are available to
satisfy NOAA's needs
• At 100% level of NOAA's program
needs, insufficient ships are available
requiring vendors to build new ships. At
the 100% level, costs were estimated on
the basis of:
Construction cost amortized over 20
years at 10% interest
Mission/scientific equipment provided
through government-furnished
equipment (GFE)
Service-life extension completed after
15 years by vendor
Operating crew provided by vendor
with mission/scientific crew provided
by NOAA
Crew size varies from 12 to 21
depending on the vessel size
Existing NOAA shore-side support
functions reduced by 50%
Maintenance costs are 30% of
operating costs
Cost estimates are amplified in Appendix A.
An accurate determination of the cost for
chartering will require sending a Request for
Information (RFI) to potential vendors. For
this study, such a request was premature and
will await a subsequent cost-benefits study.
Instead, historical data, including a study
conducted by the Marine Board and published
daily costs of the UNOLS vessels, are utilized.
Rapid Degradation of
CURRENT LEVEL:
Ocean Missions
Finding: With present funding, the
probability is very high that within 10 years,
few NOAA ships will still be operating. This
stark fact is based on the material condition of
the ships as documented by the 1988
ADVANCED TECHNOLOGY, Inc. study
(Report of Assessment and Plan to Extend the
Service Life of Vessels of the NOAA Fleet,
Vol. I: Plan; and Vol. IT: Vessel Assessment
and Analysis) prepared for NOAA, which
alarmingly highlighted a backlog of $40
million in critical maintenance, and $50
million in needed replacement of obsolete
instrumentation. An unacceptable increase in
lost days at sea due to unscheduled
maintenance and lack of qualified operating
crews already exists. In FY 1989 an
Technical Assessment of Fleet Modernization
equivalent of one ship year was lost solely due
to unscheduled maintenance.
Poor: SURVEYOR, ALBATROSS IV*,
CROMWELL, J.N. COBB,
MURRE II*
Assumptions:
• No service-life extensions
• No increase in funding for maintenance
except for adjustment for inflation
• Backlog of critical maintenance items will
continue to increase
• Factors which govern the remaining
service life:
Safety
Qualified Operating Crew
Material Condition
Availability of Spare Parts
Age
Functionality
• Life expectancy of 30 years; this is an
optimistic expectation considering the lack
of significant service-life extensions
• Based on the conclusions of the
ADVANCED TECHNOLOGY study, and
as detailed in Appendix A, the NOAA
ships can be characterized in terms of
material condition. From this the
remaining service life is projected as:
"Poor" an additional 0 to 4 years
"Fair" an additional 3 to 7 years
"Good" an additional 6 to 10 years
Based on the same study, the material
condition, safety, age, and availability of spare
parts the NOAA ships can be grouped
accordingly:
Fair: OCEANOGRAPHER*,
DISCOVERER, BALDRIGE, MT.
MITCHELL, MILLER FREEMAN,
McARTHUR, OREGON II,
JORDAN, CHAPMAN, FERRELL,
RUDE, HECK
Good: FAIRWEATHER*, RAINIER,
PEIRCE*, WHITING, DAVIDSON,
DELAWARE II
Presently inactive
As suggested in Figure 2-3, at this level of
support the projection is that no NOAA ships
will be operational by the year 2001.
Slow Degradation of
CURRENT LEVEL:
Ocean Missions
Finding: This option maintains the existing
fleet of 18 vessels. Six ships will be replaced
and 12 repaired to extend the service life at a
15-year cost of $332 million (Table 3-2).
These costs are in addition to present funding
for marine services, which is approximately
$60 million per year.
Assumptions:
• Service-life extension and replacements
through conversions will be completed in
seven years
• Activating some presently inactive vessels
and a fishery conversion vessel will be
used to maintain the DAS level during the
service-life extensions
• Upon completion of the service-life
extension or replacement the ship
operations will be increased to 240 DAS
Phase HI - Fleet Modernization Study
15-YEAR COST SUMMARY OVER CURRENT FUNDING REQUIRED FOR FLEET MODERNIZATION
AT VARIOUS OPERATING LEVELS
DAYS AT SEA (DAS)"
NUMBER
OF SHIPS
15-YEAR
COST ($M)
ANNUAL
COST ($M)
CURRENT - RAPID DEGRADATION (3600 DAS)
Capital
Operating
Total
SLOW DEGRADATION (4320 DAS)
ARRESTED DEGRADATION (4320 DAS)
ALL CHARTER (4320 DAS)
18
18
18
277
672
0
55
64
896
332
736
896
22
49
60
PLANNING LEVEL A (6100 DAS)
240
240 /10% CHARTER
240 /ALL CHARTER
300
300/10% CHARTER
25
23
25
23
11
920
838
0
852
810
222
266
1465
252
267
1142
1104
1465
1104
1077
76
74
98
74
72
PLANNING LEVEL B (7910 DAS)
240
240/10% CHARTER
300
300/10% CHARTER
33
26
31
24
1139
915
980
858
361
540
426
568
1500
1455
1406
1426
100
97
94
95
PLANNING LEVEL C (10215 DAS)
240
240/10% CHARTER
43
36
1472
1241
446
596
1918
1837
128
123
At 240 All Ships Operate At 240 DAS/Year; at 300 Larger Vessels Operate At 300 DAS/Year
M = Million
Table 3-2. 15 -year cost summary.
• Operating costs for a 240 DAS schedule
have been included
• By operating at 240 DAS for each ship,
the DAS for the total fleet will increase to
4320 from its present level of 3600 by
FY 2000
• Service-life extension adds approximately
15 years to the life of the ship
condition will be replaced first; these include
the SURVEYOR, CROMWELL,
ALBATROSS IV, J. N. COBB, OREGON II,
RUDE, and HECK.
To varying degrees the remaining ships will
receive some repairs to extend their service
life until they are replaced by new
construction. The cost of this option over a
15-year period is $736 million over the
present funding levels (Table 3-2).
CURRENT LEVEL: Arrested Degradation of
Ocean Missions
Finding: At this level, the 18 ships presently
operating will be replaced during the 15-year
period. The ships in the poorest material
Assumptions:
• Six ships replaced immediately with new
construction
• Twelve ships will receive some level of
repairs to extend life until replaced
Technical Assessment of Fleet Modernization
• Activation of some presently inactive
vessels and a fishery conversion vessel
will be used to maintain the current days
at sea during the period of repair for
service-life extension
• The initial replacement and service-life
extension will be completed in seven
years
• After replacement or service-life
extension are completed the ships will
operate at 240 days per year.
Consequently, by FY 2000 ship operations
will be increased to 4320 DAS for the
total fleet from current level of 3600 DAS
• The additional days at sea will increase
operating costs
PLANNING LEVEL AIB
Finding: During a 15-year period all of the
NOAA ships will be replaced. Also the size
of the NOAA fleet will be increased in order
to satisfy the mission requirements. The
number of ships will range from 22 to 33
depending on the variant employed. With the
variants of operating the larger ships at 240 or
300 DAS per year (small ships operate at 240
DAS) and employing no charter, 10-20%
charter or 100% charter, the costs vary
between $1.1 to $1.5 billion for the 15-year
period over present funding of $60 million per
year (Table 3-2).
Assumptions:
• New construction and repair to extend
service life will be achieved through three
5-year periods. This will serve to spread
the costs more evenly during the 15-year
modernization period, to maintain a more
constant annual days-at-sea level, and to
avoid future block obsolescence
• Deactivated ships to be placed back in
service to avoid loss in days at sea during
the transition period
• The target increased days at sea will not
be achieved until FY 2000
• Ships in poor material condition or
functionally limited will be replaced early
in the schedule
• Ships to meet new mission requirements
to be constructed early in the schedule
• All schedules are for costing purposes
only and are not intended to imply
priority in repair, construction, or leasing
• At the 240 DAS level all new ships and
those having received repairs to extend
service life will operate at 240 DAS/year
• At the 300 DAS level only the High- and
Medium-Endurance vessels (as identified
in Phase II) will operate at 300 DAS/year;
the smaller vessels will remain at the 240
DAS/year level
• Costs for days at sea above existing levels
are included in the cost estimates
• At the 10-20% level of chartering, more
large vessels will be chartered than
smaller vessels; this is particularly true in
the areas of charting and mapping, and
living marine resource assessment
PLANNING LEVEL C
Finding: This level will satisfy all the
identified mission requirements through
10,215 days at sea. The cost associated with
the two variants of 240 DAS, no charter, and
10-20% charter are $1.8 and $1.9 billion
above current funding level (Table 3-2).
Phase III - Fleet Modernization Study
Assumptions:
• Similar to those for the Planning Level
A/B
• Starting in FY 1998 the OREGON II
shifts from supporting living marine
resources assessment to low-endurance
oceanographic requirements
• Targeted days at sea will be achieved in
FT 2005
Evaluation of Capital Investment Strategies
This section presents an evaluation of the five
alternative strategies for NOAA's fleet
discussed in Chapter III. The intent is to
weigh strategies, not particular packages, for
specific numbers of ships, at firm costs, for a
fixed program requirement level. It was the
intent of the Working Group to maintain
objectivity. In Chapter V, a detailed decision
process to arrive at future specific investment
decisions is presented for consideration.
Cons:
Progressive failure of ships
—By FY 95 down to 15 ships
—By FY 98 down to 6 ships
— By FY 01 down to no ships
With the existing ships less than 40% of
NOAA's ocean mission requirements are
now being met
CURRENT LEVEL: Rapid Degradation of
Ocean Missions
• Several of the ships are functionally
limited in support of today's ocean
mission
Features: This schedule involves funding at
the existing level at the expense of adequate
sea days and vessel functionality to support
NOAA's programmatic missions.
Pros:
• No additional money required
CURRENT LEVEL:
Ocean Missions
Slow Degradation of
Features: This level involves the least
amount of money to ensure that the current
number of NOAA ships are operating at the
end of the decade. Inherent to this schedule is
the fact that for two-thirds of the fleet, which
received a service-life extension, block
Phase III - Fleet Modernization Study
obsolescence will occur after 15 years.
Needed functional capabilities and days-at-
sea levels to meet identified mission
requirements will not be achieved.
Pros:
• Less additional money than other options
Cons:
• For first three years annual cost is
comparable to some of preferred
modernization options
• Block obsolescence of two-thirds of fleet
after 15 years
• Mission requirements not being met
CURRENT LEVEL: Arrested Degradation
of Ocean Missions
Features: This is the minimum level to
maintain a NOAA fleet into the next century
and to avoid block obsolescence of the
majority of the ships after 15 years. Needed
days at sea to meet identified mission
requirements will not be achieved.
Pros:
• Avoid block obsolescence
• Cost intermediate between " Current Level :
Slow Degradation of Ocean Missions" and
the preferred options of a Planning Level
A or Planning Level B investment
• Functional capability assured
Cons:
• Not satisfying mission requirements in
terms of days at sea
PLANNING LEVEL AIB INVESTMENT
Features: This level provides a functional
fleet capable of satisfying those programmatic
missions which are either funded (Planning
Level A) or viewed as a high priority by
NOAA (Planning Level B). Furthermore, if
implemented as scheduled, future block
obsolescence will be avoided.
Pros:
Programs identified in NOAA's budget
supported
Functionality assured
Future block obsolescence avoided
Cost of the first three years comparable
with less preferred options
Cons:
• More money than the previous options
PLANNING LEVEL C INVESTMENT
Features: This level provides sufficient
functional ships to satisfy all of NOAA ocean
mission requirements into next century.
Pros:
• Full support of NOAA's missions
Cons:
• More money than other options
Conclusions and Recommendations
Conclusions
Based upon the results of Phases I and II, and
the additional material obtained or developed
in Phase III, the Working Group arrived at the
following conclusions with respect to the
future of the NOAA fleet:
• An analysis of all significant alternatives
to obtain a modern NOAA fleet to carry
out NOAA's missions points to the
conclusion that a 15-year investment on
the order of at least $1 billion is required
above the current base program of
approximately $60 million per year
• Future mission requirements and
program funding levels are subject to
change, and there may well be
unanticipated technology breakthroughs;
some flexibility to adapt to these changes
is desirable. The Working Group
concluded that an incremental invest-
ment strategy is the best way to assure
that NOAA maintains the flexibility to
meet its mission responsibilitie
• As developed in this study, the fleet
modernization plan can be tailored to a
relatively broad range of funding levels
in response to changes in NOAA's
mission/program priorities. For
example, if innovative private capital
financing were selected, a 25 -vessel fleet
scenario could be funded with an annual
budget level of approximately double the
current base program of $60 million
(i.e., $120 million per year total for
operations and capital investment)
• In order to take maximum advantage of
the flexibility in obtaining vessel
capability, NOAA would require
legislative authorization for multiyear
chartering. At present, long-term
chartering (multiyear) cannot be
undertaken by NOAA without legislative
authorization
Phase III - Fleet Modernization Study
• The phased approach to fleet modern-
ization as discussed in this study will not
lock NOAA into a fleet of a particular
size or character. This investment over
the course of the 15-year program can
be done in such a way as to preserve the
choice of maintaining the NOAA fleet at
a level responsive to the organization's
evolving needs
Recommendations
• NOAA should propose a long-term,
cost-effective fleet capitalization strategy
beginning in FY 1993
• NOAA should identify trade-offs
between new-vessel performance and
costs, taking into account life -cycle,
cost-estimating techniques. NOAA
should also develop explicit decision
criteria for use in a decision tree based
upon the simplified model shown in
Figure 5-1
The Phase III Working Group adopted by
consensus the following recommendations for
NOAA action in support of the conclusions of
the study:
• NOAA must maintain a ship capability to
fulfill its mission and Congressionally
mandated responsibilities
• Fleet modernization should be an urgent,
NOAA-wide priority
• Depending upon program priority and
budget availability decisions by
policymakers in future years, the fleet
capitalization strategies that should be
initially given the most favorable
consideration are in the range of
"Planning Level A/B " discussed above.
This would result in a future NOAA fleet
ranging from 22 to 33 vessels. Later
decisions should be made annually
thereafter
Figure 5-1. A simplified version of the decision tree model developed from explicit decision criteria.
A DECISION LOGIC FOR FLEET MODERNIZATION
Identify/Specify
NOAA Program
Requirements
for Vessels
a. Decide absolute
level by program
(i.e., 2000 DAS
for coastal
hydrography)
b. Specify levels of
effort, i.e.,
1. Mission
essential
2. High priority
3. Priority
c. Other?
Evaluate
Evaluate
Weigh
Incorporate
State-of-the-Art
Vessel Technologies
(Capabilities)
Life Cycle
Cost Factors
Criteria to Balance
Trade-offs
Strategic Factors
a. New construction
b. Conversion
c. Rehab's
d. Lease/Other?
a. Construction,
outfitting
b. Operations
c. Duration of use
(limited mission
requirement?)
d. Other?
Performance vs.
Cost
Inhouse vs.
Out-of-House
(degree of direct
control)
Built-in flexibility
to upgrade,
modify
Other?
a. Mission priorities
b. Time phasing
c. External
alternatives
(use UNOLS on
lease for a while)
d. NOAA leadership
in national fleet
e. Flexibility
f. Marketing
g. Overall rationale
justifying cost/
effectiveness
h. Other?
Decide
Conclusions and Recommendations
• NOAA should establish a fleet
modernization program office to perform
strategic planning and technical analysis
to support policy decision-making by
NOAA, DOC, OMB, and the Congress.
Once the modernization begins, the office
would perform ongoing management
functions
• NOAA should establish and maintain a
policy of coordination with other vessel
operators in this country and abroad to
respond most cost-effectively to the
urgent marine and atmospheric problems
on the national agenda
• Whenever feasible, consideration should
be given to coordinating ship design and
construction plans with other federal
organizations (i.e., National Science
Foundation and the Navy) in order to
reduce development costs
• NOAA should be a model manager and
operator of an oceanographic fleet both
at home and abroad
Glossary
AOML
CCF
CH4
CO
co2
DAS
DOC
EEZ
EMAP
Eos or EOS
EPA
EPOCS
FMP
FOCI
GFDL
GFE
GPS
IFREMER
IHO
LMR
NECOP
NMFS
NMHC
NOAA
NOS
NS&T
NWS
03
OAR
OCS
OCSEAP
OMB
PMEL
RFI
RITS
STACS
SURF
TOGA
UNOLS
Atlantic Oceanographic and Meteorological Laboratory (NOAA)
Capital Construction Fund
Methane
Carbon Monoxide
Carbon Dioxide
Days at Sea
Department of Commerce
Exclusive Economic Zone
Environmental Monitoring and Assessment Program
Earth Observing System
Environmental Protection Agency
Equatorial Pacific Ocean Climate Studies
Fishery Management Plan
Fisheries Oceanography Coordinated Investigations
Geophysical Fluid Dynamics Laboratory (NOAA)
Government-Furnished Equipment
Global Positioning System
Institut Francais de Recherche pour l'Exploitation de la Mer
International Hydrographic Organization
Living Marine Resources
Nutrient Enhanced Coastal Ocean Productivity
National Marine Fisheries Service (NOAA)
Non-Methane Hydrocarbon
National Oceanic and Atmospheric Administration (DOC)
National Ocean Service (NOAA)
National Status and Trends Program
National Weather Service (NOAA)
Ozone
Office of Oceanic and Atmospheric Research (NOAA)
Outer Continental Shelf
Outer Continental Shelf Environmental Assessment Program
Office of Management and Budget
Pacific Marine Environmental Laboratory (NOAA)
Request for Information
Radiatively important Trace Species
Subtropical Atlantic Climate Studies
Survey Users Request File
Tropical Ocean and Global Atmosphere program
University National Oceanographic Laboratory System
Phase HI - Fleet Modernization Study
USGS
VENTS
WOCE
United States Geological Survey (DOI)
Name of hydrothermal venting research program (not an acronym).
World Ocean Circulation Experiment
Appendix A
Preliminary Strategies for Fleet Replacement
OVERVIEW A3
PURPOSE/ASSUMPTIONS A5
REQUIREMENTS A6
DAS Requirements A6
Ship Requirements (240 DAS) A7
Ship Requirements (300 DAS) A7
VESSEL CLASSIFICATION/COST All
High Endurance A12
Medium Endurance A12
Coastal/Low Endurance A13
Nearshore/Estuarine A13
Number and Mix of Ships A14
Ship Replacement Cost Summary A14
Ship Replacement Cost Breakdown A16
CHARTER/CONTRACT SHIP SUPPORT A17
Charter of Existing Ships A17
Charter of New Ships A19
IMPACT OF OPERATING VESSELS AT
CURRENT LEVELS OF MAINTENANCE A21
Projected Remaining Years of Service A23
Key to Ship Abbreviations A25
CURRENT LEVEL A29
Construct 6, Service-Life Extend 2 A29
Construct 18 A35
Charter 18 A41
PLANNING LEVEL A A47
Construct 25 A47
Construct 23, Charter 2 A53
Charter 25 A59
Construct 23 (300 DAS) A65
Construct 21, Charter 2 (300 DAS) A71
PLANNING LEVEL B A77
Construct 33 A77
Construct 26, Charter 7 A83
Construct 31 (300 DAS) A89
Construct 24, Charter 7 (300 DAS) A95
PLANNING LEVEL C A101
Construct 43 A101
Construct 36, Charter 7 A107
COST SUMMARY A113
15-Year Summary of All Strategies A114
30-Year Comparison for Planning Level A New Construction and Charter A115
Overview
A number of strategies have been developed for Phase III of the fleet modernization study to
make the transition of the NOAA fleet from its current state to new levels of capability. Included
in these strategies is an assessment of continuing to operate the fleet without the benefit of a
modernization program. Information contained in this document was prepared for discussion
purposes and is not intended to represent a detailed or final analysis of the options.
Days-at-sea (DAS) requirements were provided at four levels: Current (3600), Planning Level
A (6100), Planning Level B (7910) and Planning Level C (10,215) for High-Endurance,
Medium-Endurance, Coastal/Low-Endurance and Nearshore/Estuarine ship capabilities. Fleet
size was determined using 240 DAS per ship for all vessels except in some options 300 DAS
were used for the high- and medium-endurance vessels. The fleet size ranges from 18 vessels
at the current level to 43 vessels at the Planning Level C and the respective 15-year cost range
from $332 million to $1,918 million.
Included in the strategies are service-life extension, new construction, and chartering options.
Two chartering models were utilized in developing the costs. One model assumes that a limited
number of contract vessels are currently available to meet the program requirements, and these
vessels are used to supplement the new construction program. For the replacement of the entire
fleet by charter/contract, it was assumed that the contractor must build new ships to meet these
program requirements.
A cost summary for each replacement option is included. Scheduling of new construction,
service-life extension, and chartering vary with each option. Phased replacement of ships based
on material condition and functionality, leveling of costs for the 15-year period, and increasing
DAS were generally optimized for each option. This optimization affects the cost for each option
and may not reflect NOAA program priorities. A 30-year cost and comparison of the Planning
Level A new construction versus chartering options was developed. As indicated by this
comparison, the 15-year cost does not provide an adequate view of the total 30-year life-cycle
cost of operating the fleet. Thirty-year life-cycle costs should be developed for the options
selected for further consideration in the fleet modernization program.
Purpose /Assumptions
Purpose of Study
Provide background information and "first cut" strategies for NOAA fleet replacement, and to
show the impact of no new funding.
Assumptions of Study
Replacement program is to start in Fiscal Year 1993.
Estimated costs are in 1990 dollars.
Phased replacement of vessels in approximately 15-year period is based on material condition
and functionality.
Suitable vessels are service-life extended or repaired to make transition to new fleet.
Costs generally are leveled for the 15-year period.
Increasing DAS early in the plans was a high priority.
Existing shore-based facilities and logistics support are adequate for the Current and Planning
Level A ship requirements.
Expanded shore facilities and logistics support will be required for the Planning Level B and
Planning Level C ship requirements but these costs are not included in the options presented.
Replacement of 9 vessels in the 40-65' range operated by the program areas is not included in
preliminary strategies. Costs of replacing and outfitting these vessels are estimated to range
from $10-$20 million. Replacement of these vessels should be included in the fleet
modernization plan.
Requirements
Requirements are defined in days-at-sea (DAS) at four levels by program area:
Current
Planning Level A
Planning Level B
Planning Level C
Capability of vessels to meet these requirements are defined in four classes:
High Endurance
Medium Endurance
Coastal/Low Endurance
Nearshore/Estuarine
Number of ships is determined by defining a ship year as 240 DAS or 300 DAS.
DAS REQUIREMENTS
LEYEL
CHARTING
LMR
OCEANOGRAPHY
TOTAL
Current
Planning Level A
Planning Level B
Planning Level C
1,100
2,160
2,640
3,610
1,540
2,470
3,460
4,570
960
1,470
1,810
2,035
3,600
6,100
7,910
10,215
Appendix A - Preliminary Strategies for Fleet Modernization Study
SHIP REQUIREMENTS
240 DAS PER SHIP
( ) Number of Ships Suitable for Charter/Contract
LEYEL
Current
Planning Level A
Planning Level B
Planning Level C
CHARTING
6.0
9.0 (1.0)
11.0 (3.0)
15.0 (3.0)
LMR
7.7
10.0 (1.0)
14.5 (3.0)
19.0 (3.0)
* DAS vary from 140 to 240
OCEANOGRAPHY
4.3
6.0
7.5 (1.0)
9.0 (1.0)
TOTAL
18.0*
25.0 (2.0)
33.0 (7.0)
43.0 (7.0)
SHIP REQUIREMENTS
300 DAS PER SHIP
HIGH- AND MEDIUM-ENDURANCE VESSELS
LEYEL
Planning Level A
Planning Level B
CHARTING
8.0
10.0
LMR
10.0
14.0
OCEANOGRAPHY TOTAL
5.0 23.0
7.0 31.0
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Phase HI - Fleet Modernization Study
Notes:
Vessel Classification and Costs
New ships are defined in four classes of capability to meet requirements for oceanography, living
marine resources, and charting:
High Endurance Low Endurance
Medium Endurance Nearshore/Estuarine
Summary and detailed ship replacement costs for the design, construction, and mission outfitting
were developed in Phase II of the Fleet Modernization Study.
Phase III - Fleet Modernization Study
HIGH ENDURANCE
VESSEL CAPABILITY
CHARTING
LMR
OCEANOGRAPHY
Cruising speed (knots)
15
15
15
Range (nm)
14,400
12,000
15,000
Endurance (days)
40-60
45
60
Accommodations (no.)
30
20
35
Ice strengthening (ABS Class)
C
C
1A
Deck worjting area (sq. ft.)
2,000
2,000
7,000
Cranes/A-frames/gantry (no.)
2/1/1
2/2/1
4/2/1
Winches (no.)
2
5
4
Laboratory area (sq. ft.)
1,400
2,000
3,700
Vans (no.)
4
4
8
Scientific storage (cu. ft.)
5,000
10,000
16,000
Trawlway
no
yes
yes
Launches
1
1
3
MEDIUM ENDURANCE
VESSEL CAPABILITY
Cruising speed (knots)
Range (nm)
Endurance (days)
Accommodations (no.)
Ice strengthening (ABS Class)
Deck working area (sq. ft.)
Cranes/A-frames/gantry (no.)
Winches (no.)
Laboratory area (sq. ft.)
Vans (no.)
Scientific storage (cu. ft.)
Trawlway
Launches
CHARTING
LMR
13
OCEANOGRAPHY
13
13
8,000
8,000
8,000
25
30
45
30
16
25
C
C
1A
2,000
1,500
4,000
1/2/1
2/2/1
3/2/1
2
5
3
1,500
1,500
2,400
2
2
6
3,000
7,000
10,000
no
yes
yes
4
1
2 rib
Appendix A - Preliminary Strategies for Fleet Modernization Study
COASTAL/LOW ENDURANCE
VESSEL CAPABILITY
CHARTING
12
LMR
12
OCEANOGRAPHY
Cruising speed (knots)
12
Range (nm)
5,800
5,000
5,000
Endurance (days)
20
21
21
Accommodations (no.)
22
12
16
Ice strengthening (ABS Class)
C
C
C
Deck working area (sq. ft.)
2,000
1,000
1,700
Cranes/A-frames/gantry (no.)
2/2/1
2/2/1
2/1/1
Winches (no.)
2
5
2
Laboratory area (sq. ft.)
1,500
1,000
1,000
Vans (no.)
1
1
2
Scientific storage (cu. ft.)
3,000
5,000
5,000
Trawlway
no
yes
yes
Launches
2
1
2
NEARSHORE/ESTUARINE
VESSEL CAPABILITY
CHARTING
LMR
OCEANOGRAPHY
Cruising speed (knots)
Range (nm)
Endurance (days)
Accommodations (no.)
10
2,900
10
10
10
2,000
10
8
10
2,500
10
8
Ice strengthening (ABS Class)
Deck working area (sq. ft.)
Cranes/A-frames/gantry (no.)
Winches (no.)
500
1/1/1
2
600
1/1/1
3
600
2/1/1
3
Laboratory area (sq. ft.)
Vans (no.)
700
1
500
1
500
1
Scientific storage (cu. ft.)
Trawlway
Launches
1,500
no
1
2,000
yes
1
2,000
yes
1
Phase III - Fleet Modernization Study
NUMBER AND MIX OF SHIPS
PLANNING
PLANNING
PLANNING
CURRENT
LEVEL A
LEVEL B
LEVEL C
High Endurance
3.0
3.7
4.1
4.7
Medium Endurance
3.9
5.0
7.1
9.4
Coastal/Low Endurance
6.4
10.3
14.9
17.8
Nearshore/Estuarine
4.7
6.0
6.9
11.1
TOTAL
18.0
25.0
33.0
43.0
SHIP REPLACEMENT
COST SUMMARY ($M):
CHARTING
LMR
OCEANOGRAPHY
High Endurance
43
42
53
Medium Endurance
41
42
44
Coastal/Low Endurance
29
23
28
Nearshore/Estuarine
15
9
13
* Estimates derived by using an average of the min/max costs
with mission gear plus the design costs (see accompanying table on p. A16)
A15
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Phase III - Fleet Modernization Study
SHIP REPLACEMENT
COST BREAKDOWN ($M)
Construction
Mission
Cost with
Change
ComnH
Contract Cost
Outfit
Mission Gear
Design
Order
ission'g
Totals
Min
Max
Min
Max
Min
Max
High Endurance
Charting
27.8
35.3
10.7
36.6
46.0
2.2
3.2
2.0
45.9
53.4
LMR
26.1
33.2
10.6
34.5
43.8
2.1
3.0
2.0
43.7
50.8
Oceanography
35.0
43.6
11.7
44.9
55.3
2.8
3.9
2.0
55.4
64.0
Medium Endurance
Charting
25.8
32.7
10.4
33.9
43.1
2.0
2.9
1.5
42.7
49.6
LMR
26.5
33.7
10.3
34.9
44.0
2.1
3.0
1.5
43.4
50.6
Oceanography
27.8
35.1
11.0
36.6
46.1
2.2
3.1
1.5
45.6
52.9
Low Endurance
Charting
17.3
22.9
8.6
23.5
31.5
1.4
2.0
1.0
30.3
35.9
LMR
13.3
18.2
7.3
18.7
25.5
1.1
1.6
1.0
24.3
29.2
Oceanography
16.4
21.9
8.1
22.6
30.0
1.3
1.9
1.0
28.8
34.3
Nearshore/Estuarine
Charting
7.6
11.0
5.6
11.0
16.6
0.7
0.9
0.5
15.3
18.7
LMR
4.3
6.7
3.9
6.6
10.6
0.4
0.6
0.5
9.6
12.0
Oceanography
6.7
9.6
5.3
10.0
14.9
0.6
0.8
0.5
13.9
16.8
Charter I Contract Ship Support Requirements
Charter of Existing Ships
Assumes existing ships which meet NOAA requirements are available for charter.
Ship support requirements suitable for charter/contract have been identified in the Planning Level
A, Planning Level B, and Planning Level C requirements levels by the program areas.
Preliminary costs (not verified) for the four classes of ships have been derived for estimating
purposes only. These costs include all operating costs except scientific support.
Ships chartered/contracted are equivalent in capability and equipment to those defined by
requirements.
Transition plans have been modified to identified charter/contract ships.
Replacement schedules have not been readjusted.
Charter/contract is assumed to start in Fiscal Year 93 for all ships and cost estimates adjusted
accordingly.
Phase HI - Fleet Modernization Study
AMOUNT OF SHIP SUPPORT
SUITABLE FOR CHARTER/CONTRACT
LEVEL
CHARTING
LME
OCEANOGRAPHY
TOTAL
Current
-
-
-
-
Planning Level A
1 HE
IHE
-
2HE
Planning Level B
1 HE
1 ME
1 LE
IHE
IME
1 LE
1 LE
2HE
2ME
3LE
Planning Level C
IHE
IME
1 LE
1 HE
1 ME
ILE
1 LE
2HE
2ME
3LE
HE-
- High Endurance
ME - Medium Endurance
LE-
- Low Endurance
PRELIMINARY CHARTER/CONTRACT COST ESTIMATES
FOR EXISTING SHIPS BASED ON 240 DAS
CLASS
COST r$M^
High Endurance
4.0 - 6.0
Medium Endurance
3.0 - 5.0
Low Endurance
2.0 - 3.0
Nearshore/Estuarine
1.0 - 2.0
AVERAGE COST ($M)
5.0
4.0
2.5
1.5
Appendix A - Preliminary Strategies for Fleet Modernization Study
Chartering of New Construction to Replace Current Fleet Assumptions
A more detailed cost analysis and a survey of the market will be required to refine the chartering
model.
Ships chartered/contracted are equivalent in capability and equipment to those defined by
requirements.
Construction of vessels by contractor will be necessary to meet the NOAA requirements.
Charter vessel options are:
Operating Crew - Contractor
Scientific Crew - NOAA.
Cost estimated with 20-year loans at 10% interest for ship construction.
Scientific instrument suite and mission outfitting to be government-furnished equipment.
Current NOAA fleet replaced with charter vessels within two years of projected remaining service
life.
Chartering costs are government-projected estimates.
Chartered Vessel Cost Assumptions
Crew size is 21 for high-endurance, 18 for medium-endurance, 15 for coastal/estuarine, and 12
for nearshore vessels.
Mission personnel costs were derived by using a percentage of the current NOAA vessel crewing
cost consistent with the mission.
Current marine center and headquarters functions associated with vessel operations are reduced.
Marine insurance is based on a rate of $.90 per $100.00 of value.
Maintenance costs are 30% of operating costs.
Annual fuel consumption is based on operating at cruising speed for 180 of 240 DAS.
Phase III - Fleet Modernization Study
CHARTERED MODEL ESTIMATES ($M)
Construction
Cost
Annual Payment
20 vrs at 10%
Annual
Operating Cost
Annual
Charter Cost
High Endurance
38
4.5
4.5
9.0
Medium Endurance
33
3.9
3.5
7.4
Coastal/Low Endurance
19
2.2
2.5
4.7
Nearshore/Estuarine
9
1.1
1.4
2.4
NOTES: 1. Average of charting, LMR, and oceanography vessels; does not include mission equipment, change orders, or
commissioning
2. See following table for details
CHARTERED VESSEL COST (240 DAS)
(Cost in $1,000 per year)
OPERATING COST
HIGH
MEDTUM
COASTAL
NEARSHORE
Crewing
900
800
600
300
OT at 20%
180
160
120
90
Overhead at 20%
216
192
144
72
Travel
40
36
30
20
Rations
150
90
75
60
Port Fees
25
15
10
10
Shore Support
216
1727
192
144
72
SUBTOTAL
1485
1123
624
Insurance
360
360
200
90
Ship Maintenance
600
2687
400
300
200
SUBTOTAL
2245
1623
914
G&A at 20% Subtotal
537
3224
449
325
183
SUBTOTAL
2694
1948
1097
Profit at 10%
322
269
195
110
Fuel/Expendables
1000
500
350
175
TOTAL 4546 3463 2493 1382
Impact of Operating Vessels at
Current Level of Maintenance
Background
Outstanding funding issues for 18 active ships are:
$40 million backlog of critical maintenance items in ship systems
$50 million replacement of obsolete instrumentation.
Four ships were temporarily removed from service in 1989 to help offset operating and
maintenance costs on remaining ships.
Material condition of 18 active ships is:
Poor 3
Fair 9
Good 6.
Assumptions
No service-life extensions will be made.
No increase in maintenance funds; these are adjusted annually for inflation.
Backlog of critical maintenance items will increase for the next few years.
Based on material condition, the following remaining service life of vessels is expected/projected:
Poor 0-4 years
Fair 3-7 years
Good 6-10 years.
Factors that govern the remaining service life are:
Safety Functionality
Material condition Age
Qualified operating crew Availability of spare parts.
Life expectancy is 30 years.
Phase III - Fleet Modernization Study
Impacts
Probability is high that by the turn of the century only a few ships will remain in service.
Increase in lost DAS due to safety, unscheduled maintenance, and qualified operating crews is:
YEAR DAS
FY 88
FY 89
FY 90
41
185
33.
Further degradation in the ability to support NOAA missions/programs will occur.
Definition of Assessment Terms
TERM MATERIAL CONDITION
Good
Fair
Poor
Major systems are expected to
operate reliably provided they receive
scheduled maintenance and repair.
Normal degradation/deterioration due
to age. Major systems can be
upgraded/overhauled/replaced to
provide reliable extended service.
Accelerated degradation/deterioration
due to age or technology; or most
major systems are obsolete, not
expected to provide reliable service;
or not cost effective to upgrade.
FUNCTIONALITY
Meets majority of the program
requirements. Platform is designed
and well suited for mission.
Meets some of the program
requirements. Deficiencies can be
corrected. In some cases platform
not well suited for mission.
Major deficiencies in meeting
program requirements.
Appendix A - Preliminary Strategies for Fleet Replacement
PROJECTED REMAINING YEARS OF SERVICE AT
CURRENT LEVEL OF MAINTENANCE/REPAIR
WITHOUT SERVICE-LIFE EXTENSIONS
SHIE
PRIMARY
MISSION
MATERIAL
CONDITION
FUNCTIONALITY
CURRENT
AGE (years)
PROJECTED
REMAINING
YEARS OF
SERVICE
Oceanographer
O&AR
fair
fair
24
none
Discoverer
O&AR
C&M
fair
good
fair
good
24
6-10
Baldrige
O&AR
fair
fair
20
3-7
Surveyor
O&AR
C&M
FR
poor
poor
good
poor
30
0-4
Fairweather
C&M
good
good
22
6-10
Rainier
O&AR
C&M
good
good
good
22
6-10
Mt. Mitchell
C&M
fair
good
21
3-7
Miller Freeman
O&AR
C&M
FR
fair
good
good
good
22
3-7
Peirce
C&M
good
fair
27
6-10
Whiting
C&M
good
good
27
6-10
McArthur
EA
fair
fair
24
3-7
Davidson
C&M
good
fair
23
6-10
Oregon II
FR
fair
poor
23
3-7
Albatross IV
FR
poor
good
28
none
Cromwell
FR
poor
poor
27
0-4
Phase 111 - Fleet Modernization Study
PROJECTED REMAINING YEARS OF SERVICE AT
CURRENT LEVEL OF MAINTENANCE/REPAIR
WITHOUT SERVICE-LIFE EXTENSIONS
(continued)
SHIE
PROJECTED
REMAINING
PRIMARY MATERIAL CURRENT YEARS OF
Jordan
FR
fair
fair
25
3-7
Delaware II
FR
good
good
21
6-10
Chapman
FR
fair
good
10
3-7
Ferrel
EA
fair
good
22
3-7
John N. Cobb
FR
poor
fair
40
0-4
Rude
C&M
fan-
poor
24
3-7
Heck
C&M
fair
poor
24
3-7
Murre II
FR
poor
fair
46
0-4
O&AR-
C&M -
FR
Oceanic and Atmospheric Research
Charting and Mapping
Fisheries Research
Appendix A - Preliminary Strategies for Fleet Replacement
Key to Abbreviations for Ships of the NOAA Fleet
ABBREVTATION
OC
DI
MB
SU
SHIP
OCEANOGRAPHER
DISCOVERER
MALCOLM BALDRIGE
SURVEYOR
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MF
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MT. MITCHELL
MILLER FREEMAN
PE
WH
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DA
OR
AL
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WHITING
McARTHUR
DAVIDSON
OREGON II
ALBATROSS IV
TC
JO
DE
CH
FE
TOWNSEND CROMWELL
DAVID STARR JORDAN
DELAWARE II
CHAPMAN
FERREL
JC
RU
HE
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RUDE
HECK
MU
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Current Level
Construct 6, Service -Life Extend 12
Construct 18
Charter 18
Current Level - Construct 6, Service -Life Extend 12
Preliminary Transition Plan
18-ship operating fleet consists of:
6 ships - replaced
12 ships - service-life extended.
FAIRWEATHER and a LMR conversion would be utilized as "swing ships" to maintain the DAS
during service-life extension.
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement. Operating costs are increased accordingly.
Service-life extension and replacements are completed in 7 years.
Estimated cost is $332 million.
Total DAS is increased from 3600 to 4320 by fiscal year 2000.
Service-life extension adds approximately 15 years to operating life of the vessel. Replacement
program must begin no later than Fiscal Year 2008.
Construction and service-life extension periods do not include time for design, specifications
development, or contract award.
Phase HI - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
1 ship reactivated (FA)
1 ship conversion (LMR)
9 ships service-life extended (DI, MB, RA, MI, MF, WH, DS, DE, FE)
5 ships replaced (SU, TC, RU, HE, JC)
Construction started on 1 replacement ship (OR)
Ship operations increased from 3600 to 4000 DAS
Cost
$246.8M
PHASE II
FY 1998 - FY 2002
4 ships service-life extended (RA, AR, DA, CH)
1 ship replaced (OR)
Ship operations increased from 4000 to 4320 DAS
Cost
$59.5M
PHASE III
FY 2003 - 2007
All ships operating at 240 DAS
Planning for fleet replacement to avoid block obsolescence
Cost
$25.5M
TOTAL COST
$331.8M
Key to Ship Abbreviations appears on p. A25
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
3600 DAS
LIVING MARINE
CHARTING RESOURCES OCEANOGRAPHY TOTAL
High Endurance
Medium Endurance
Low Endurance
Nearshore/Estuarine
TOTAL
0.8
2.1
1.2
2.0
0.6
0.9
5.2
1.0
1.6
0.9
1.7
6.1
7.7
4.21
3.0
3.9
6.4
4.7
18.0
15-YEAR COST SUMMARY
ACTIVITY
Service-Life Extension/Conversion - 14 ships
New Ship Construction - 6 ships
Support Cost (operating, project, commissioning, change orders)
COST r$M)
$ 131.0
127.0
73.8
15- YEAR TOTAL
$331.8
A32
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Appendix A - Preliminary Strategies for Fleet Modernization Study
Current Level - Construct 18
Preliminary Transition Plan
Operating fleet is 18 ships.
All ships are replaced in 15 years.
FAIRWEATHER and ALBATROSS IV are utilized as "swing ships" to maintain the DAS during
service-life extension.
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement. Operating cost increased accordingly.
Total DAS are increased from 3600 to 4320 by Fiscal Year 1999.
Construction and repair periods do not include time for design, specifications development, or
contract award.
Estimated cost is $736 million, or $49 million per year.
Phase HI - Fleet Modernization Study
Transition Plan Highlights1
PHASE I
FY 1993 - FY 1997
2 ships reactivated (FA, AL)
11 ships service-life extended or repaired to extend service life
(DI, MB, AR, DA, MI, MF, WH, DS, DE, CH, RA)
5 ships replaced (SU, TC, RU, HE, JC)
Construction started on 2 replacement ships (OR, DE)
Ship operations increased from 3600 to 4024 DAS
Cost
$257.4M
PHASE II
FY 1998 - FY 2002
6 ships replaced (MB, MF, FA, OR, FE, DS)
Construction started on 3 ships (WH, DA, DE)
Ship operations increased from 4024 to 4320 DAS
Cost
$287.4M
PHASE III
FY 2003 - FY 2007
All ships operating at 240 DAS
7 ships replaced (DI, RA, AR, CH, WH, DA, DE)
Cost
TOTAL COST
$191.5M
$736.3M
Key to Ship Abbreviations appears on p. A25
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
3600 DAS
High Endurance
Medium Endurance
Low Endurance
Nearshore/Estuarine
TOTAL
LIVING MARINE
CHARTING RESOURCES OCEANOGRAPHY TOTAL
0.8
2.1
1.2
2.0
6.1
0.6
0.9
5.2
1.0
7.7
1.6
0.9
1.7
4.2
3.0
3.9
6.4
4.7
18.0
15-YEAR COST SUMMARY
ACTIVITY
Service-Life Extension/Conversion - 11 ships
New Ship Construction - 18 ships
Support Cost (operating, project, commissioning, change orders)
COST ($M)
$ 63.0
526.0
147.3
15- YEAR TOTAL
$736.3
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Current Level - Charter 18
Preliminary Transition Plan
Operating fleet is 18 ships.
All ships are chartered by 1999.
Start of chartering period coincides with predicted remaining service life of existing ships.
Ships are chartered for 240 DAS.
Total DAS are increased to 4320 by 1999.
Assumes existing vessels are not available for charter; therefore, construction cost amortized
over 20 years is included in charter cost.
Phase III - Fleet Modernization Study
Transition Plan Highlights
PHASE I
FY 1993 - FY 1997
18 existing ships active at start of phase
12 ships chartered
DAS increased from 3600 to 3900
Cost
$251.9M
PHASE II
FY 1998 - FY 2002
All 18 ships chartered
DAS increased from 3900 to 4320
Cost
$309.7M
PHASE III
FY 2003 - FY 2007
All ships chartered at 240 DAS
Cost
$334.0M
TOTAL COST
$895.6M
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
3600 DAS
LIVING MARINE
CHARTING RESOURCES OCEANOGRAPHY TOTAL
High Endurance
Medium Endurance
Low Endurance
Nearshore/Estuarine
TOTAL
0.8
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1.2
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15-YEAR COST SUMMARY
ACTIVITY
Operating and Support Cost Reduction
Charter Cost
Mission Equipment, Mission Personnel and Support Cost
COST ($M)
$-465.6
1135.6
225.6
15- YEAR TOTAL
$895.6
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Construct 25
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Charter 25
Construct 23 (300 DAS)
Construct 21, Charter 2 (300 DAS)
Planning Level A - Construct 25
Preliminary Transition Plan
Establishes a 25-NOAA-owned-ship fleet which:
Replaces 22 existing ships
Adds 3 new ships.
Deactivated ships are placed back in service to increase DAS.
Ships in poor material condition and/or functionality are replaced early.
Ships to meet new requirements are constructed early in schedule.
Existing ships are repaired to extend service life for the transition period.
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement. Operating costs are increased accordingly.
Construction/replacement program is completed in 15 years with an average cost of $76 million
per year and a total cost of $1,142 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
6 ships replaced (SU, TC, OR, RU, HE, JC)
3 ships reactivated (OC, FA, PE)
1 ships conversion (AL)
13 ships service-life extended (DI, FA, RA, MI, MF,
MB, PE, WH, DA, DE, CH, AR, FE)
1 ship constructed for new requirements
Construction started on 3 replacement/new ships
Ship operations increased from 3600 to 5280 DAS
Cost
$418.5M
PHASE II
FY 1998 - FY 2002
8 ships replaced (OC, MI, MB, PE, DS, DE, AR, FE)
2 new ships completed (H.E. Chartering, L.E. LMR)
Construction started on 4 replacement ships
Ship operations increased from 5280 to 6100 DAS
Cost
$472.1M
PHASE III
FY 2003 - FY 2007
8 ships replaced (DI, FA, RA, MF, WH, DA, CH,
AL conversion)
Cost
$252.0M
TOTAL COST
$1,142.6M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
6100 DAS
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
1.0
2.0
4.0
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3.0
1.0
1.0
5.0
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7.0
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11.0
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1.0
2.0
5.0
TOTAL
9.0
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6.0
25.0
15-YEAR COST SUMMARY
ACTIVITY
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15- YEAR TOTAL
COST ($M)
$ 77.0
738.0
327.6
$1,142.6
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Appendix A - Preliminary Strategies for Fleet Modernization Study
Planning Level A - Construct 23. Charter 2
Preliminary Transition Plan
Establishes a 23-NOAA-owned-ship fleet which:
Replaces 21 existing ships
Adds 2 new ships.
2 high-endurance ships are potential charter/contract with:
Charting at 240 DAS
LMR at 180 DAS.
Construction/replacement/charter program is completed in 15 years with an average cost of $74
million per year and a total cost of $1,104 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights*
PHASE I
FY 1993 -FY 1997
5 ships replaced (TC, OR, RU, HE, JC)
3 ships reactivated (OC, FA, PE)
1 ship conversion (AL)
13 ships service-life extended (DI, FA, RA, MI, MF,
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1 ship constructed for new requirements
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Cost
$401. 5M
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FY 1998 - 2002
7 ships replaced (OC, MI, MB, PE, DS, AR, FE)
1 ship constructed for new requirement
2 ships on charter/contract (SU, new requirement)
Cost
$442.1M
PHASE III
FY 2003 -2007
7 ships replaced (DI, FA, RA, MF, WH, DA, AL conversion)
1 ship constructed for new requirement
2 ships on charter/contract (SU, new requirement)
Cost
$261. 0M
TOTAL COST
$1,104.6M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
6100 DAS*
LIVING MARINE
CHARTING
RESOURCES OCEANOGRAPHY
TOTAL
High Endurance
1.0**
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4.0
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3.0
1.0 1.0
5.0
Low Endurance
3.0
7.0 1.0
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1.0 2.0
5.0
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25.0
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ACTIVITY
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COST f$M)
$
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239.6
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Planning Level A - Charter 25
Preliminary Transition Plan
Establishes a 25-ship fleet.
Start of charter period for NOAA ships coincides with remaining service life.
DAS are increased from 3600 to 6100 by 2001.
Charter program has an average cost of $98 million per year and a total cost of $1,465 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights
PHASE I
FY 1993 - FY 1997
Number of ships increased from 18 to 25
18 ships chartered
DAS increased from 3600 to 5700
Cost
$368.7M
PHASE II
FY 1998 - FY 2002
All 25 ships chartered
DAS increased from 5700 to 6100
Cost
$544.9M
PHASE III
FY 2003 - 2007
Chartered ships operating at 240 DAS
Cost
$551.5M
TOTAL COST
$1465.1M
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
6100 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
1.0
2.0
4.0
Medium Endurance
3.0
1.0
1.0
5.0
Low Endurance
3.0
7.0
1.0
11.0
Nearshore/Estuarine
2.0
1.0
2.0
5.0
TOTAL
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10.0
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25.0
15-YEAR COST SUMMARY
ACTIVITY
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15- YEAR TOTAL
$ 330.1
1135.0
$1465.1
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Appendix A - Preliminary Strategies for Fleet Modernization Study
Planning Level A - Construct 23 (300 DAS)
Preliminary Transition Plan
Establishes a 23-NOAA-owned-ship fleet which:
Replaces 21 existing ships
Adds 2 new ships.
High- and medium-endurance ships are increased to 300 DAS per year after replacement.
Low-endurance and nearshore/estuarine ships operate at 240 DAS per year after service-life
extension or replacement.
The requirement for one high-endurance and one medium-endurance ship is reduced from the
minimum 240 DAS level.
MT. MITCHELL is removed from service in Fiscal Year 95.
Deactivated ships are placed back in service to increase DAS.
Ships in poor material condition and/or functionality are replaced early.
Ships to meet new requirement are constructed early in schedule.
Existing ships are service-life extended for the transition period.
Operating and maintenance costs for high-and medium-endurance ships increased to reflect DAS
operations.
Construction/replacement program is completed in 15 years with an average cost of $70 million
per year and a total cost of $1,048 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
5 ships replaced (SU, TC, OR, RU, HE)
3 ships reactivated (OC, FA, PE)
I ship conversion (AL)
II ships service-life extended (DI, FA, RA, MF, MB,
PE, DA, DE, CH, AR, FE)
Construction started on 3 replacement/new ships
Ship operations increased from 3600 to 5520 DAS
Cost
$475.1M
PHASE II
FY 1998 - FY 2002
8 ships replaced (OC, MF, MB, PE, WH, DS, JC, FE)
2 ships constructed for new requirements
Construction on 4 replacement ships
Ship operations increased from 5520 to 6100 DAS
Cost
$397.8M
PHASE III
FY 2003 - FY 2007
8 ships replaced (DI, FA, RA, DA, DE, CH, AL, AR)
Cost
$174.7M
TOTAL COST
$1,047.6M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
6100 DAS
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
0.7
1.3
3.0
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2.0
1.0
1.0
4.0
Low Endurance
3.0
7.0
1.0
11.0
Nearshore/Estuarine
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1.0
2.0
5.0
TOTAL
8.0
9.7
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23.0
15-YEAR COST SUMMARY
ACTIVITY
Service-Life Extension/Conversion - 12 ships
New Ship Construction - 23 ships
Support Cost (operating, project, commissioning, change orders)
15-YEAR TOTAL
COST r$M)
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Appendix A - Preliminary Strategies for Fleet Modernization Stud)
Planning Level A - Construct 2L Charter 2 (300 DAS)
Preliminary Transition Plan
Establishes a 21 NOAA-owned-ship fleet which:
Replaces 19 existing ships
Adds 2 new ships.
2 ships are potential charter/contract with:
Charting at 240 DAS
LMR at 180 DAS.
High- and medium-endurance ships are increased to 300 DAS per year after replacement.
Low-endurance and nearshore/estuarine ships operate at 240 DAS per year after service-life
extension or replacement.
Construction/replacement/charter program will be completed in 15 years and has an average cost
of $72 million per year and a total cost of $1,077 million.
Phase III - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
4 ships replaced (TC, OR, RU, HE)
2 ships reactivated (FA, PE)
1 ship conversion (AL)
9 ships service-life extended (DI, RA, MF, MB,
DA, DE, CH, AR, FE)
2 ships out-of-service (OC, MI)
2 ships on charter/contract (SU, new requirement)
Construction started on 3 replacement/new ships
Ship operations increased from 3600 to 5520 DAS
Cost
$380.5M
PHASE II
FY 1998 -2002
7 ships replaced (MF, MB, WH, DS, DE, JC, FE)
2 ships out-of-service (OC, MI)
2 ships on charter/contract (SU, new requirement)
2 ships constructed for new requirements
Construction started on 4 replacement ships
Ship operations increased from 5520 to 6100 DAS
Cost
$422.1M
PHASE III
FY 2003 - 2007
8 ships replaced (DI, FA, RA, DA, DE, CH, AL conversion, AR)
2 ships out-of-service (OC, MI)
Cost $274.5M
TOTAL COST
$1,077.1M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
6100 DAS*
High Endurance
Medium Endurance
Low Endurance
Nearshore/Estuarine
CHARTING
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2.0
3.0
2.0
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8.0
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7.0
1.0
OCEANOGRAPHY TOTAL
9.7
' High- and Medium-Endurance at 300 DAS
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1.0
2.0
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4.0
11.0
5.0
23.0
15-YEAR COST SUMMARY
ACTIVITY
COST ($M\
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New Ship Construction - 22 ships
Support Cost (operating, project, commissioning, change orders)
Charter/Contract - 2 ships
$
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241.1
132.0
15 YEAR TOTAL
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Construct 33
Construct 26, Charter 7
Construct 31 (300 DAS)
Construct 24, Charter 7 (300 DAS)
Planning Level B - Construct 33
Preliminary Transition Plan
Establishes a 33-NOAA-owned-ship fleet which:
Replaces 22 existing ships
Adds 11 new ships.
Deactivated ships are placed back in service to increase DAS.
Ships in poor material condition and/or functionality are replaced early.
Ships to meet new requirements are constructed early in schedule.
Existing ships are service-life extended for the transition period.
OREGON II supports low-endurance oceanography new requirement starting in 1998.
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement.
Construction/replacement program is completed in 15 years with an average cost of $100 million
per year and a total cost of $1,500 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
7 ships replaced (SU, DI, TC, OR, RU, HE, JC)
3 ships reactivated (OC, FA, PE)
1 ship conversion (AL)
12 ships service-life extended (DI, FA, RA, MI,
MF, MB, PE, WH, DA, AR, DS, DE)
2 ships constructed for new requirements
Construction started on 4 replacement/new ships
Ship operations increased from 3600 to 5760 DAS
Cost
$512.3M
PHASE II
FY 1998 - FY 2002
6 ships replaced (OC, FA, MF, PE, WH, FE)
2 ships service-life extended (CH, OR)
4 ships constructed for new requirements
Construction started on 4 replacement ships
Ship operations increased from 5760 to 7910 DAS
Cost
$553.8M
PHASE III
FY 2003 - FY 2007
9 ships replaced (FA, RA, MB, DA, AR, DS, DE, CH,
AL conversion)
2 ships constructed for new requirements
Cost
$434.3M
TOTAL COST
$1,500.4M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
7910 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
0.8
2.3
4.1
Medium Endurance
4.0
2.0
1.1
7.1
Low Endurance
4.0
9.7
1.2
14.9
Nearshore/Estuarine
2.0
2.0
2.9
6.9
TOTAL
11.0
14.5
* 240 DAS per ship
7.5
33.0
ACTIVITY
15-YEAR COST SUMMARY
COST ($M)
Service-Life Extension/Conversion - 15 ships
New Ship Construction - 33 ships
Support Cost (operating, project, commissioning, change orders)
15- YEAR TOTAL
$ 82.0
940.0
478.4
$1,500.4
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Appendix A - Preliminary Strategies for Fleet Modernization Study
Planning Level B - Construct 26. Charter 7
Preliminary Transition Plan
Establishes a 26-NOAA-owned-ship fleet which:
Replaces 20 existing ships
Adds 6 new ships.
7 ships are potential charter/contract (1620 DAS) with:
2 high-endurance ships —
Charting at 240 DAS
LMR at 180 DAS
2 medium-endurance ships —
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LMR at 240 DAS
2 coastal/low endurance ships —
Charting at 240 DAS
LMR at 240 DAS
1 nearshore/estuarine ship —
Oceanography at 240 DAS
Ship operations increased to 240 DAS upon completion of service-life extension or replacement.
Construction/replacement is completed in 15 years with an average cost of $97 million per year
and a total cost of $1,455 million.
Phase III - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
3 ships replaced (DI, TC, OR)
2 ships reactivated (OC, FA)
1 ship conversion (AL)
10 ships service-life extended (FA, RA, MI, MF, MB,
WH, DA, AR, DS, DE)
7 ships on charter/contract (SU, PE, new requirements)
2 ships constructed for new requirements
Construction started on 3 replacement/new ships
Ship operations increased from 3600 to 6524 DAS
Cost
$487.3M
PHASE II
FY 1998 -2002
5 ships replaced (OC, FA, MF, WH, FE)
2 ships service-life extended (CH, OR)
7 ships on charter/contract (SU, PE, new requirements)
3 ships constructed for new requirements
Construction started on 4 replacement ships
Ship operations increased from 6524 to 7910 DAS
Cost
$560.4M
PHASE III
FY 2003 - 2007
9 ships replaced (RA, MI, MB, DA, AR, DS, DE, CH,
AL conversion)
7 ships on charter/contract (SU, PE, new requirements)
1 ship constructed for new requirements
Cost
$407.3M
TOTAL COST
$1,455.0M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
7910 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0**
0.8**
2.3
4.1
Medium Endurance
3.0
1.0**
1.0
1.0**
1.1
7.1
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3.0
1.0**
8.7
1.0**
1.2
14.9
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2.0
2.0
2.0
q g**
6.9
TOTAL
11.0 14.5
* 240 DAS per ship ** Charter/contract
7.5
33.0
ACTIVITY
15-YEAR COST SUMMARY
Service-Life Extension/Conversion - 13 ships
New Ship Construction - 26 ships
Support Cost (operating, project, commissioning, change orders)
Charter/Contract - 7 ships
15- YEAR TOTAL
COST ($M)
$ 78.0
737.0
280.0
360.0
$1,455.0
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Planning Level B - Construct 31 (300 DAS)
Preliminary Transition Plan
Establishes a 31-NOAA-owned-ship fleet which:
Replaces 21 existing ships
Adds 10 new ships.
High- and medium-endurance ships are increased to 300 DAS after replacement.
Low-endurance and nearshore/estuarine ships operate at 240 DAS after service-life extension or
replacement.
Reduces the requirement for one high-endurance and one medium-endurance ship from the 240
DAS level.
Operating and maintenance costs for high- and medium-endurance ships are increased to reflect
300 DAS operations.
Construction/replacement program is completed in 15 years with an average cost of $94 million
per year and a total cost of $1,406 million.
Phase III - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
1 ships replaced (SU, OC, TC, OR, RU, HE, JC)
3 ships reactivated (OC, FA, PE)
1 ship conversion (AL)
10 ships service-life extended (DI, RA, MI, MF,
WH, DA, AR, DS, DE, FE)
2 ships constructed for new requirements
Construction started on 5 replacement/new ships
Ship operations increased from 3600 to 5300 DAS
Cost
$510.8M
PHASE II
FY 1998 - FY 2002
8 ships replaced (FA, MB, PE, WH, DS, DE, CH, FE)
7 ships constructed for new requirements
Construction started on 2 replacement ships
Ship operations increased from 5300 to 7910 DAS
Cost
$575.8M
PHASE III
FY 2003 - 2007
1 ships replaced (DI, RA, MI, MF, DA, AR, AL conversion)
Cost
$319.7M
TOTAL COST
$1406.3M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
7910 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
1.0
1.0
3.0
Medium Endurance
3.0
2.0
1.0
6.0
Low Endurance
4.0
10.0
1.0
15.0
Nearshore/Estuarine
2.0
2.0
3.0
7.0
TOTAL
10.0
15.0
* 300 DAS per ship
6.0
31.0
15-YEAR COST SUMMARY
ACTIVITY
COST ($M)
Service-Life Extension/Conversion - 12 ships
New Ship Construction - 31 ships
Support Cost (operating, project, commissioning, change orders)
15- YEAR TOTAL
$ 72.5
865.0
468.8
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Planning Level B - Construct 24. Charter 7 (300 DAS)
Preliminary Transition Plan
Establishes a 24-NOAA-owned-ship fleet which:
Replaces 18 existing ships
Adds 6 new ships.
7 ships are potential charter/contract (1740 DAS) with:
2 high-endurance ships — 2 low-endurance ships —
Charting at 240 DAS Charting at 240 DAS
LMR at 180 DAS LMR at 240 DAS
2 medium endurance ships — 1 nearshore/estuarine ship —
Charting at 300 DAS Oceanography at 240 DAS
LMR at 300 DAS
High- and medium-endurance ships are increased to 300 DAS per year after replacement.
Low-endurance and nearshore/estuarine ships operate at 240 DAS per year after service-life
extension or replacement.
Operating and maintenance costs for high- and medium-endurance ships are increased to reflect
300 DAS.
Construction/replacement/charter program will be completed in 15 years and has an average cost
of $95 million per year and a total cost of $1,426 million.
Phase HI - Fleet Modernization Study
Transition Plan Highlights'
PHASE I
FY 1993 - FY 1997
5 ships replaced (TC, OR, RU, HE, JC)
1 ship reactivated (FA)
1 ship conversion (AL)
9 ships service-life extended (DI, RA, MF, WH, DA, AR, DS, DE, FE)
1 ship out-of-service (OC)
1 ship constructed for new requirements
7 ships on charter/contract (SU, MI, PE, new requirements)
Construction started on 4 replacement/new ships
Ship operations increased from 3600 to 5300 DAS
Cost
$510.3M
PHASE II
FY 1998 - 2002
1 ships replaced (FA, MB, WH, DS, DE, CH, FE)
1 ship out-of-service (OC)
5 ships constructed for new requirements
Construction started on 3 replacement ships
7 ships on charter/contract (SU, MI, PE, new requirements)
Ship operations increased from 5300 to 7910 DAS
Cost
$617.0M
PHASE III
FY 2003 - 2007
6 ships replaced (DI, RA, MF, DA, AR, AL conversion)
1 ship out-of-service (OC)
7 ships on charter/contract (SU, MI, PE, new requirements)
Cost
$299.0M
TOTAL COST
$1,426.3M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
NUMBER AND MIX OF SHIPS
7910 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High endurance
1.0**
1.0**
1.0
3.0
Medium endurance
2.0
1.0**
1.0
1.0**
1.0
6.0
Low endurance
3.0
1.0**
9.0
1.0**
1.0
15.0
Nearshore/Estuarine
2.0
2.0
2.0
1.0**
7.0
TOTAL
10.0
15.0
* High- and Mcdium-Enduiancc at 300 DAS
Low-Endurance and Nearshore/Estuarine at 240 DAS
6.0
** Charter/contract
31.0
15-YEAR COST SUMMARY
ACTIVITY
Service-Life Extension/Conversion - 10 ships
New Ship Construction - 26 ships
Support Cost (operating, project, commissioning, change orders)
Charter/Contract - 7 ships
15- YEAR TOTAL
COST ($M\
$ 69.0
682.0
345.3
330.0
$1,426.3
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Planning Level C - Construct 43
Preliminary Transition Plan
Establishes a 43-NOAA-owned-ship fleet which:
Replaces 22 existing ships
Adds 21 new ships.
Deactivated ships are placed back in service to increase DAS.
Ships in poor material condition and/or functionality are replaced early.
Ships to meet new requirements are constructed early in schedule.
Existing ships are repaired to extend service life for the transition period.
OREGON II supports low-endurance oceanographic new requirement starting in 1998.
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement.
Construction/replacement program is completed in 15 years with an average cost of $128 million
per year and a total cost of $1,918 million.
A 102
Phase III - Fleet Modernization Study
Transition Plan Highlights*
PHASE I
FY 1993 - FY 1997
6 ships replaced (SU, TC, OR, RU, HE, JC)
3 ships reactivated (OC, FA, PE)
I ship conversion (AL)
II ships service-life extended (FA, RA, MI, MF,
MB, PE, WH, DA, DS, DE, FE)
5 ships constructed for new requirements
Construction started on 6 replacement/new ships
Ship operations increased from 3600 to 6240 DAS
Cost
$613.5M
PHASE II
FY 1998 - FY 2002
8 ships replaced (DI, OC, PE, AR, DS, DE, CH, FE)
1 ship service-life extended (OR)
16 ships constructed for new requirements
Construction started on 6 replacement/new ships
Ship operations increased from 6240 to 9360 DAS
Cost
$698.9M
PHASE III
FY 2003 - FY 2007
10 ships replaced (FA, RA, MI, MF, MB, WH, DA,
DS, DE, AL conversion)
5 ships constructed for new requirements
Cost
$605.9M
TOTAL COST
$1,918.3M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
A103
NUMBER AND MIX OF SHIPS
10,215 DAS*
LIVING MARINE
CHARTING
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0
0.8
2.9
4.7
Medium Endurance
5.0
3.0
1.4
9.4
Low Endurance
5.0
11.3
1.5
17.8
Nearshore/Estuarine
4.0
4.0
3.1
11.1
TOTAL
15.0
19.1
* 240 DAS per ship
8.9
43.0
15-YEAR COST SUMMARY
ACTIVITY
COST ($M)
Service-Life Extension/Conversion - 13 ships
New Ship Construction - 43 ships
Support Cost (operating, project, commissioning, change orders)
$ 81.0
1223.0
614.3
15- YEAR TOTAL
$1918.3
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Appendix A - Preliminary Strategies for Fleet Modernization Study
A107
Planning Level C - Construct 36, Charter 7
Preliminary Transition Plan
Establishes a 36-NOAA-owned-ship fleet which:
Replaces 21 existing ships
Adds 15 new ships.
7 ships are potential charter/contract with:
2 high-endurance ships —
Charting at 240 DAS
LMR at 180 DAS
2 medium-endurance ships —
Charting at 240 DAS
LMR at 240 DAS
2 coastal/low-endurance ships —
Charting at 240 DAS
LMR at 240 DAS
1 nearshore/estuarine ship —
Oceanography at 240 DAS
Ship operations are increased to 240 DAS upon completion of service-life extension or
replacement.
Construction/replacement program is completed in 15 years with an average cost of $123 million
per year and a total cost of $1,837 million.
A 108
Phase III - Fleet Modernization Study
Transition Plan Highlights*
PHASE I
FY 1993 - FY 1997
5 ships replaced (TC, OR, RU, HE, JC)
1 ship reactivated (OC)
I ship conversion (AL)
II ships service-life extended (FA, RA, MI, MF, MB,
PE, WH, DA, DS, DE, FE)
7 ships on charter/contract (SU, new requirements)
4 ships constructed for new requirements
Construction started on 6 replacement/new ships
Ship operations increased from 3600 to 6864 DAS
Cost
$580.2M
PHASE II
FY 1998 - 2002
5 ships replaced (DI, OC, PE, AR, FE)
1 ship service-life extended (OR)
7 ships on charter/contract (SU, new requirements)
7 ships constructed for new requirements
Construction started on 4 replacement/new ships
Ship operations increased from 6864 to 9840 DAS
Cost
$641.9M
PHASE III
FY 2003 - 2007
9 ships replaced (FA, RA, MI, MB, WH, DA, DS, DE,
AL conversion)
7 ships on charter/contract (SU, new requirements)
4 ships constructed for new requirements
Cost
$614.7M
TOTAL COST
$1,836.8M
Key to Ship Abbreviations appears on p. A25.
Appendix A - Preliminary Strategies for Fleet Modernization Study
A109
NUMBER AND MIX OF SHIPS
10,215 DAS*
CHARTING
LIVING MARINE
RESOURCES
OCEANOGRAPHY
TOTAL
High Endurance
1.0**
0.8**
2.9
4.7
Medium Endurance
4.0
1.0**
2.0
1.0**
1.4
9.4
Low Endurance
4.0
1.0**
10.3
1.0**
1.5
17.8
Nearshore/Estuarine
4.0
4.0
2.0
1.1**
8.9
11.1
TOTAL
15.0
19.1
43.0
* 240 DAS per ship
* *
Charter/contract
15-YEAR COST SUMMARY
ACTIVITY
COST ($M)
Servuce-Life Extension/Conversion - 12 ships
New Ship Construction - 36 ships
Support Cost (operating, project, commissioning, change orders)
Charter/Contract - 7 ships
$ 81.0
992.0
433.8
330.0
15- YEAR TOTAL
$1,836.8
A110
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Cost Summary
Costs are summarized for each replacement option at the four levels. Many other options are
possible.
Optimum scheduling of ship replacements, service-life extensions, and chartering vary with each
option. This variance affects the total cost.
Costs are intended as relative indicators. Further analysis and refinement will be necessary to
develop absolute program costs.
A 30-year cost summary should be developed for all models to reflect the total life-cycle costs.
A 30-year cost and comparison of the Planning Level A new construction versus chartering is
included.
A114
Phase III - Fleet Modernization Study
15 -Year Summary of All Strategies
REPLACEMENT OPTIONS
NUMBER
AVERAGE*
TOTAL
OF SHIPS
DAS
COST/YEAR $M
COST $M
CURRENT
Construct 6, SLE** 12
18
4,320
—
332
Construct all
18
4,320
49
736
Charter all
18
4,320
60
896
PLANNING LEVEL A
Construct all
25
6,100
76
1,142
Construct 23, charter 2
23/2
6,100
74
1,104
Charter all
25
6,100
98
1,465
300 DAS, construct all
23
6,100
70
1,048
300 DAS, charter 2
21/2
6,100
72
1,077
PLANNING LEVEL B
Construct all
33
7,910
100
1,500
Construct 26, charter 7
26/7
7,910
97
1,455
300 DAS, construct all
31
7,910
94
1,406
300 DAS, charter 7
24/7
7,910
95
1,426
PLANNING LEVEL C
Construct all
43
10,215
128
1,918
Construct 36, charter 7
36/7
10,215
123
1,837
*
Based
on 15 years
**
SLE is
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30 -Year Comparison for Planning Level A New Construction and Charter
PLANNING LEVEL A
30-YEAR COST SUMMARY
FY 1993 - FY 2007
New Construction 1,142.5
Charter 25 ships 1,465.1
FY 2008 - 2022
578.9
1,466.1
30-YEAR TOTAL
1,721.4
2,931.2
A115
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Appendix B
Programmatic Mission Requirements
Mapping and Charting
Mapping and charting requirements can be
divided into two broad missions that require
ship support from the NOAA fleet. The first
mission is to collect data to maintain the
organization's suite of nearly 1,000 nautical
charts that are required for safe marine
navigation. With one glaring exception, most
of the inshore portion (i.e., inside the 150-
meter curve) has been "surveyed" at least
once. Vast tracts of Alaskan waters around
the Aleutian Islands and the Bering Sea have
never been surveyed. In addition, some of the
areas which have been "surveyed" were done
with technologies (lead line, dead reckoning,
etc.) that do not meet modern standards.
Today's inshore requirements range from
surveying frontier areas such as Alaska to
maintenance of data sets where significant
changes in the bottom configuration have
resulted from natural and human-induced
events (i.e., storms, earthquake slumps,
submarine dredging, construction, etc.). In
addition, the maintenance effort can include
data-set upgrades where the original work was
not detailed enough or does not meet modern
International Hydrographic Organization
(IHO) standards. These types of upgrade
requirements occur when an area experiences
major growth in large commercial vessel
traffic, and vessel operators push the accuracy
limits of the sounding and navigation data
leaving little margin for error between the
draft of the ship and the ocean bottom.
Request for upgrades of these survey data are
received on a continuous basis from federal,
state, and local governments; commercial
ocean operators; and recreational boaters.
NOAA employs a Survey Users Request File
(SURF) to catalog and rank customer requests
to help determine survey priority for chart
maintenance. New user requests for surveys
have averaged 100 per year over the last ten
years. These requests identify approximately
ten critical areas per year as being in need of
varying degrees of survey work. Requests
generally note a suspected or known
deficiency on a NOAA chart that can require
anywhere from a few days to several years of
ship time to correct. NOAA also receives or
generates, based upon customer reports,
thousands of Notice to Mariners items
annually, each denoting a deficiency or change
in information depicted on the latest edition of
NOAA'S nautical charts. An estimated 500 of
these notices each year require ship
investigations.
A second mission is to collect data outside the
150-meter curve within the Nation's recently
expanded Exclusive Economic Zone (EEZ).
The offshore mission is different from the
inshore mission in that NOAA does not
anticipate the need to resurvey or do
maintenance in the area outside the 150-meter
curve. Recent technological advances in the
ability to sound with multibeam equipment, to
accurately determine position with space-
based navigation such as the Global
Positioning System (GPS), and to acquire
commercially available precise navigational
Appendix B - Programmatic Mission Requirements
systems now make it possible to survey
offshore to IHO standards. Data thus
collected are used not only to upgrade
offshore portions of NOAA's navigation charts
but also to compile a suite of bathymetric
maps and other digital data products. The
agency has divided the offshore mapping
mission into five sub-missions (East Coast >
1,000 meters, East Coast < 1,000 meters, West
Coast > 1,000 meters, West Coast < 1,000
meters, and Far Pacific) to better
accommodate geographic and ship-endurance
considerations.
For the offshore areas, NOAA is in the
process of building a SURF for incoming
requests similar to that used with the inshore
mission. Priority to date has been driven
largely by NOAA partnership with the USGS
to map the EEZ. Recent declassification of
NOAA's survey data has resulted in renewed
interest from a myriad of federal, state,
university, private, and other NOAA program
areas.
Living Marine Resources
The mission of NOAA relative to living
marine resources (LMR) is to achieve
continued optimum utilization of marine
resources and protection of endangered species
for the benefit of the Nation. A critical
objective is maintaining the productive
potential of these resources through
management of fishing and other human
activities which affect biological productivity.
This requires an understanding of the dynamic
properties of the marine ecosystems
supporting the LMR as well as human effects
on them. This understanding can only be
achieved through a broad array of physical
and biological studies which require research
vessel support. These studies focus on
assessing and predicting changes in the
abundance and structure of LMR and
associated biological communities with which
they interact, investigating ecological
processes controlling production potential of
LMR, and documenting the range of natural
variability observed in the marine ecosystem.
Some of the most important federal statutes
relative to vessel needs for fisheries research
include the Magnuson Fishery Conservation
and Management Act, the Endangered Species
Act, the Anadromous Fisheries Conservation
Act, the Marine Mammal Protection Act, and
the Driftnet Act. In addition, the U.S. is a
party to many international agreements
governing LMR's both within and outside the
EEZ. These and other statutes mandate the
collection of a wide array of information on
LMR's and their environment from estuaries to
the open oceans. A fleet of modern research
vessels is needed to assess marine resources
and their environment and meet all the
demands for information on LMR stock
assessments by Fishery Management Councils,
develop a fundamental understanding of the
ecosystems supporting LMR's, and respond to
new mandates, e.g., marine mammal/fishery
interactions. Limited amounts of these NOAA
functions are currently performed on foreign
research vessels or vessel charters, but the
backbone of our future fisheries science will
continue to depend upon NOAA research
vessels: Major new programs with important
ecosystem elements (Global Climate Change,
Coastal Ocean Program) will require both
qualitative and quantitative increases in vessel
support, as well as more multidisciplinary and
collaborative effort among NOAA line
organizations, universities, and other marine
research institutions.
Currently, NOAA provides the principal
scientific information which supports
implementation of 31 operational fishery
management plans (FMP's) and 6 operational
preliminary fisheries management plans.
Three additional cooperative (with states)
Appendix B - Programmatic Mission Requirements
FMP's are also supported by NOAA-provided
scientific information. There are 5 additional
plans pending with an additional 5 plans
expected by the year 2000.
Only a few of the management plans in effect
are based upon adequate scientific
information. Increases in ship support are
needed to provide more credible information
on most current plans and for the additional
plans contemplated. The most significant
increases in NOAA ship-time requirements in
the next decade are expected to be in
ecosystem studies and protected species
research.
Oceanography
Oceanographic research within NOAA will
progressively emphasize long-term monitoring
in order to better understand processes
affecting the environment. Phenomena on
almost all space scales, from the smallest to
global, will be emphasized in these efforts.
This will place extreme demands on sampling
abilities, the need for rapid transfer of data,
and the ability to synthesize the various data
sets in close-to-real-time. It is clear that
various classes of oceanographic and
meteorological models will play a central role
in synthesizing this information. It is also
evident that remote sensing is essential to
providing high-resolution data on global
scales. Despite the rising importance of the
use of numerical models and remote sensing,
shipboard sampling will continue to play a
vital role. Indeed, the need for
complementary shipborne measurements will
increase as the total research effort increases
in both volume and diversity. At the same
time, nontraditional methodologies not directly
based on board ship will place significant new
demands on the ship and its equipment, e.g.,
in instrument deployment and in situ
calibration procedures for satellites.
Climate and Global Change
Developing an understanding of and the ability
to predict global environmental changes, and
particularly, global climate change, has been
one of the major forces driving interest in
ocean programs over the last several years.
The role of the ocean in climate change is
recognized as one of the central uncertainties
in our ability to project future climate change
and is thus one of the highest priorities in both
the NOAA Climate and Global Change
Program and the U.S. Global Change Research
Plan. Understanding and forecasting climatic
change requires an understanding of the
processes of heat, moisture, C02, and
momentum exchange between the ocean and
atmosphere as well as the large-scale trans-
ports of heat within the atmosphere and ocean.
Activities are currently concentrated on
problems associated with two different time
scales of climate variations. The shorter of
these is the interannual time scale. The best
recognized example is the El Nino/Southern
Oscillation phenomenon which is most clearly
manifested in the tropical Pacific Ocean, but
also has global implications. Accordingly,
NOAA is a major participant in the Equatorial
Pacific Ocean Climate Studies (EPOCS) and
Tropical Ocean and Global Atmosphere
(TOGA) programs in the tropical Pacific.
NOAA activities in these programs are closely
integrated between the Atlantic Oceanographic
and Meteorological Laboratory (AOML), the
Pacific Marine Environmental Laboratory
(PMEL), and the Geophysical Fluid Dynamics
Laboratory (GFDL) within the Office of
Oceanic and Atmospheric Research (OAR);
the National Weather Service (NWS); National
Marine Fisheries Service (NMFS); National
Ocean Service (NOS); and scientists in
universities and in several foreign countries.
On longer time scales, the ocean circulation of
heat from low latitudes to high latitudes is
Appendix B - Programmatic Mission Requirements
believed to be one of the critical processes
governing the climate of the earth and its
variations. Most evidence indicates that the
Atlantic Ocean is particularly important in this
process. Therefore, NOAA is leading a
program named Subtropical Atlantic Climate
Studies (STACS) to learn more about the
process.
The Global Climate Change/Radiatively
Important Trace Species (RITS) program
within NOAA concerns sources, transport and
distribution, transformation, and removal of
radiatively important atmospheric trace species
in oceanic areas. The primary species being
studied are ozone (03) and aerosols; among
the related substances being studied are
methane (CH4), carbon monoxide (CO), low-
molecular-weight non-methane hydrocarbons
(NMHC's), and nitrogen species, iodine
species, and sulfur. The program involves
inorganic and organic chemistry, low-trophic-
level (primarily marine) biology, meteorology,
and physical oceanography, and has as its goal
the generation of descriptive data on the
distribution of important atmospheric trace
species and quantitative understanding of
geosphere-biosphere interactions. These
programs require sampling large areas of the
world's oceans.
Seafloor Processes. Recent studies suggest
that seafloor volcanism and venting influence
the chemistry and circulation of the oceans
and, in turn, global climate. The magnitude of
the impact is as yet poorly understood. For
the next several years, there will be a critical
requirement for ship-based reconnaissance
and detailed surveys to statistically
characterize the global hydrothermal
environment, e.g., the extent and magnitude of
active venting. Long-term monitoring is now
beginning to become a reality as prototype
seafloor instrumentation is being deployed by
NOAA. As a consequence, the ship support
will grow in relative importance during the
coming decade. Another critical aspect of the
need for a modern fleet in support of long-
term monitoring will be the ability to respond
to detected events. A major discovery of
NOAA's VENTS Program has been the
documentation of the occurrence of large-
scale hydrothermal bursts. The major bursts
(termed megaplumes) observed thus far each
contained the mass and heat equivalent of the
entire year's output of the essentially steady-
state hydrothermal processes occurring along
the ridge segment where the bursts originated.
Megaplumes may be an important aspect of
the global perspective of hydrothermal
venting, but they occur episodically, as does
seafloor volcanism, and long-term monitoring
is being implemented to detect and locate
these events in real-time. One of the
anticipated highlights of NOAA's
hydrothermal research in the coming years
will be the ability not only to detect, locate,
and remotely characterize episodic events, but
also to respond with appropriate shipboard and
ship-deployed instrumentation to
quantitatively document, for the first time, the
nature and evolution of such events and their
effects on the ocean.
To achieve NOAA's climate and global change
goals there is no substitute for actual ship
observations. Accurate time-series records
have several functions in the global change
research program. These warn of natural and
man-induced changes, signal the existence of
previously unexpected phenomena, and
provide observational tests of the ability of
models to explain the global system. Without
such an approach prediction will not be
possible.
Coastal Ocean Program
The coastal ocean from a depth of 100 meters
on the continental shelves and all shallower
depths to the heads of estuaries contains the
vast majority of the valued commercial,
Appendix B - Programmatic Mission Requirements
recreational, and aesthetic resources of the sea.
NOAA's coastal ocean programs are designed
to make effective environmental decision-
making possible by supplementing current
retrospective analyses with timely forecasts
and predictions. The ability to predict
environmental change will allow us to prevent
problems and exploit opportunities through
proactive regional approaches, rather than only
monitor and react to runaway problems.
Providing decision-makers with useful
predictions of environmental change — change
caused naturally, as well as by society — is the
goal of these programs.
Marine Environmental Quality. Marine
environmental quality research emphasizes
understanding of the complex physical and
geochemical processes that ultimately
determine the health of marine systems and
their ability to assimilate contaminants. This
research is part of continuing studies of
estuarine and coastal environments. The
objectives are to determine the residence
times, budgets, and ultimate fates of selected
chemical tracers in large estuaries, and to
correlate these processes with physical forcing
and chemical transformations. Included are
studies of the geochemistry of trace metals
and organic compounds, distribution of
hydrocarbons and synthetic organics, coastal
and estuarine circulation and transport
processes. Although the geographic focus of
these studies has been Pacific northwest and
Alaskan coastal and estuarine waters, the
scientific knowledge acquired and
methodologies developed are applicable to
other marine systems.
Fisheries Oceanography Coordinated
Investigations. The Fisheries Oceanography
Coordinated Investigations (FOCI) involves
NOAA scientists in OAR, NMFS, and major
universities. The FOCI program has
introduced a multidisciplinary approach to
understanding processes controlling variability
of recruitment of commercially valuable fish
and shellfish stocks. To date the program has
focused on an important fishery for walleye
pollock in the Gulf of Alaska and the Bering
Sea, and on developing the most effective
interdisciplinary research activities. The
results obtained by this successful pilot
program lead toward prediction of the
variability of populations of commercially
harvested marine species, and to plans for
applying this coordinated approach to other
fisheries. This ability to understand the
processes involved in the variability of
recruitment is essential both for managing our
fisheries efficiently and for distinguishing
natural variability from anthropogenic effects.
Sea Ice Processes. The objectives of sea ice
research are improved ice forecasting,
particularly for Alaskan waters; improved
understanding and modeling of ice formation
and movement; and the circulation of the shelf
waters and the role of these waters in
biological productivity and climate change
processes. Improved ability to forecast
superstructure icing also resulted from earlier
work in the program. This research involves
scientists from NOAA, major universities, and
from the U.S.S.R.
This research has developed improved models
for ice forecasting, which are now used
operationally at the NOAA-Navy Joint Ice
Forecast Center. Continuing research to
improve forecasting involves the introduction
of expanded model capability based on
improved understanding of the physical
processes, and evaluation of the effects of
different boundary conditions and various
model parameters.
A bilateral agreement with the U.S.S.R. has
led to joint U.S.-U.S.S.R. research in the
circulation of the Chukchi Sea and the
exchange of waters between the Pacific and
Arctic Oceans, and the role of these processes
Appendix B - Programmatic Mission Requirements
in biological productivity on the shelf of
western and northwestern Alaska. This is
among the most productive areas of the
world's oceans. It is known that the
circulation on the western side of the U.S.-
U.S.S.R. Convention Line differs significantly
from the eastern side, and these U.S.-U.S.S.R.
efforts will provide the first coordinated
measurements. Long-term objectives are to
understand the role of these waters in climate
change processes, to understand how the shelf
circulation determines aspects of the regional
climatology and ice cover (important to
navigation and other activities in the area),
and development of a new generation of
models for shelf circulation and sea ice.
Applied Oceanography
National Status and Trends Program. The
National Status and Trends Program (NS&T)
assesses the effects of human activities on the
environmental quality in coastal and estuarine
areas. Concentrations of toxic chemicals and
trace elements in bottom-feeding fish,
shellfish, and sediments are monitored
annually from samples collected at a network
of 200 sampling sites. As the Nation's
longest, continuously operating monitoring
program, the NS&T effort is the first to use
uniform techniques and standards to measure
coastal and estuarine environmental quality on
a nationwide basis.
Circulation Studies. For over a century, safe
marine navigation and maritime commerce
have been enhanced by the provision of
accurate and timely tide and tidal current
predictions for the coastal waters of the United
States. The coastal ocean circulation studies
provide the regular deployment and recovery
of instrumentation arrays to obtain a
comprehensive suite of physical oceanographic
data to update tide and circulatory information
at major U.S. ports, harbors, bays, and
estuaries.
OCSEAP. The Outer Continental Shelf
Environmental Assessment Program
(OCSEAP) conducts environmental assessment
studies on the Alaskan continental shelf. This
assessment is directed toward those areas
identified by the Department of Interior as
potential sites for oil and gas development.
The program provides information on the
potential effects of the outer-continental-
shelf (OCS) development on living marine
resources.
Appendix C
Participants
Phase III Working Group Members
Joseph Bishop, Ph.D.
Senior Scientist, CS
NOAA/Office of the Chief Scientist
14th & Constitution Avenues, NW, Rm.
Washington, D.C. 20230
5809
Glenn A. Flittner, Ph.D.
Director, Office of Research and Environmental
Information, F/RE
NOAA/National Marine Fisheries Service
1335 East-West Highway, Sta. 9350
Silver Spring, MD 20910
John Kermond, Ph.D.
Senior Consultant, LA
NOAA/Office of Legislative Affairs
14th & Constitution Avenues, NW, Rm. 5226
Washington, D.C. 20230
Robert C. Landis
NOAA/National Weather Service, Wxl
1325 East-West Highway, Sta. 18184
Silver Spring, MD 20910
Robert J. Mahler, Ph.D.
Deputy Director, R/Exl
NOAA/OAR/Environmental Research Laboratories
325 Broadway, RL3, Rm. 657
Boulder, CO 80303
Stewart B. Nelson
Office of the Oceanographer of the Navy
U.S. Naval Observatory (OP-096)
34th and Massachusetts Avenue, NW
Washington, D.C. 20392-1800
Captain John F. Pfeiffer
Chief of Staff, ND
NOAA/Office of Naval Deputy
14th & Constitution Avenues, NW, Rm. 6003
Washington, D.C. 20230-0001
Captain Nicholas A. Prahl
Deputy Director, N/CGxl
NOAA/National Ocean Service
Office of Charting and Geodetic Services
6001 Executive Boulevard, Rm. 1006
Rockville, MD 20852
* Robert H. Stockman
Director, SP
NOAA/Strategic Planning Staff
1335 East-West Highway, Sta. 2335
Silver Spring, MD 20910
Captain William L. Stubblefield, Ph.D.
NOAA/Office of the Chief Scientist, CS
1335 East-West Highway, Sta. 4301
Silver Spring, MD 20910
Gregory Withee
Director, E/OC
NOAA/NESDIS/National Oceanographic Data Center
1825 Connecticut Avenue, NW, Rm. 406
Washington, D.C. 20235
RADM J. Austin Yeager
Deputy Director, NCxl
NOAA/Office of NOAA Corps Operations
11400 Rockville Pike, Rm. 505
Rockville, MD 20852
Chairman
Appendix C - Participants
Technical Support
Barbara Butler
NOAA/Office of Oceanic and Atmospheric Research
Secretary
Judy Ceasar
NOAA/Office of Oceanic and Atmospheric Research
Secretary
Ann Georgilas
NOAA/Office of the Chief Scientist
Administration
Linda Ritz
NOAA/Office of Oceanic and Atmospheric Research
Editorial Assistant
Paulette Robinson
NOAA/Office of Oceanic and Atmospheric Research
Illustrator
Isobel Sheifer, Ph.D.
NOAA/Office of the Chief Scientist
Technical Writer/Editor
Judith M. Wickwire
NOAA/Office of Oceanic and Atmospheric Research
Secretary
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