Operational Cycle:
Despite all having the same mission, T-AKEs have a few different operational cycles. However, there cycles and missions are always in flux and subject to change depending on current events such as natural disasters and wars. Some common operational cycles are explained below:
Deployed with Carrier Strike Group:
T-AKEs frequently deploy with Aircraft Carrier Strike Groups to fulfill their mission as a dry cargo replenishment vessel. For the East Coast T-AKE’s a deployment with a strike group will range from 2-8 months. At the end of the deployment, they will return to Norfolk and go to a maintenance period and maybe become the East Coast Duty T-AKE. On the other hand, West coast T-AKE’s are usually always deployed overseas and only return to the United States for large maintenance periods. West Coast T-AKEs will often have shipyard periods overseas and bounce between 5th and 7th fleet.
Duty T-AKE:
Similar to duty tanker, duty T-AKE is usually a temporary cycle where an AKE will be located in Norfolk or San Diego and service the local ships. The ships will keep a semi-frequent schedule with short underways and then returning to Norfolk or San Diego. Ships will usually become the duty T-AKE after a maintenance period and before a deployment.
Ammo Round Robin:
More common on the West Coast, the ammo round robin is when an AKE will visit multiple ports in an AOR to take old ammunition back to the States to be refurbished or swapped. This is often completed at the end of a deployment and before a shipyard period.
Pre-Positioned:
Only applicable to the Lewis and Clark (T-AKE 1) and the Sacagawea (T-AKE 2), these ships sit pre-staged in strategic overseas ports in case of emergency. Aside from occasional exercises or scheduled maintenance periods, these ships sit in their assigned for about 27 days, go under way for 1 day, then return back to their respective port.
Port to Sea Time Ratio:
An AKEs port to sea time ratio is contingent on the ship’s operational schedule. As mentioned above, there are various operational cycles an AKE could be in that will affect its time in port. AKE schedules frequently change and are some of the least reliable. AKEs could be in port for as little as 8 hours or in port for as long as 3 weeks. Aside from the pre-positioned ships, their schedules are difficult to predict. However, when supporting a Carrier Strike Group, acting as the duty tanker or doing the Ammo Round Robin, 2-4 days in port followed by 5-10 days underway is a decent rule of thumb. Remember, T-AKEs and other CLF vessels pull into port so the Navy doesn’t have too!
Money Situation:
AKE’s are moderately high paying vessels. The AKE general base pay is typically on the higher end. The exception to this are the USNS Lewis and Clark and the USNS Sacagawea, since they have reduced manning which places them in the highest pay category. The prepositioned ships also always carry ammunition when not in the United States, so crewmembers almost always receive ammo pay. The actual amount of money you earn will ultimately depend on your Captain, the ships budget, your department head, the vessels operational tempo and if the ship is carrying ammunition or not. If the ship is carrying ammunition and it has a busy schedule, your compensation and amount of overtime will increase.
Life on Board:
AKE’s are normal MSC vessels. They have a good number of amenities and are comfortable vessels. Overall, they ride decently in the water and are not the roughest ships. Obviously, this is subject to change and depends on the sea-state. Long underways without operations can be boring, but there is always something you can do to mitigate or prevent boredom. Like most vessels, T-AKE internet and communications can be sporadic at best.
For the Deck Department:
Deck Officers:
At full manning, these ships are manned with two Chief Mates. One Chief Mate acts as the Cargo Mate and one acts as the Chief Mate. The Cargo Mate is responsible for all cargo operations and deck department cargo gangs while the Chief Mate is responsible for training, watch standers and vessel maintenance/preservation. At full manning, there are 3 2nd Mates. 2 assist with Cargo Operations, and one works as the Navigator/Operations office. Last, and AKE will have three watch standing third mates. Once in a blue moon, there will be a day-working third mate who acts as the Cargo 3.
Deck Day Workers:
Deck Department Day Workers consist of the Bosun, Cargo Bosun, Boatswain Mates, Day Working Able Bodies Seamen and Day Working Ordinary Seamen. The deck department is divided between cargo gangs and maintenance. On deployment, the Cargo Bosun and the Boatswain Mates are responsible for UNREP’s, cargo operations, forktruck driving operating the UNREP Rigs and cranes. The preservation side will assist with all the above-mentioned tasks in addition to vessel maintenance such as chipping and painting. If you are on a deployed AKE your operation tempo will be fairly steady. If the operational tempo falls off, expect to do more vessel preservation projects like chipping and painting.
For the Engine Department:
Engine Officers:
At full manning, AKEs sail with a Chief Engineer, 1st Engineer, two 2nd Engineers (one being the Cargo Engineer and one being the Engine 2nd), and three watch standing 3rd Engineers. If you are lucky, you will also have a day working Third Engineer. T-AKEs are equipped with a diesel plant, so you will have lots of practice switching generators daily.
Engine Unlicensed:
Typical tasks for unlicensed engine personnel are numerous. These tasks include, changing light bulbs, fixing toilets, fixing other pieces of habitability equipment and lots of painting and preservation in the engine room. Additionally, a Deck Machinist (DEMACH) will is fabricating a repair item or preforming maintenance on forktrucks and UNREP stations.
For the Supply Department:
The Supply Department is comprised of several divisions, all of which report directly to the Supply Officer. These divisions include Food and Hotel Services, the Ship Support Office (Customer Service) and Combat Logistics Force (CLF) Office.
The Chief Steward serves as the primary point of contact for all Food and Hotel services operations. In addition to the Chief Steward, a third steward, cooks, and Supply Utilitymen make up the Food and Hotel services division.
The Admin JSO serves as office manager of the Ship Support Office and is responsible for all MSC-specific supply and logistics functions. The Admin JSO is generally accompanied by one Yeoman Storekeeper (YNSK) and one Assistant Storekeeper (ASK) to assist with support functions.
The Cargo (CLF) JSO serves manages the Combat Logistics Office and is responsible for all Navy-specific supply and logistics functions. As with the Ship Support Office JSO, the CLF Office JSO is generally accompanied by one YNSK and one ASK to assist with support functions.
Since the T-AKE platform manning scale is dense with storekeepers, all remaining storekeepers without specific designations are assigned to the various supply holds and are on standby to assist with either CLF or Admin functions.
For the Communications Department:
The communications department is run by the Ships Communications Officer (SCO). Under the SCO is a LAN Administrator, CRET and two RET2’s. The Communications department is divided between the LAN Administrator and the Radio Shack. The LAN Administrator preforms typical Information Technology (IT) troubleshooting duties while the Radio Shack monitors and send Navy Messages. The internet is not known to be the fastest on an AKE, but it is noticeably better than other MSC platforms.
The maritime industry can be unpredictable. Missions, ports, policies and procedures frequently changes, and not having the most up to date information is frustrating. If something we wrote needs an update, or if we missed something important that should be added or highlighted, drop us a line via the form below and we will work to get the information updated as soon as possible! Safe sailing!