Page 49: of Maritime Reporter Magazine (August 2017)

incorporating features such as full time tent operation made managing LNG fuel ing required propulsion power by about

Initial Design operation on clean burning, low sulfur onboard dif? cult and the lack of regular 10% between the concept design and the

Herbert Engineering Corp (HEC) was fuel, use of engine waste heat for ac- routes makes it impossible to ensure a optimized hull design. contracted by MARAD to prepare the commodation heating, ef? cient LED reliable supply of LNG. The hull lines

NSMV design, and in 2015 a concept lighting, and hull lines optimization for optimization by CFD methods and mod- 4. FORM & FUNCTION: A lot of level design was prepared, with the low propulsion power. LNG fuel was not el testing, carried out by model basin the arrangement design was driven by

Phase 3 design completed in early 2017, adopted because the vessel’s intermit- SSPA in Sweden, was effective in reduc- the design goal to have a coherent and delivering a package that is expected to be suf? cient for shipyards to prepare bids to build NSMV as the project pro- gresses. It is hoped the new vessels will

Marine Machinery Association (MMA) be delivered to all ? ve SMA’s over time, starting ? rst with the Academies with the is looking for a few good companies.

oldest training ships.

MMA is a non-pro? t trade association that is dedicated to the

Development of Requirements and support, promotion and growth of the Hull, Mechanical and

Application to the Design

HEC and MARAD undertook a ma-

Electrical suppliers to the US Maritime Industry. Come join us as jor effort to determine what features and capabilities to include in the NSMV we meet with both civilian and military customers.

design to best incorporate the wish lists of each SMA as well as the mission re- quirements for humanitarian relief and disaster relief (HA/DR). This has been

Upcoming meetings an ongoing process for the two groups, working in consultation with the SMA’s

August 17, 2017 SPAWARS-San Diego and relevant parts of the U.S. govern- ment. There have been several rounds

September 19,2017 – CYBER SUMMIT of design review and comment by the

October 17-18,2017 – Annual Meeting with interested groups.

To start, MARAD in consultation with

HII-INGALLS SHIPBUILDING the SMA’s developed a list of uni? ed re-

For meeting and association signup please contact quirements. The HEC design team then visited three of the training ships – at

Leslie Richard at [email protected] or

Cal Maritime, Mass Maritime and NY

Maritime – to see how the training ships

John Rhatigan at [email protected] worked and to hear from the schools themselves what they wanted to see in the new training ships and equally im- portant, what should be avoided. Ful? ll- ing the requirements to be both a training ship and a HA/DR ship required a lot of design decisions and tradeoffs. Some of the key design features include: 1. SAFETY: It was decided jointly by

HEC and MARAD that the ships should be fully compliant with safety regula- tions and requirements for a ship carry- ing up to 760 persons, both international regulations and U.S. Coast Guard regu- lations and ABS Class Rules. This was a goal of the design even though as a U.S.

Launching of El Coqui

Picture Courtesy of Crowley & VT Halter Marine government owned vessel documented as a Public Nautical School Ship, there was no legal requirement to meet SO-

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