under Schelde’s supervision. Te third PS was moved into the new assembly hall at Damen Shipyards Galati in Romania on 3 June; the keel-laying of the fourth vessel in the series took place on 9 April in Galati. The new patrol ships are capable of
Damen Schelde Naval Shipbuilding is building three light frigates for Morocco.
delivered to the Moroccan Navy in 2012. Damen Schelde Naval Shipbuilding’s
other major naval project at this time (apart from Royal Netherlands Navy Joint Support Ship highlighted earlier in Warship Technology) is the construction of a quartet of Holland class Patrouilleschepen (Patrol Ships, PS) for the Royal Netherlands Navy. A keel laying ceremony for the first of class took place in November 2008, with
vessel deliveries scheduled to run between November 2010 and November 2012, the first of class being outfitted currently at Damen Schelde Naval Shipbuilding’s shipyard in Vlissingen in the Netherlands. Vessels one and two in this series are being completed at Vlissingen using hulls built by Damen at its facility in Galati in Romania; construction of the second pair of vessels is being undertaken entirely at Damen Shipyard Galatz in Romania
Helo deck and hangar modified for NH90
In April, Damen Schelde Naval Shipbuilding completed work on modifications to the helicopter deck and hangar on the M class Frigate Leopold 1 (the former HMNLS Karel Doorman) and handed the vessel over to The Netherlands DefenceMaterial Organisation (DMO) who oversaw the project on behalf of the Belgian Navy. Leopold 1 berthed at Damen Schelde Naval Shipbuilding’s yard at
Vlissingen in July 2009 after which the programme of work on the vessel began immediately, the aim being to modify the helicopter deck and hangar on the vessel to enable it to operate the NH90 helicopter. In order to enable the vessel to do so the hangar was lengthened and a helicopter securing and traversing system installed. The helicopter deck was also lengthened, including all required adjustments to the flight deck arrangement (reallocation of existing helicopter grid, steelwork modifications for the installation of the rails in flight deck, new lightning and antenna arrangements), and a helicopter traversing control position was integrated into the vessel along with installation of a new, enlarged hangar door, an enlarged flight deck officer’s room and modifications to the helicopter auxiliary and damage control systems.
Warship Technology July/August 2010
being deployed worldwide but have a primary focus on undertaking presence missions and maritime security tasks in the territorial waters and EEZ of Te Netherlands, the Netherlands Antilles and Aruba. Conceived as flexible, long-endurance vessels equipped to perform a wide range of constabulary tasks, the design and general arrangement of the PS has been influenced by a number of top-level user requirements. Tese include good seakeeping, extended endurance, excellent situational awareness, low manning, and high levels of operability for aviation and boat operations. At the same time, the Netherlands Defence Material Organisation (DMO) and Royal Netherlands Navy have demanded that the Patrol Ship should offer good levels of comfort for its crew, and be compliant to appropriate MARPOL regulations. Also, the need to apply downwards pressure on cost has been intrinsic to all aspects of the design process. A mix of naval and commercial
standards have been adopted, with the PS design receiving the DNV notation 1A1 Naval Support (fire, evac) EO RP NAUT-Navy HELDK-SHF CRANE NV. Naval stability standards are applied, and ballistic protection and blast bulkheads will be fitted to improve survivability. A generic round bilge hullform previously developed for the M-frigate and the De Zeven Provincien class air defence and command frigate has been scaled and refined to suit the Patrol Ship. Te so-called ‘Enlarged Ship’ concept has been embodied, extending the hull forward so as to gain benefits of better seakeeping and improved vertical accelerations in the main operations areas, which are now positioned close to the centre of the ship’s length and thus experienced reduced ship motions. Te final hullform was also influenced by the weight and position of the integrated mast. Alternative bulbous bow and ‘Axe bow’ hullforms were examined; the
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