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www.sname.org/sname/mt April 2013 Watertight integrity. e vessel has a two-compartment damage stability and can have a bottom damage of 50% water- line length from the bow. In the wheelhouse, a watertight electronic space is provided by a totally closed dashboard. e forepeak bulkhead is placed more aft and the forepeak itself is horizontally divided into two compartments. Ventilation open- ings are reduced to one air intake per engine room and one intake and one outlet for the whole accommodation. Ergonomics e ergonomic layout is of course an important aspect of the design. e process of developing an optimized layout was guided by Fysergo. e primary focus was on the tasks each person has to perform. As a result, the front row has three posi- tions, with the helmsman on the centerline. e helmsman is placed farther forward than his neighbors in order to mini- mize possible distraction by other crew and displays. All the displays are multifunctional, and can be programmed to pro- vide only the information needed to fulll particular tasks. e displays are operated with touch screens, minimizing required space and providing full control over the vessel as well as exchangeable positions. e seats are Ullman Biscaya jockey type seats. Positions and heights are determined for a wide range of people, exclud- ing only the smallest 5% and the tallest 2.5% in length. To prevent injuries, the crew has a free movement of 45 degrees sideways without hitting objects. A seat belt will keep them in place, even during a roll over. An integrated platform management system incorporates all navigation, communication, and optical systems on the ves- sel, integrating them into a sim ple to use application available from multiple workstations. e design is based on the latest technology available, using as much commercially o the shelf equipment as possible. e Servowatch software, WINMON, is the heart of the proposed system, oering true multifunctional capabilities and a multi-redundant platform to the crew. The system has been designed to have no single point of failure, duality of key operational sensors, and complete adaptability to changing conditions. e design employs indus -try-standard hardware and software and an open-architecture approach to enable the system to handle new equipment and applications with minimal modications. Navigation data is col- lected through versatile acquisition units that enable any mix of discreet sensors and serial interfaces. All data is processed locally and distributed on multiple redundant networks for sys- tem integrity. With each workstation running all application software, it is possible to transfer access and control of applica- tions to any workstation on the vessel. Production and sea trials In December 2012, Damen Shipyards started production of the rst 1816. e aluminium hull is built in Poland and will be transferred to the shipyard in Gorinchem in the Netherlands for outtting. e composite wheelhouse will be made by North- line in the Netherlands. e launch of the vessel is scheduled in October 2013, ready for trials in the rough conditions in the North Sea during autumn storms in November and December. e rst vessel will be tested as a prototype for a year, and the KNRM and Damen Shipyards will then promote the new vessel to those who can benet from its superior seakeeping and performance. MTJohn Nieboer is senior design and proposal engineer at Damen Shipyards in the Netherlands. Results of measuring the vertical acceleration in head seas of the AV class and the Project 1816 models at TU-Delft. Project 1816 model in following seas at MARIN test facility.