Cap class (1990)
The Cap Finisterre in Hamburg
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The Hamburg-Süd container ships of the Cap class were built in 1990/91 at the Flender works for the South America service. They were the last Hamburg Süd ships to be equipped with Porthole refrigerated container technology.
Construction at the Lübeck Flender works
The full container ships with a high refrigerated container capacity are also known as refrigerated container ships. They were developed on the basis of the Flender 2000 type and are measured at a length of 200 m, width of 32.2 m, draft of 12 m and a side height of 18.8 m with around 30,000 GRT. The ships have a load capacity of 33,200 tdw and container spaces for 2,000 TEU or 1,855 TEU with a weight of 14 t / TEU. The number of refrigerated container connections was 650 TEU. There were mostly parking spaces for porthole refrigerated containers below deck, which were connected to ship-mounted cooling rods. The five holds are closed with 26 hatch covers and, apart from hatches 1 and 2, are reached by the two ASEA Hägglunds cranes.
The ships were classified by Germanischer Lloyd and have an ice class . A large number of points from the Ship of the Future program were implemented during construction , including the optimization of the hydrodynamic shape of the lower and surface hulls and the propeller, the shape and function of the deckhouse , various innovations in deck and engine operation or the equipment with a free-fall lifeboat .
Replicas in Brazil
This class was formed from three ( Cap Trafalgar , Cap Polonio and Cap Finisterre ) or five ships, because at the Brazilian shipyard Companhia Comercio e Navegacao Estaleiro Maua in Niterói , two identical ships were built as replicas in 1994 and 1995 ( Alianca Brasil , Alianca Europa ) . The Cap Finisterre received an additional superstructure deck and serves as a training ship. The main engine was a low-speed Sulzer diesel engine of type 6RTA 76, built by H. Cegielski - Poznań . It developed 16,200 kW, drove a controllable pitch propeller and gave the ship a speed of 18.5 knots. In addition, a shaft generator was driven by the main engine via a gearbox. The ship was equipped for automatic ship engine operation, so the engine room was left unmanned at night.
The Cap ships were sailed with a crew of 18 to 21 people, including mostly two to four trainees or interns. On the Cap Finisterre as a training ship, there were more people on board.
Monte class replaces the Cap class
The ships needed around seven weeks for a round trip, and from 2004 they were replaced by the much larger 5,000 TEU container ships of the Monte class . In contrast to the Cap ships, however, these have no spaces for porthole containers, but only spaces for integral refrigerated containers . The lead ship of the class was scrapped in March 2010.
The ships
Cap class | ||||
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Surname | Build number | IMO number | Keel laying, launching, delivery |
Renaming and whereabouts |
Cap Trafalgar | 8710950 | - - 1990 |
CGM Pasteur → CMA CGM Pasteur → Cap Trafalgar → scrapped in 2010 | |
Cap Polonio | 8710962 | - - 1990 |
Polonio (2013) → scrapped in 2013 | |
Cap Finisterre | 8710986 | - - 1991 |
Finisterre (2013) → 2014 demolition in Alang | |
Alianca Brasil | 9000730 | - - 1994 |
2014 demolished in Aliaga | |
Aliacana Europe | 9000742 | - - 1995 |
MSC Jenny (2015) → in motion |
See also
literature
- Container cargo ship "Cap Trafalgar" . In: Hansa . Vol. 127, No. 5/6 , March 1990, pp. 263-269 .
- Linde, H .: For the transport of refrigerated cargo in containers on board ships, Hansa No. 24/1971
- Hochhaus, K.-H .: Working group refrigerated container shipping; Schiff und Hafen (49) 1997, issue 2, pp. 52-54
- Hochhaus, K.-H .: Application of refrigeration on ships; in textbook of refrigeration technology, volume 2, CF Müller, Heidelberg, 1997
- Wild, Y., Hochhaus, K.-H .: Refrigerated container shipping with porthole and CA refrigerated containers; Conference proceedings “Sea transport of refrigerated goods” TUHH-STG 1997
- Hochhaus, K.-H .: Developments in refrigerated container shipping; Schiff und Hafen (51) 1999, issue 10, pp. 10-17