Columbus Louisiana class
Columbus Canada (IMO 7800162) in Hamburg
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The Columbus Louisiana class was a class of reefer container ships operated by the Hamburg shipping company Hamburg Süd. The class was a constructive further development of the three-series Columbus Victoria class delivered by AG Weser in 1977 , which was equipped with a gantry crane. The first two ships of the class, the Columbus-Louisiana and Columbus Canterbury, are identical in construction. The third ship, the Columbus Queensland is 16.2 m longer and therefore has some different data.
history
The ships were contracted in January 1978 with AG "Weser" -Seebeckwerft. The Columbus Louisiana (hull number 1023) was built in 1987 and the Columbus Canterbury (hull number 1024) was lengthened by the shipyard in 1985 by a 40 'hold and then had the same dimensions as the Columbus Queensland , although different in the literature regarding Lpp and Loa Information is in circulation.
Ship description
The deckhouse for the living and utility rooms as well as the machinery were located at the rear, the long forecastle extended beyond cargo hold 1. With a width of 28 m, eleven containers could be stowed side by side on deck . 3400 t of ballast water in the double bottom and side tanks ensured adequate trim and stability during travel and loading . Towing tests were carried out at the Hamburgische Schiffbau-Versuchsanstalt to optimize the drag and propulsion conditions.
The ships were designed and built as refrigerated container ships for porthole containers below deck (20-foot containers) in holds 2, 3, 4, 6 and 7 according to the CON-AIR system by Grünzweig & Hartmann. A total of 596 refrigerated containers could be loaded. Excessive hatch coamings made it possible to stow 7 layers of 8'6 "high ISO containers in fixed cell frames. Rooms 1 and 5 were intended for dry containers.
shipbuilding
The construction was based on the AG-Weser porch and included a continuous hatch shell and lateral torsion boxes, which served as operating corridors and engine rooms for the refrigeration machines to supply the porthole refrigerated containers. The outer skin was built according to the longitudinal frame system and the upper belt was made of high-strength steel. In the middle of the ship, a continuous pipe tunnel was arranged in the double floor for the bilge and ballast lines. The crane runway for the portal crane, which was used for handling containers, was arranged at the height of the hatch coaming. Watertight steel pontoon lids, designed for 60 t per 20-foot container stack and for 70 t per 40-foot container stack, were used to cover the hatches.
Officer's mess at Columbus Canterbury
Working on the main engine of the Columbus Canterbury
Bushings of the main engine of the Columbus Canterbury
Columbus Canterbury gantry crane
Drive and control
According to the MC AUT 24/24 class, the machine system was designed for unattended operation, i.e. H. for "operation with unoccupied machine room". It means that on board a seagoing ship, the engine watch must always be gone, but not necessarily in the engine room, but also in the engine control room (MKR).
A slow-running two-stroke Sulzer 6 RND 76 M engine with 10,950 kW rated power at 122 rpm served as the drive . Charging took place with two exhaust gas turbochargers and in the lower partial load operation the engine was supplied by an electrically driven auxiliary fan with 49 kW drive power. The drive motor could be steplessly driven by the AEG automatic drive system GEAMOT with the bridge telegraph, also from the machine control room and directly on the motor in emergency mode. The main engine was started with compressed air and drove a four-bladed propeller that was attached to the shaft cone with an SKF pressure oil bandage. The compressed air was conveyed by two water-cooled starting air compressors with a volume flow of 230 m³ / h each at a final pressure of 30 bar, which was stored in two air bottles with a capacity of 8,000 l. In addition, an air-cooled leakage air compressor with 143 m³ / h at 30 bar final pressure was available.
A streamlined semi-suspension balancing rudder was used to control it, which was supplied by an electro-hydraulic steering system with two independent pump sets. Behind the forepeak, a Lips bow thruster with an output of 735 kW and a propeller diameter of 2.3 m was installed, which developed a thrust of 12.7 t.
Steam generation
In port and area operations, steam was generated with an oil-fired auxiliary boiler from the shipyard's own construction and manufacture, which served as a steam collector in sea operations. Auxiliary and exhaust gas boilers had a nominal output of 2000 kg / h at 8 bar. The steam was required to preheat the lubricating oil and heavy oil during cleaning in the separators . In addition, the steam was used for bunker heating, for final preheating of heavy oil and for hot water preparation and room heating.
Electrical system
For power generation were two MaK - diesel generators of the type 6 M 332 AK 920 kW at 720 / min (generator power 1081 kVA at 450 V), and two MaK diesel generators of the type 8 M 332 AK 1250 kW at 720 / min (generator power 1470 kVA at 450 V) installed. A KHD diesel engine of the type F 6 L 912 R with an output of 47 kW was installed as an emergency power generator .
Cargo cooling system
The cargo cooling system consisted of the R22 refrigerant compressors and condensers arranged decentrally in the side aisles , of the cooling rods (CON-AIR system) with the evaporators in the cargo holds and the porthole containers connected to them with movable couplings.
Establishment and equipment
The crew was accommodated in air-conditioned individual chambers, each equipped with a shower room and refrigerator. The crew mess for 30 people was on the first deck, the officers mess for 28 people and the saloon with bar were on the second superstructure deck. In the salon there was a connecting door to an arbor with an adjacent swimming pool.
In the forecastle, the ship was equipped with two electric anchor winches, each with a chain sprocket and a 10 t mooring winch. Two 10 t mooring winches with capstan heads were set up on the stern.
An electro-hydraulic crane with a capacity of 5 t and a radius of 18 m was available in the aft ship to take over provisions and machine parts.
Columbus Canterbury emergency diesel
Refrigeration systems in the torsion boxes of the Columbus Canterbury
Reserve propeller on the aft deck of the Columbus Canterbury
Columbus Canterbury rowing machine
The ships
| Ship name | Build number | IMO number | Launched delivery |
Client | Later names and whereabouts |
|---|---|---|---|---|---|
| Columbus Louisiana | 1023 | Nov. 2, 1978 / 2Apr. 1979 | Hamburg South, Hamburg | 1991 Oregon Star, 1994 Columbus Victoria, 2000 sale to Ofer Brothers, Limassol, 2007 demolition | |
| Columbus Canterbury | 1024 | 7800162 | February 24, 1979 / July 2, 1979 | Hamburg South, Hamburg | Columbus Canterbury until 1983, until 1986 Monte Sarmiento , until 1994 CMB Memling , until 2004 Columbus Canada , until 2006 Cap Brett , on Chittagong November 14, 2006, demolition |
| Columbus Queensland | 1025 | 7800174 | June 28, 1979 / December 6, 1979 | Hamburg South, Hamburg | 2000 sale to Ofer Brothers, Limassol, 2003 City of Istanbul, 2005 Cap York, 2006 demolition |
literature
- Three reefer container ships from the Seebeck shipyard for Hamburg-Süd. In: Hansa 116th year 1979, p. 1195 ff.
