Polar Honduras
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The Polar Honduras was a refrigerated ship delivered in 1979 by the Flender shipyard in Lübeck , which was commissioned by the Hamburg-South American steamship company Eggert & Amsinck. The sister ship Polar Costa Rica with largely the same data was delivered by the Flender shipyard in the same year.
history
The Polar Honduras was built for the Hamburg-South American Steamship Company Eggert & Amsinck in Hamburg, tested in the Baltic Sea from December 14th to 16th, 1978 and then handed over to the shipping company. She had a cold storage capacity of 524,161 ft³ and was used in various routes in the fruit and deep-freeze shipping.
In 1984 she was in Edinburgh renamed, was called off in January 1989 Caspian Universal , from December 1984 Caspian and from September 2005. Polar Honduras . From 2005 she drove as Crystal Orchid and was put on the beach in Alang for scrapping on August 22, 2009 .
Ship description
The floor construction and the 1st deck of the Polar Honduras were designed according to the longitudinal frame system and the outer skin and intermediate decks according to the transverse frame system. The outer skin, intermediate decks and transverse bulkheads were insulated with mineral wool. The bridge house was amidships and six watertight transverse bulkheads divided the ship into forepeak , hold 1 and 2, engine room , hold 3 and 4 and aft peak . The ship had four hatches and four decks . The load-bearing capacity was 10,875 dwt.
The ship was set up for the transport of pallets and had 4,700 m² of pallet space in the holds. Four 2 × 2 m side ports were available on the port and starboard sides for cargo handling. The loading gear consisted of conventional loading booms with a lifting capacity of 5 t.
Drive and power supply
The fixed propeller with four blades was driven by a reversible, low-speed two-stroke engine of the type MAN K 7 SZ 78 155 A with an output of 11,900 kW at 122 rpm. The engine could also be driven from the bridge via an automatic remote control. At a speed of 19 knots , the daily fuel consumption was 41.5 t of heavy fuel oil.
Two MaK diesel generators of type 8 M 331 SK32 with 1,000 kW at 720 rpm and two MaK diesel generators of type 6 M 331 SK32 with 755 kW at 720 rpm were installed to generate electricity . A KHD diesel engine of the type F 6 L 412 R with 83 kW was installed as an emergency power unit.
Cooling water systems
Sea water and fresh water systems were available for cooling. The sea cooling water system was used to cool the fresh water circuits of the main engine, the diesel generators, the air compressors and the cargo cooling system. Two main sea cooling water pumps with 1050 m³ / h and 2.5 bar nominal pressure were installed for this. A total of four fresh cooling water circuits, a low temperature system, a cooling water system for cylinder, cover, piston and exhaust gas turbocharger cooling, a system for piston cooling and a system for nozzle cooling were used for engine cooling. Centrifugal pumps were used as cooling water pumps. The re-cooling with sea water took place in plate coolers.
Steam generation
In port and district operations, steam was generated with an oil-fired auxiliary boiler from Aalborg, which was designed as a water tube boiler with a nominal output of 1500 kg / h at 8 bar. An Aalborg smoke tube boiler with 1800 kg / h at 7 bar for 90% of the main engine's rated output was used as the exhaust gas boiler . 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.
Steering gear
A plunger rudder machine with four cylinders of the Hatlapa Teleram R 4 V 420 type with a rudder shaft torque of 40 t was installed as the rudder system. It was operated from the bridge via a route or time control. There was also an automatic control device. The rudder angle was displayed on the bridge in the engine control console, in each wing of the bridge , in the bridge console and on the bridge deck.
Cargo cooling system
The ship was divided into eight cooling zones. Each cooling zone went over two decks and could run at a different temperature. She had her own independent cargo cooling system for this, which were located in the front and rear deckhouses . Each charge cooling system consisted of two to four screw compressors, the seawater-cooled condensers for liquefying the refrigerant and the evaporators for air cooling. The screw compressors were driven by electric motors with an output of 38 and 41 kW via V-belts. The number of compressors was matched to the size of the cooling zone. The evaporators for cooling the air were equipped with electric heating rods that were switched on and off depending on the time for defrosting.
The air cooling worked according to the Robson principle, with the air routing from bottom to top, i.e. the fans in the evaporator rooms sucked the air out of the top of the cargo area and pushed the air through the evaporator, in which the cargo heat was given off to the evaporating refrigerant. The gratings of each hold were divided into three zones. The first zone received the cooling air flowing under the Grätingen in the longitudinal direction of the ship directly from the air cooler room. The second and third zones were supplied via two lateral channels on the port and starboard sides. The cooling air flowed from both sides of the ship towards the center of the ship and through holes in the grating through the cooling cargo vertically upwards.
Axial fans with adjustable blades were used as cargo space fans . With the wing adjustment, the corresponding air exchange rates were set between 25 and 83 times the air exchange in relation to the empty cargo space. Depending on the measured CO 2 content, up to three times more fresh air could be supplied for breathing fruit loads. For this purpose, there were corresponding flaps in the air cooler rooms on the suction side. There was a pressure channel on the pressure side of the fan and the desired amount of fresh air could be set with a control flap. The CO 2 measurement was carried out in the engine control room.
Security systems
The fire extinguishing system consisted of two electrically driven centrifugal pumps with a volume flow of 80 m³ / h each at a nominal pressure of 7 bar. The emergency fire extinguishing pump, which was electrically driven via the emergency switchboard when the electrical power supply failed , had a volume flow of 40 m³ / h at a nominal pressure of 7 bar. A CO 2 fire extinguishing system was also installed for the engine room, workshops, storage rooms and engine control room as well as the cargo holds. In case of emergency, the ship had two lifeboats for 40 people.
Others
The 30-person crew was accommodated in air-conditioned single chambers, each equipped with a shower room and refrigerator. The ship was equipped with two combined anchor and automatic mooring winches, which could also drive a capstan head via a gearbox. The ship was also equipped with a stern anchor for the Great Lakes cruise. At the bridge house there was a crane with a capacity of 5 t to take over provisions and machine parts.
literature
- NN: Polar Honduras , Hansa No. 8, 1979, page 617 ff, Hansaverlag Hamburg
- Karl-Heinz Hochhaus: Deutsche Kühlschiffahrt (1902–1995) , Hauschild Verlag, Bremen, 1996