The Open-Top Containership Arrives
TheNorasia Fribourg is the first cell guide frames' bulkheads, which apen top" containership from lead the water off to the side of the lowaldswerke-Deutsche Werft AG ship. In spite of the shelters, HDW SDW) of Kiel, Germany — report- did not reduce the lavish pumping dly the first in all of Germany, and plant prescribed for the ship. There ne of the first in the world — and are drainage channels along the sides ; is also what HDW deems a sue- of the cargo holds. The bilge pumps' essful beginning for a new genera- capacity corresponds with the upper Ion of ships. According to the values of International Maritime ompany, the ship is based on ideas Organization (IMO) regulations. The t developed in the seventies, but pumps, equipped to handle 5.9 in. he difference between HDW's open (150 mm) of rainfall, were installed op ship and the few comparable in the engine room as well as in the hips built so far, says the com- foreship. The watertight subdivilany, lies in the various material sion of the ship complies with IMO lovelties: regulations as well. The first three The HDW lightweight shelter: holds are fitted with hatch covers, ffers protection from tropical rain- They will be used to carry dangerous torms and — combined with the cargoes. Two layers of containers Leckhouse tower's small area of can be carried lashed onto these vind pressure and the hatch covers.
vindbreaking front hood—reduces • Flexibility. With regard to stowvind drag, resulting in four per- age, HDW placed special emphasis ent less power consumption. on the ship's flexibility, which re- > The engine plant: fitted com- (Continued on page 32) )actly as far aft as possible to conorm to the consumption aftership.
The main engine juts into the skeg gondola, which forms the end of the iftership. This design offers a good lompromise between propeller inlux and the broad waterlines which ncreases stability.
» The one-man bridge: fitted out as i ship's operation center. Its equipment reportedly complies with the most modern technological stanlards and permits ship operation lay and night by one person. Tower and integrated stack arrangement jffer the greatest possible all-around view.
• Reduced loading and discharge :osts, optimum ratio of the number af containers to the propulsive power, optimized arrangement of the main engine with its low fuel requirements, and the ship's very good lines reportedly make the vessel one of the most economical of its size in the world.
Special Features of the HDW Open Top Containership Usually containerships have four to five layers of containers on the hatch covers. On an open top ship, hatch covers no longer need to be stored on land during loading and discharging and the containers no longer need to be lashed to the deck. The molded depth was increased and the cell guide frames for the containers were raised to the uppermost layer. Of the 11 container layers, eight are in the hold and three jut out topside.
HDW conducted extensive seakeeping tests with a model in order to counter possible dangers caused by breaking seas in heavy weather. In order to prevent water collecting in the holds during monsoons and to protect the containers from water, the ship was fitted with lightweight rain shelters, each covering one container bay, laid on the drainpipes on the upper edge of the portedly allows it to carry up to 47 percent of the containers as 20- footers. The Panamax breadth allows 11 containers in the hold and 13 over deck in the athwartships lattice. The gaps between the 13 containers stowed next to each other topside amount to only 1.8 in.
(45mm). Consequently there are Tshaped cell guides and, for easier container handling, insertion guides placed alternately high and low.
• Propulsion Package. HDW says the slow-speed, 2-stroke diesel Mitsubishi 7UEC 85 LSC engine plant driving a fixed-pitch propeller is economical, reliable and easy to maintain. The streamlined aftership and arrangement of the main engine in the hold area called for a very compact engine room, making optimum use of space. The engine has a nominal output of 27,290 kW (37,100 hp) with 102 min 1 rpm and a low specific fuel consumption of 165 g/kWh (121 h/hp).
The main principle of the generator's £fllllt0f(fl H B 1 I £ (T) AHEAD. (2) ZERO-SPEED. Full steering effect in this mode. (3) ASTERN.
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Definitely not astern in going ahead. I _ J_ Highly Specified. Hamilton Manufactured In New Zealand by CWF Hamilton and Co. Ltd, P.O. Box 709, Chrlstchurch, New Zealand, Ph: 64-3-348-4179, Fax: 64-3-348-6969. Worldwide Distributors — Italy, Spain, UK, USA, Canada, India, France, Germany, Holland, Australia, Finland, Hong Kong, Indonesia, Korea, Norway, Greece, Singapore, Sweden, Taiwan, Japan, Malaysia, Thailand, Denmark, Phillipines, Panama, South Africa. CWF OOS: Circle 215 on Reader Service Card design is flexibility with a minimum of maintenance. At sea the entire shipboard network, including 100 reefer containers, can be powered by thruster-controlled, shaft-driven generators (1,500 kW). The two diesel generators (1,450 kW each) can be added if needed. The two generators can provide the entire electrical requirements, including reefer containers — so the ship can be driven, depending on the number of reefers and the rate of speed, by either the shaft-driven generator alone or just by the generators. The diesel generators are set up to be run on heavy oil for continuous operation, or on diesel oil. Fully laden, the open top containership has a service speed of 22.5 knots with the main engine running at 90 percent MCR and 15 percent sea margin. In its trials, the Norasia Fribourg achieved a speed of 24.2 knots. The ship is also fitted with a Becker rudder and a 1,300 kW bowthruster to improve maneuverability.
• Automation and Electronics. The entire ship's operation is monitored and controlled by the ship's operating center. In addition, the engine plant can be operated from the ship's management center.
The Norasia Fribourg is fitted with HDWs integrated automation system, CAMAC (Centralized Alarm, Monitoring and Control). This system comprises, among other things, two master computers and four workscreens. The data is gathered decentrally by intelligent substations; in the event the master computers fail, these stations can operate the ship safely. The ship's log is compiled automatically, saving work and relieving the ship's personnel. For more information on Howaldswerke-Deutsche Werft,