Handling all

The first of a new series of heavy-lift multi-purpose containerships under construction in China has been delivered. The vessels, ordered by German-based Schoeller Holdings, are being built in Xiamen (8 + 4 options), Jinling (2), Dalian (6) and Shanghai (2) shipyards with deliveries over the next three years. All 18 ships are based on the same Superflex 1800 hull design, jointly developed by Schoeller and Columbia Shipmanagement, the Cyprus based ship management company. Nine of the newbuilding slots have been sold on to Rickmers Linie in Germany. It has kept the basic design and altered the hatch cover and deck crane details. While the Schoeller vessels will be fitted with two single 100t cranes and a twin 50t crane, the Rickmer?s vessels have two 320t cranes plus a pair of 45t cranes. Delivery of the first vessel in the series took place on October 27, 2001 at Xiamen Shipyard. The other 17 units in the so-called ?Cape D? class will follow at two-monthly intervals. The first vessel was christened Cape Darby. Cape Darby has an overall length of 192.9m, a beam of 27.8m and a scantling draught of 11.2m. It has five box shaped holds (9 hatches), a cargo capacity of about 34,600m3 and a deadweight of 30,000 on scantling draught. A single propeller, driven by a MAN B&W 7S60MC-C engine gives a service speed of 19.4 knots. The maximum continuous output (MCR) is 15,785kW at 105 rev/min enabling the vessel to have an operational radius of about 15,000nm. Manoeuvrability is enhanced through the installation of a Rolls-Royce Ulstein 900kW bow thruster. Design requirements Two major requirements in designing the Superflex 1800 series were the capability to stow many different cargo types together with having flexible shipboard cargo handling gear. The Cape Darby is designed to carry break-bulk cargo such as hot coils, zinc, lead/brass, slabs and other iron and non-iron products which are shipped in large quantities from Australian to Asian markets. Additionally, any drybulk cargo, project cargo or heavy lift and containers, as well as forest products can be carried in this highly adaptable multipurpose vessel. The loading capacity of 1,842 TEUs, with a homogeneous intake of 1,350 TEUs at 14t including reefer plugs for 150 refrigerated containers gives the ship a useful container carrying capacity. It is noteworthy that Cape Darby and her sisters have strengthened tank-tops of 22t per square meter which caters for virtually every requirement in today?s breakbulk liner trade. Hold tight All five holds are drop-stowed and can be fully utilised for palletised cargo. Hydraulic hinged folding hatch cover sets, each consisting of 2 + 2 panels port and starboard, will serve holds 2, 3, 4 and 5 while No.1 hold will consist of 1 + 1 panels. Hatch openings are 12.8 x 20.4m for hold No.1, 25.6 x 10.3m for Nos. 2, 3 and 4, and 12.8 x 10.3m for No. 5. All hatch covers are designed to accept container stack loadings of 70t for 20ft boxes and 85t for forty footers in up to five tiers. A tweendeck is created in Nos. 2, 3 and 4 holds by liftaway panels handled by the ship?s cranes, the full outfit comprising 48 panels. Hold No. 1 is fully cell-guided (20?) and suitable to take class 1-8 dangerous cargoes. Nos. 2, 3 and 4 are non-cellular fitted with removable pontoon tweendecks. The tank tops are strengthened for heavy cargo/grab discharge and dangerous cargoes class 2-8 can be carried in these holds. For sensitive cargo such as steel or paper, six independent de-humidifiers have been installed that can be monitored from the cargo office. Fire/smoke detectors and CO2 fire extinguishing system are installed in all holds and the engine room. Hold No. 5 is fully cell-guided for 40ft boxes and divided by a centre longitudinal bulkhead. All other hatches except for No. 1 also have longitudinal bulkheads. Additionally, 40ft cell-guides are fitted on the main deck between hatch No. 5 and the accommodation block. Reefer sockets (also monitored from the cargo office) are installed on deck allowing the carriage of 150 reefer containers. The cargo gear allows the vessel to handle most of the world?s heavy cargoes such as generators, locomotives and yachts without being dependent on shore facilities. The relatively low draft also allows the ship to call at secondary ports and, for this purpose, the vessel is equipped with special anti-heeling tanks. The increased demand for ?cargo ship cruises? has been taken into consideration with accommodation being provided for up to ten passengers in five well appointed and comfortable cabins. There is also a special recreation deck area provided. Cargo gear The cargo handling gear consists of two 100t cranes, at an outreach of 32m, capable of handling a combined weight of up to 200t for holds Nos. 2 & 3, and a twin 50t crane at an outreach of 27m. The twin crane and the aftermost single crane can provide a combined lifting capacity of 200t for hold No. 4. The lashing equipment conforms to OSHA requirements. Protection for the environment is provided for in the design by ensuring that no fuel or oil tanks are in direct contact with the outer shell/bottom. The management of this latest series of heavy lift/multi purpose cargo ships will be undertaken by Columbia Shipmanagement which has extensive experience in managing tonnage of this type. Initially the vessels will be chartered by Project Asia Service BV to be employed on their liner route between Australia and Asia. This service will operate on an 18 day frequency and offers a 12-15 day transit time between the key ports in Asia and Australia.