Recent from talks
Reefer ship
Knowledge base stats:
Talk channels stats:
Members stats:
Reefer ship
A refrigerated cargo ship, also known as a reefer ship, is a refrigerated cargo ship typically used to transport perishable cargo, which require temperature-controlled handling, such as fruits, meat, vegetables, dairy products, and similar items.
Types of reefers: Reefer ships may be categorised into three types:
A major use of refrigerated cargo hold type ships was for the transportation of bananas and frozen meat, but most of these ships have been partly replaced by refrigerated containers that have a refrigeration system attached to the rear end of the container. While on a ship these containers are plugged into an electrical outlet (typically 440 VAC) that ties into the ship's power generation. Refrigerated container ships are not limited by the number of refrigeration containers they can carry, unlike other container ships which may be limited in their number of refrigeration outlets or have insufficient generator capacity. Each reefer container unit is typically designed with a stand-alone electrical circuit and has its own breaker switch that allows it to be connected and disconnected as required. In principle each individual unit could be repaired while the ship was still underway.
Refrigerated cargo is a key part of the income for some shipping companies. On multi-purpose ships, refrigerated containers are mostly carried above deck, as they have to be checked for proper operation. Also, a major part of the refrigeration system (such as a compressor) may fail, which would have to be replaced or unplugged quickly in the event of a fire. Modern container vessels stow the reefer containers in cellguides with adjacent inspection walkways that enable reefer containers to be carried in the holds as well as on the deck. Modern refrigerated container vessels are designed to incorporate a water-cooling system for containers stowed under deck. This does not replace the refrigeration system but facilitates cooling down of the external machinery. Containers stowed on the exposed upper deck are air-cooled, while those under deck are water-cooled. The water cooling design allows additional refrigerated containers under deck, as water can be used to dissipate the high amount of heat they generate. This system draws fresh water from the ship's water supply, which in turn transfers the heat through heat exchangers to the abundantly available sea water.
There are also refrigeration systems that have two compressors for very precise and low-temperature operations, such as transporting a container of blood to a war zone. Cargoes of shrimp, asparagus, caviar and blood are considered among the most expensive refrigerated items. Bananas, fruit and meat have historically been the main cargo of refrigerated ships.
In 1869, reefers were shipping beef carcasses frozen in a salt-ice mixture from Indianola, Texas, to New Orleans, Louisiana, to be served in hospitals, hotels, and restaurants. In 1874, shipping of frozen beef from America to London had already begun, which developed into an annual tonnage of around 10,000 short tons (8,900 long tons; 9,100 t). The insulated cargo space was cooled by ice, which was loaded on departure. The success of this method was limited by insulation, loading techniques, ice block size, distance and climate.
The first attempt to ship refrigerated meat across the Pacific was made when the Northam sailed from Australia to the UK in 1876. The refrigeration machinery broke down en route and the cargo was lost. In 1877, the French steamer Paraguay equipped with a Carré compression machine completed the first successful travel with its shipment of 5500 frozen muttons from Argentina arriving to France in excellent condition despite a collision that delayed the delivery for several months, thus proving the concept of refrigerated ships, if not the economics. In 1879, Strathleven, equipped with compression refrigeration, sailed successfully from Sydney to the UK with 40 tons of frozen beef and mutton as a small part of her cargo.
The clipper sailing ship Dunedin, owned by the New Zealand and Australian Land Company (NZALC), was refitted in 1881 with a Bell-Coleman compression refrigeration machine. This freezer unit worked by compressing air, then releasing it into the hold of the ship. The expanding air absorbed heat as it expanded, cooling the cargo in the hold. Burning three tons of coal a day in the steam engine that ran the compressor, it could lower the temperature of the hold by 40 °F (22 °C) compared to the surrounding air temperature, which froze the cargo in the temperate climate of southern New Zealand and then maintained it below freezing (32 °F, 0 °C) through the tropics. Dunedin's most visible sign of being an unusual ship was the funnel for the refrigeration plant placed between her fore and main masts (sometimes leading her to be mistaken for a steamship which had been common since the 1840s). In February 1882, Dunedin sailed from Port Chalmers, New Zealand, with 4,331 mutton, 598 lamb and 22 pig carcasses, 246 kegs of butter, and hare, pheasant, turkey, chicken and 2,226 sheep tongues. It arrived in London after sailing 98 days with its cargo still frozen. After meeting all costs, the NZALC company made a £4,700 profit from the voyage.
Hub AI
Reefer ship AI simulator
(@Reefer ship_simulator)
Reefer ship
A refrigerated cargo ship, also known as a reefer ship, is a refrigerated cargo ship typically used to transport perishable cargo, which require temperature-controlled handling, such as fruits, meat, vegetables, dairy products, and similar items.
Types of reefers: Reefer ships may be categorised into three types:
A major use of refrigerated cargo hold type ships was for the transportation of bananas and frozen meat, but most of these ships have been partly replaced by refrigerated containers that have a refrigeration system attached to the rear end of the container. While on a ship these containers are plugged into an electrical outlet (typically 440 VAC) that ties into the ship's power generation. Refrigerated container ships are not limited by the number of refrigeration containers they can carry, unlike other container ships which may be limited in their number of refrigeration outlets or have insufficient generator capacity. Each reefer container unit is typically designed with a stand-alone electrical circuit and has its own breaker switch that allows it to be connected and disconnected as required. In principle each individual unit could be repaired while the ship was still underway.
Refrigerated cargo is a key part of the income for some shipping companies. On multi-purpose ships, refrigerated containers are mostly carried above deck, as they have to be checked for proper operation. Also, a major part of the refrigeration system (such as a compressor) may fail, which would have to be replaced or unplugged quickly in the event of a fire. Modern container vessels stow the reefer containers in cellguides with adjacent inspection walkways that enable reefer containers to be carried in the holds as well as on the deck. Modern refrigerated container vessels are designed to incorporate a water-cooling system for containers stowed under deck. This does not replace the refrigeration system but facilitates cooling down of the external machinery. Containers stowed on the exposed upper deck are air-cooled, while those under deck are water-cooled. The water cooling design allows additional refrigerated containers under deck, as water can be used to dissipate the high amount of heat they generate. This system draws fresh water from the ship's water supply, which in turn transfers the heat through heat exchangers to the abundantly available sea water.
There are also refrigeration systems that have two compressors for very precise and low-temperature operations, such as transporting a container of blood to a war zone. Cargoes of shrimp, asparagus, caviar and blood are considered among the most expensive refrigerated items. Bananas, fruit and meat have historically been the main cargo of refrigerated ships.
In 1869, reefers were shipping beef carcasses frozen in a salt-ice mixture from Indianola, Texas, to New Orleans, Louisiana, to be served in hospitals, hotels, and restaurants. In 1874, shipping of frozen beef from America to London had already begun, which developed into an annual tonnage of around 10,000 short tons (8,900 long tons; 9,100 t). The insulated cargo space was cooled by ice, which was loaded on departure. The success of this method was limited by insulation, loading techniques, ice block size, distance and climate.
The first attempt to ship refrigerated meat across the Pacific was made when the Northam sailed from Australia to the UK in 1876. The refrigeration machinery broke down en route and the cargo was lost. In 1877, the French steamer Paraguay equipped with a Carré compression machine completed the first successful travel with its shipment of 5500 frozen muttons from Argentina arriving to France in excellent condition despite a collision that delayed the delivery for several months, thus proving the concept of refrigerated ships, if not the economics. In 1879, Strathleven, equipped with compression refrigeration, sailed successfully from Sydney to the UK with 40 tons of frozen beef and mutton as a small part of her cargo.
The clipper sailing ship Dunedin, owned by the New Zealand and Australian Land Company (NZALC), was refitted in 1881 with a Bell-Coleman compression refrigeration machine. This freezer unit worked by compressing air, then releasing it into the hold of the ship. The expanding air absorbed heat as it expanded, cooling the cargo in the hold. Burning three tons of coal a day in the steam engine that ran the compressor, it could lower the temperature of the hold by 40 °F (22 °C) compared to the surrounding air temperature, which froze the cargo in the temperate climate of southern New Zealand and then maintained it below freezing (32 °F, 0 °C) through the tropics. Dunedin's most visible sign of being an unusual ship was the funnel for the refrigeration plant placed between her fore and main masts (sometimes leading her to be mistaken for a steamship which had been common since the 1840s). In February 1882, Dunedin sailed from Port Chalmers, New Zealand, with 4,331 mutton, 598 lamb and 22 pig carcasses, 246 kegs of butter, and hare, pheasant, turkey, chicken and 2,226 sheep tongues. It arrived in London after sailing 98 days with its cargo still frozen. After meeting all costs, the NZALC company made a £4,700 profit from the voyage.
Recent media