MV Tijuca is the first large car and truck carrier ordered by Wilh. Wilhelmsen (WW), to be operated by Wallenius WIlhelmsen Logistics (owned 50% by WW).
The vessel was delivered from Daewoo Shipbuilding & Marine Engineering in December 2008.
The vessel is designed for worldwide transportation of rolilng cargo (cars, high and heavy cargo and to some extent breakbulk cargoes).
The vessel is arranged with 13 decks for cargo, engine room aft, wheelhouse forward and living quarters in two tiers on the upper deck. The forward mooring deck is arranged on deck 7, the aft mooring deck on deck 8.
Heavy cargo units can be loaded on deck 1, 3, 5 and 8.
Deck 2, 4, 6, 7 and 9 are divided into liftable sections to accommodate a variable cargo mix efficiently. These deck panels are hoisted and lowered by two mobile deck lifters; one for deck 6 and 7 (in tandem) and one for the remaining liftable decks. Some deck panels are operated by electrical winches for improved flexibility and accessibility.
Cargo can be loaded and discharged over a wide and strong stern ramp or via the smaller side ramp. Deck 6 can be accessed directly via the side ramp, thus permitting two separate cargo flows during loading and discharging.
The cargo decks below main deck are served via fixed and hoistable ramps to allow simultaneous loading of deck 1-4.
The cargo decks above main deck are generally accessed via fixed ramps.
In addition to the fixed ramp system from deck 5 to deck 13, additional hoistable ramps provide flexible access to the aft part of the ship from deck 8 to 12.
The engine room installation meets the requirements for the class notation Unattended Machinery Room (UMS) which means that the main engine can be remotely operated from the bridge or engine control room.
The vessel is powered by one electronically controlled slow speed, two stroke main engine and propelled by a single fixed pitch (FP) propeller cast in Ni-Al-Bronze.
A green Passport, issued by Lloyds Register according to IMO’s Guidelines on Ship Recycling, 2003, lists all materials and substancesknown to be potentially hazardous.
The water ballast system is prepared for retrofit of a water ballast treatment system.
Biodegradable oil is used in all hydraulic systems and in the sterntube seal.
Engines with improved combustion process have resulted in very low NOX emissions from the main engine as well as the auxiliary engines, well below the current international requirements. Electronically controlled cylinder oil lubrication reduces the use of cylinder oil to a minimum.