SS Warimoo, Where are you?

Here is a wonderful sea story which appears to be more or less true. RMS Warrimoo was an Australian/New Zealand passenger ship, launched in 1892. The ship is best remembered for crossing the intersection of the international dateline and the equator at precisely the turn of the century from 1899 to 1900. Here is how the story is usually told:
The passenger steamer SS Warrimoo was quietly knifing its way through the waters of the mid-Pacific on its way from Vancouver to Australia. The navigator had just finished working out a star fix and brought the master, Captain John Phillips, the result. The Warrimoo’s position was latitude 0 degrees x 31 minutes north and longitude 179 degrees x 30 minutes west.
The date was 30 December 1899. Know what this means? First Mate Payton broke in, we’re only a few miles from the intersection of the Equator and the International Date Line.
Captain Phillips was prankish enough to take full advantage of the opportunity for achieving the navigational freak of a lifetime. He called his navigators to the bridge to check and double check the ship’s position. He changed course slightly so as to bear directly on his mark. Then he adjusted the engine speed. The calm weather and clear night worked in his favor. At midnight the Warrimoo lay on the Equator at exactly the point where it crossed the International Date Line!
The consequences of this bizarre position were many. The forward part of the ship was in the Southern Hemisphere and the middle of summer. The stern was in the Northern Hemisphere and in the middle of winter. The date in the aft part of the ship was 31 December 1899. Forward it was 1 January 1900.
This ship was therefore not only in two different days, two different months, two different seasons and two different years but in two different centuries-all at the same time.
This is a great sea story, but did it happen? It looks like it may have, or at least came close to happening.
According to the Company of Master Mariners of Australia website, Captain J (John) D. S. Phillips was Master of 3326 tons R.M.S. WARRIMOO of the Canadian – Australian Lines in at least 1899 and 1900; he is listed as Master when the (Sydney) Evening News of October 17, 1900, reported RMS WARRIMOO as arriving Sydney on October 16 1900 from Vancouver via Honolulu and Brisbane with 32 passengers on board (all named except 3 children, a maid and 3 steerage passengers). She was also reported at Brisbane on April 28 and July 23, 1900, but the Master was not named on those occasions.
So, it appears that RMS Warrimoo was in the right ocean at more or less about the right time.
The only aspect of the story that is odd is the initial date and coordinates given on most versions of the story, which is December 30, and roughly 30 minutes of latitude and longitude from the intersection of the equator and the dateline. That put the ship slightly over 40 nautical miles away from the critical crossing point.
Based on the fact that the position was taken based on a starsight, that would make the time in the early evening, the day before New Year’s Eve. So, with a speed of around 14.5 knots, the ship would arrive at the crossing almost a day early.
On the other hand, if the date was really the 31st and not the 30th, the ship would have arrived either on time or late, depending on how long it took the Mate to reduce his star sights and so on.
The other wrinkle is that even if everything happened exactly as described, the accuracy of celestial navigation using a sextant and a chronometer is at best a mile, and in practice is often two or three miles, so there is a good chance that the 347′ long ship was a few thousand feet off, all other things being equal.
Regardless of what literally occurred the story about the RMS Warrimoo on the equator and dateline on exactly midnight 1900 is a wonderful sea story, worth retelling.
Happy New Year to all, wherever you be on the briny globe.
Thanks to Alan Rice and Old Salt Blog for contributing to this post.

 

 

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Happy Thanksgiving!

 

 

Happy Holidays to all. My wife and I own an Auto body Repair Shop along with a few other business’s and just wanted to say that we are very blessed in many ways. We hope you and your families have a safe and enjoyable holiday this year!

 

 

 

Mayflower II replica of the ship video.

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Vandals Apprehended

A month after the WWI era submarine USS Ling was vandalized and flooded, two suspects have been apprehended related to at least some of the vandalism. The complaints filed against them by the Hackensack Police may, however, raise more questions than answers.

In mid August, vandals broke into the USS Ling, a Balao-class submarine, which has been a museum ship in the Hackensack River since 1973. The vandals stole four bronze plaques, valued at $10,000, which were dedicated to the sailors lost in the 52 United States submarines during World War II. The vandals also cut through locks to open hatches on the 312-foot long, 2,500-ton submarine, flooding the inner hull of the vessel.

Now the Hackensack Police have signed complaints against Jon Stevens and Laura Palmese, of Connecticut, for burglary and theft in connection with the submarine break-in. The police suggest that the pair parked at the Heritage Diner across from the submarine, swam the Hackensack River, and climbed aboard the USS Ling, where they allegedly stole a lantern and a Medical Corps lieutenant shoulder lapel.

According to the police, the submarine had already been flooded when the pair climbed aboard. Stevens and Palmese were not charged with the submarine’s flooding or the theft of the four memorial plaques.

NorthJersey.com reports that Stevens and Palmese were described as urban explorers, people who explore abandoned buildings and other places and sometimes catalog what they find by Hackensack Police Capt. Peter Busciglio. “They are part of some group that goes around looking at abandoned places.”

When Hackensack Police spoke to Stevens, he confessed to the break-in, Busciglio said.

The details of the arrests have raised questions. Leslie Altschuler, vice president of the Submarine Memorial Association, which maintains the Ling, commented, “I’m kind of surprised that anybody that swam out there is still alive. For anybody to have stolen anything after it was flooded they would have had to be swimming underwater inside the boat. It just doesn’t make sense to me.”

Busciglio said that additional charges for more people are forthcoming.

Thanks to Walter Scott for contributing to this post.

USS Ling

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HMS Queen Elizabeth Goes Out For Sea Trials

One Big Carrier HMS Queen Elizabeth

The UK Royal Navy’s newest Queen Elizabeth-class aircraft carrier, HMS Queen Elizabeth, is set to carry out jet trials using F-35B Lightning II fighter aircraft.

The 65,000t navy vessel has sailed from its home port of Portsmouth in the UK to travel to the US, where two ‘orange wired’ F-35B test aircraft will land on board the aircraft carrier for the first time.

As part of the F-35B flight trials, HMS Queen Elizabeth will embark the short take-off / vertical landing (STOVL) variants of the fast jet from the Integrated Test Force (ITF) based out of Naval Air Station Patuxent River in Maryland, US.

UK Defence Secretary Gavin Williamson said: “HMS Queen Elizabeth is a true statement of our national power, and the whole country can be proud to see this magnificent symbol of our engineering prowess and international ambition leaving port to sail onto the world stage.

“Three F-35B Lightning II developmental test pilots from the UK and one from the US will be assigned to conduct the test flights.”
“Her voyage to America not only shows her global reach, but strengthens our special relationship with the US forces who we have worked hand-in-hand with on this iconic programme.”

During the 11-week at-sea trial period, the two test aircraft are expected to carry out a total of 500 take-offs and landings. They will be supported by nearly 200 staff members, including pilots, engineers, maintainers and data analysts.

Using the specially equipped fighter jets and sensors on board the aircraft carrier, the initial or developmental trials will be conducted to assess the operating parameters of the aircraft and the vessel under a wide range of test conditions.

Three F-35B Lightning II developmental test pilots from the UK and one from the US will be assigned to conduct the test flights.

Furthermore, operational testing of the UK’s F-35B fighter jets is slated to be carried out on board the HMS Queen Elizabeth next year.

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China Hacks the Sea Dragon — Secret Plans of Anti-Ship Missile

The Washington Post has reported that Chinese government hackers have broken into the computers of a Navy contractor, stealing more than 600 GB of highly sensitive data related to undersea warfare — including secret plans to develop a supersonic anti-ship missile for use on U.S. submarines by 2020. The stolen data includes, “signals and sensor data, submarine radio room information relating to cryptographic systems, and the Navy submarine development unit’s electronic warfare library.”  The data also includes plans to the Sea Dragon.

What is the Sea Dragon? It is apparently some sort of top-secret supersonic submarine-launched anti-ship missile, (not to be confused with the Navy MH-53E Sea Dragon helicopter.) Beyond that, little is known publically. The Washington Post reports, that the Defense Department, citing classification levels, has released little information about Sea Dragon other than to say that it will introduce a “disruptive offensive capability” by “integrating an existing weapon system with an existing Navy platform.” The Pentagon has requested or used more than $300 million for the project since late 2015 and has said it plans to start underwater testing by September.

The data hacked with the Sea Dragon plans is also considered potentially damaging. The Drive reports: The loss of the Navy’s current electronic warfare library is especially troubling as that type of information is considered among the most sensitive data the Pentagon gathers and is critical to countering enemy defensive networks and allowing U.S. assets to survive in contested territory. This theft paired with information on sensor data that potentially collects that information is especially damning as the enemy can figure out not just what the Navy knows, but exactly how they have come to know it.

How could the Chinese get their hands on such sensitive information? They are said to have hacked the computers of a Navy contractor. The Chinese stole highly sensitive data from the contractor’s unclassified network, raising serious questions about how the Navy handles secret information.

This is not the first time that Chinese hackers have made off with secret information and plans. In the past they have stolen designs for the F-35 Joint Strike Fighter; the advanced Patriot PAC-3 missile system; the Army anti-ballistic missile system known as Terminal High Altitude Area Defense; and the Navy’s Littoral Combat Ships.

 

Courtesy of Old Salt Blog

My opinion is that they are as close to an enemy as you can get with out firing a shot. Problem is we are making them rich by buying their junk! Make America great again!

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Not Just the LCS — EPF, Expeditionary Fast Transport Ships Deficient, As Well

The Littoral Combat Ships (LCS) are not the only small new Navy ships with serious operating deficiencies. Recently, the Department of Defense Office of the Inspector General released a report on the shortcomings of a new class of fast, shallow draft, transport ship, the Expeditionary Fast Transport (EPF), ordered by the Navy. In addition to being over budget, the aluminum catamaran vessels are slower and have less range than designed. They also cannot transfer vessels at sea in waves much larger than a ripple. Also, the ships have cybersecurity flaws which could potentially allow hackers to disable or take control of the ship’s systems.
The Navy ordered 12 EPF ships from Austal USA, the shipyard which is also building the Independence Class LCS. So far eight of the EPF have been delivered with four more under construction. The EFT ships were inspired by the design of the two Hawaiian “Superferries.” The ferries were not a commercial success, getting embroiled in legal and environmental concerns. One of the ferries was taken over by the US Navy and is now operating as the USNS Guam, while the second ferry is operating in scheduled service between Portland, Maine and Yarmouth, Nova Scotia. The EPF ships are said to share 70 percent in common with the Hawaii Superferries, both built by Austal USA.
So, what problems do the ferries have? In 2014, the USNS Spearhead, the first of the EPF class, suffered serious bow damage when crossing the Atlantic. The broad flat underside of the aluminum catamaran hull cost over a half a million dollars to repair. The rest of the EPF ships were retrofitted with stronger bow structure at a cost ranging from $300,000 to $1.2 million a ship.
In the Commander, Operational Test and Evaluation Force (COMOPTEVFOR) report issued April 24, 2018, it is clear that there are other serious problems with the ships, as well. The EPF are designed to carry 1.2 million pounds, 600 short tons, of cargo a distance of 1,200 nautical miles at a speed of 35 knots. With that cargo load, however, the ships were found to be able to operate for 858 nautical miles at an average speed of 31 knots.
The ships were also supposed to be able to transfer vehicles at sea using a stern ramp in waves of up to 1.25 meters high. In operation, the ships could only do ship-to-ship transfers in waves of .3 meters.
And then there is cybersecurity. The report comments: Cybersecurity vulnerabilities could potentially lead
to hackers disabling or taking control of systems, preventing the EPF vessel from accomplishing its missions. According to a DoD Cybersecurity Instruction, if cybersecurity risk management is not adequately addressed during the initiation, development, and acquisition phases of the system development life cycle, these tasks will be undertaken later in the life cycle and will be more costly and time consuming to implement.
What is to be done? The report addresses that directly, saying, “Navy officials may have to spend additional money to achieve the required performance capabilities for EPF vessels that were already provided to the fleet and for future EPF vessels that are still in production.”
The $2 billion project is currently $77 million over budget, with apparently more red ink to come.
Thanks to Roberta Weisbrod for contributing to this post.

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The Models Are On!

Finally got 40 or so of the model line on the website. Take a look and see if they interest you! Great introductory pricing! We worked hard to get these magnificent models on the site for you to enjoy! Type in SAVE in the coupon box and get a discount for your purchase!

The New Line Of Models

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The Eagle Sales Again!

See the video for a time lapse video of the Baroque Eagle is a time-lapse video of the U.S. Coast Guard’s 81-year-old Barque Eagle departing the floating drydock, the ex-USS Oak Ridge, on February 27, 2018, at the Coast Guard Yard, Baltimore, Maryland.

The 295-foot Eagle went on dock in August of 2017, to complete the fourth and final phase of a service life extension project under the Coast Guard’s in-service vessel sustainment program. While in the drydock repairs to the mechanical and electrical systems were completed, was well inspections and structural repairs. The work should provide an additional decade of service life for the historic training vessel, and will allow America’s Tall Ship Eagle to train the Coast Guard’s future officers for years to come. Eagle will now return to the Coast Guard Academy for its summer ports of call.

USCGC Eagle (WIX-327), was built in 1936 as a German sail training ship originally named Horst Wessel. Following World War II, it was taken by the U.S. as war reparations. Eagle serves as a training cutter for future officers of the United States Coast Guard. She is the only active commissioned sailing vessel in U.S. military service.

We have a few different versions of the Eagle on our website for sale! Coast Guard Eagle

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Container Ship Loses Cargo Off Of The North Carolina Coast

 

Ship in port

Maersk Shanghai loses containers:
MV Maersk Shanghai. Photo: MarineTraffic.com/Marcin Kocoj
A 10,000 TEU containership lost about 70 containers overboard on Saturday night while about 17 miles off Oregon Inlet, North Carolina.

The U.S. Coast Guard is warning mariners of navigation hazards.

The 324-meter Maersk Shanghai contacted USCG watchstanders at Sector North Carolina’s command center via VHF-FM marine radio channel 16 on Saturday evening notifying them that they lost approximately 70 to 73 cargo containers due to high winds and heavy seas.

The ship is sailing from Norfolk, Virginia to Charleston, South Carolina, according to AIS data.

The incident comes as a powerful nor’easter slammed the East Coast over the weekend, producing hurricane force winds and significant wave heights up in excess of 40 feet in the western Atlantic.

Here is a wave analysis from Saturday night:

The Coast Guard urges all mariners to transit this area with caution.

The MV Maersk Shanghai has a nominal capacity of 10,081 TEU. It was built in 2016.

The ship trades on the 2M+H’s All Water 1 (AW1) route, connecting East Asia with the U.S. East Coast via the Suez Canal. 2M+H is a strategic cooperation between Maersk, Mediterranean Shipping Company (MSC) and Hyundai Merchant Marine.

Courtesy of G-Captain

As if the waters off North Carolina’s Outer Banks aren’t dangerous enough, this morning the US Coast Guard released an announcement that “70 stray cargo containers pose a threat to mariners off North Carolina.”
The Maersk Shanghai lost approximately 70 to 73 cargo containers due to high winds and heavy seas on Saturday. The over 10,000 TEU ship was the largest container ship to ever call on a Florida deep-water port on its first port call to South Florida, this summer.
The problem with shipping containers is that some do not sink, but can float mostly submerged for an extended period of time. They can be a real threat to small or moderate-sized vessels. There is solid evidence that the Irish sail-training ship Asgard II sank after hitting a floating container in 2010. Last year, Thomas Ruyant sailing in the Vendee Globe race, had his boat almost torn in half in a collision with what was believed to be a shipping container.
Estimates of how many containers go overboard vary widely. Estimates from the World Shipping Council (WSC) are based on reporting from shipping companies representing 80% of world container ship capacity. Of course, of the more than 100 million containers transported across the globe by ships, relatively few go over the side. Nevertheless, as volume increases the general trend in lost containers has been rising.
What makes the figures hard to analyze is what the WSC refers to as “catastrophic losses.” They define a catastrophic loss as any loss over 50 containers. Catastrophic incidents such as the loss of almost 4,300 containers in 2012 when the MOL Comfort broke apart in the Indian Ocean, or the 900 containers lost from the MV Rena in 2010, as well as the 520 containers lost from the Svendborg Maersk in 2014, the 391 containers lost on El Faro in 2015, or the 200 container lost from the MV Chitra in 2010, all tend to skew the average loss figures.
On the other hand, while the WSC refers to catastrophic losses as “rare,” they do tend to dominate the figures. Between 2010 and 2016, catastrophic losses equaled or exceeded other losses for every year except 2014. Given that the catastrophic losses dominated the losses for the last five out of six years, the terms “rare” should perhaps be reconsidered. The containers lost yesterday on the Maersk Shanghai would by WSC definition also be considered catastrophic.
So, how great a risk are floating shipping containers to mariners? Statistically, the chance of hitting a container at sea are very small. That being said, containers tend to float just above the surface and can do major damage to sailboat or fishing vessel. The odds of not hitting a container are definitely on your side, but sadly all it takes is one.

Courtesy of Old Salt Blog

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New Tug Delivered

A historic milestone in modern tug development was met (in February 2018) when Multratug 32, the first new CARROUSEL RAVE TUG (CRT) was delivered to its owner, Novatug B.V. of the Netherlands. Multraship B.V. of the Netherlands will be the operator of the new CRT. Multraship and Novatug both belong to the Muller Maritime Group, that has been active in all types of towing operations for over 100 years.

This novel design features the RAVE tug concept, jointly developed by Robert Allan Ltd. and Voith Turbo GmbH & Co. KG, featuring VSP drives arranged inline on the hull centreline, combined with Novatug’s patented Carrousel Towing System on the main deck. The CRT Carrousel towing system was developed by Novatug in cooperation with Multraship as the groups harbour towage operator. Novatug also cooperated with Machinefabriek Luyt B.V. to develop and manufacture the special winch that is part of its Carrousel Towing System.

This unique combination of propulsion and towing arrangements provides inherently safer towing and escort operations, with enhanced maneuverability for operations in confined waterways. It is also much more flexible in its ability to provide thrust at towline angles not practical with conventional ASD or tractor tugs. The CRT is designed to safely produce escort steering and braking forces approximately 50% greater than any other type of tug of similar size, and can do this at greater speeds with significantly reduced risk. An additional benefit is the ability to produce the required forces with less installed engine power, thus improving fuel economy and exhaust emissions.

The concept of the RAVE tug design is the result of 7 years of extensive collaboration and careful research between Robert Allan Ltd. and Voith. All predicted scenarios of the environmental conditions and operational manoeuvres of the RAVE tug were analyzed and checked during model tests, CFD analysis and in the Voith simulator with participation of experienced tug Masters.

The tug hull and other main steel components were fabricated and assembled by Theodor Buschmann GmbH in Hamburg. The assembly was then moved to Damen’s Maaskant Shipyards for final outfitting and completion.

Multraship and Novatug provided input from their unique experience gained from the development, construction, and safe and successful operation of the first ever Carrousel tug – Multratug 12.

All this experience was summarized and implemented into the new advanced Carrousel System installed on the Multratug 32.

The CRT uses its lateral hull resistance and related hydrodynamic forces to create the maximum required steering and braking forces. The propulsion system is primarily used to control the tug’s heading, position and speed.

It is the tug’s relative heading that determines its effectiveness through the water and thus the magnitude of the towline force. At speed, significant hydrodynamic forces can be generated by simply applying minimal thrust sufficient to change the tug orientation to the escorted vessel. The capability and maneuvering performance of this unique tug lead to significant fuel savings during operations and offers increased controllability, higher safe assistance speed in harbour or port and reduced time necessary for assistance.

The combined effort has resulted in the design, construction and delivery of the first CARROUSEL RAVE TUG, a vessel offering exceptional and very unique capabilities. This compact, 32 m tug, under 500 GT, can generate and safely apply forces during ship assist and escort operations up to 1.5 times more than any other type of similar sized tugs.

The tug demonstrates exceptional manoeuvrability; it can move in any direction with a reaction time of a few seconds and can generate maximum thrust through 360 degrees. It can work in confined spaces such as locks and narrow canals where other types of tugs simply cannot be effective due to water circulation effects.

The new CRT has all the necessary attributes of a standard tug such as sufficient and comfortable accommodation, large engine room convenient for service, and sufficient capacities of consumables. The wheelhouse has 360-degree visibility and a unique console arrangement for 360-degree operation. The tug is designed with all necessary safety measures that can protect tug and crew against damage from grounding, collision, flooding and fire.

The first trials showed that the tug is fully controllable, fast, powerful and has fully fulfilled the designer’s and Owners expectations. The CARROUSEL RAVE TUG can be considered a fully proven, state of the art ship-handling tug and definitely not just another experiment. Multratug 32 represents an extremely effective new tool for safer and more efficient ship assistance and escort.

For more information about this new CARROUSEL RAVE TUG, or on any other high-performance vessel designs developed by Robert Allan Ltd., please contact us at design@ral.ca.

Story courtesy of G-Captain

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