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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Tampa Florida Gasparilla Festival

My wife and I spent 18 years or so in the area around Tampa Bay. Had a lot of fun on the beaches but man was it hot in the summer! We always heard about the Gasparrilla festival and around there it was a big deal! I found an interesting story about it and you can read below:

Last weekend in Tampa, FL was the annual Gasparilla Pirate Festival. The festival has been a yearly event for the better part of a century. It celebrates the life and times of the “Last Buccaneer,” the pirate Jose Gaspar, also known as Gasparilla, a Spanish Admiral turned brigand who seized over 400 ships between 1789 and 1821. His treasure, none of which has ever been found, is said to be buried all along the Gulf Coast.
Gasparilla’s exploits are legendary. Perhaps, mythological might be an even better description, as there is no evidence that Jose Gaspar ever existed.
While Jose Gaspar has been presented as a historical figure in one or two books, there are no records, artifacts or anything else which might suggest he really existed. He first appears in writing in a brochure to promote a railroad line and a resort hotel in Charlotte Harbor, FL in 1900, near where Gaspar was alleged to have had his pirate base on Gasparilla Island.
If there is no evidence that Jose Gaspe existed, where did the story come from? The answer is probably John Gomez, also known as Juan Gomez, and Panther Key John, Old John, or simply as Panther John. Panther John was definitely real. He was a fisherman, a hunting and fishing guide, a pilot, a sometime filibuster and blockade runner.
Panther John lived on Panther Key at the northern end of Florida’s Thousand Islands. He lived by hunting and fishing and earned a reputation as a skilled boat handler who knew his way around the labyrinthian island chain that is Florida’s Thousand Islands. He was often in demand as a local guide.
No one knows where or when he was born, although John provided many dates and locations to choose from. In the 1870 United States Census, he is listed as having been born in 1828. However, during the 1880 US census, Gómez claimed to have been born in France in 1785. In 1885, he told state census takers that he had been born in Corsica and when asked for the 1900 US Census, he claimed to have been born in Portugal in 1776. Meanwhile, various contemporary letters and news articles report that Gómez claimed at different times to have been born in 1778, 1781 or 1795 in either Honduras, Portugal, or Mauritius. Shortly before his death by drowning in 1900, he claimed to be 123 years old.
In 1894, he was described by a local newspaper as “short, heavy set, and had a beard of heavy curly hair, which had been black but was then silvered all over. He had large, dark eyes, and bore marks of having been a handsome man.”
Panther John was also a teller of tales. He claimed to have fought in the Seminole Wars, to have filibustered in Cuba and sailed as a blockade runner into Tampa during the Civil War. His most interesting tale, however, was how he was the last surviving pirate to have sailed with Gasparilla.
Panther John told the stories about his adventures while acting as a fishing and hunting guide. Various versions of his exploits were ultimately recorded in letters or later appeared in occasional newspaper articles of his day. Interestingly enough, no mention of Gaspar even made it into print in his lifetime. The first recorded reference was in the brochure for a resort hotel, shortly after his death.
After Panther John died in 1900, the legend of Jose Gaspar only grew. Panther John was said to be Gaspar’s cabin-boy or his chief mate. One version said that John was Gaspar’s brother-in-law.
In 1904, Ye Mystic Krewe of Gasparilla, the Tampa organization which sponsors the annual Gasparilla parade, was founded. In 1936, they commissioned a Tampa Tribune editor, Edwin D. Lambright, to write an authorized history of the pirate Gasparilla. His account was presented as factual, based on Gaspar’s diary, which was subsequently lost.
In 2004, they republished Lambright’s account with the notation:
“Whether Gasparilla, the pirate, actually existed or not is a moot point. The legend exists, and that’s what matters. The story of Gasparilla and his pirates has lent a certain flair of mystery and adventure to Florida’s West Coast since the late 1800s. And on that legend, Ye Mystic Krewe of Gasparilla was founded 100 years ago.

Courtesy of “Old Salt Blog”

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Magnificent Model Ship On Our Website

Part of the collection we acquired and man is this USS Missouri detailed to the hilt! Guns on deck, rocket launchers, detailed bridge and down to the tiniest gun barrels I have ever seen! I was told this model had a retail price of over $2,500! Sale Price  $799.00 USS Missouri Link

It’s crated and ready to ship from our shop in Marshville North Carolina!

Have a great day we are working on four more for sale soon!

Check out our E-Bay page for many more kits and finished models!

Bob Winfrey “The Ship Model Man” “Military Models

 

 

Here a couple of aircraft we recently custom built for Christmas. Came out great! You can inquire about a custom model on the link above for military models or hit me up here. We can do clear canopies, LED lighting, wall mounts, landing gear and Plane Models full scale if you like. A lot cheaper than the real thing!

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Good Or Bad Freight Is Moving In

The Port of Los Angeles moved 924,225 Twenty-Foot Equivalent Units (TEUs) in November, the most containerized monthly cargo the Port has processed during its 110-year history, the port said on Friday.

The previous record of 877,564 TEUs was set in November 2016.

Eleven months through 2017, volumes are up 6.3 percent compared to last year’s record-breaking 8.8 million TEUs. With the uptick, the Port of Los Angeles is on track to be the first Western Hemisphere port to exceed 9 million TEUs in a calendar year.

“Four vessels calling in Los Angeles each discharged and loaded more than 23,000 TEUs in November, all close to October’s 24,308 TEU record set last month in Los Angeles,” said Port of Los Angeles Executive Director Gene Seroka. “We’re proud to be partnering with our labor and supply-chain stakeholders to move these record-breaking cargo levels with efficiency, productivity and extraordinary customer service.”

In November, loaded imports increased 6.1 percent to 463,690 TEUs compared to November 2016. Loaded exports increased .3 percent to 177,913 TEUs. Those figures, coupled with a 7.4 percent increase in empty container traffic, delivered overall volumes of 924,225 TEUs, an increase of 5.3 percent compared to last November.

Through November 2017, cargo volumes are 8,563,982 TEUs, an increase of 6.3 percent compared to the same period in 2016.

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Old Wreck Found In Lake Huron

 

 

On November 25, 1881, the steamer Jane Miller sank in the Georgian Bay off Lake Huron with the loss of 28 passengers and crew. This summer, American shipwreck hunters Jared Daniels, Jerry Eliason and Ken Merryman, located the wreck in Colpoys Bay, an inlet of Georgian Bay leading to Wiarton on the east side of the Bruce Peninsula north of Owen Sound. They delayed the announcement until the November anniversary of the sinking.

The 24-meter ship is remarkably intact and with its mast rising within 23 meters of the surface. The shipwreck hunters also reported spotting what could be the remains of bodies. The Jane Miller was launched in 1879 on Manitoulin Island and ran between Collingwood and Manitoulin with stops along the way, taking on passengers, farm goods, and other freight.

Marine historian Scott Cameron describes the steamer as rather cranky — short and stumpy with a high profile and shallow draft that made it roll heavily in stormy seas and made it difficult to handle.

Great Video Video Of The Wreck

Thanks Old Salt Blog for the story

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