This is a set of Hulett ore unloaders in Cleveland in the late 1980’s and early 1990’s shortly before they were finally retired. You can readily see how the Victorian imagination could lend itself to monstrous walking engines, given the huge mechanical marvels to be seen working along the dockside.
H/T to Robert Netzlof for the link.
H/T to Eric Kirkland, who noted:
Please note the compulsory requisites for ‘proper’ canal cruising:
1) The flat cap
2) The grey beard
3) The mucky overalls
4) Bloomin’ great boots
Prior to the current ‘Elf and Safety regime there would also be
5) Roll ups permanently attached to the lower lip or a blazing briar full of Ogdens’ Flake
In the new atmosphere of austerity, the US Navy is having to look at economies, including the possibility of retiring the USS Enterprise:
Meanwhile, the navy is facing budget cuts, and growing costs for new ships. The first of the new Ford-class (CVN-21) aircraft carriers will go for at least $14 billion (this includes R&D for the entire CVN-21 class). The current Nimitz-class carriers cost $4.5 billion each. Both classes also require an air wing (48-50 fighters, plus airborne early-warning planes, electronic warfare aircraft, and anti-submarine helicopters), which costs another $3.5 billion. Thus the thinking is that smaller carriers will be cheaper to build and operate (smaller crews) and carry the same number of warplanes (because most of them will be smaller UAVs).
Meanwhile, the cash crunch is getting serious. So the navy also wants to decommission its oldest aircraft carrier, the USS Enterprise (CVN 65) three years early, in 2012. Originally, the Enterprise was going to stay in service until the USS Ford was ready in 2015. But changes in aircraft weaponry, namely smart bombs and targeting pods, have reduced the need for eleven carriers. The navy believes ten will get the job done. Plus, the Enterprise, as the world’s first nuclear powered carrier, will also be the first to be decommissioned. That will mean removing eight nuclear reactors. Unlike later nuclear carriers, which had only two reactors, the Enterprise was designed so that one reactor replaced one of the steam boilers of a non-nuclear power plant. The navy has decommissioned nuclear powered surface ships before, having retired nine nuclear powered cruisers in the 1990s. This was done because these ships were more expensive to operate and upgrade. So the costs and savings are known.
The Enterprise was an expensive design, and only one was built (instead of a class of six). While a bit longer than the later Nimitz class, it was lighter (92,000 tons displacement, versus 100,000 tons). The Enterprise was commissioned in 1961, almost 40 years after the Langley entered service (1923).
In an attempt to save fuel, shipping lines have been ordering their ships to go slower. Some of them are now slower than 19th century clipper ships:
For those who haven’t followed the situation closely, many container ships right now have practiced ‘slow steaming’ due to a glut of ships being built worldwide.
Essentially, they are sailing at speeds well below their potential in order to reduce the supply of ships in the market, and thus support shipping rates.
The way this works is that the slower a ship sails, the fewer times it can make a round trip per year. Thus purposely sailing slowly reduces the effective supply of ships. It’s a response to insufficient shipping demand relative to the size of the global container shipping fleet.
Yet these poor shipping companies have taken this practice to such an extreme that many ships are now sailing at speeds slower than old clipper ships from the 1800’s.
H/T to Monty:
Overcapacity in shipping means lower demand for the finished goods overall. This is also a prime reason why export-driven economies (China, Germany) are in for a pretty dramatic adjustment soon. They’ve been counting on an economic recovery in America and Europe to soak up all that excess production, but it looks like things are going to stay weak for at least another six months to a year.
Strategy Page has a useful round-up of information on the pirates and their operating methods:
The piracy has been a growing problem off the Somali coast for over a decade. The problem now is that there are thousands of experienced pirates. And these guys have worked out a system that is very lucrative, and not very risky. For most of the past decade, the pirates preyed on foreign fishing boats and the small, often sail powered, cargo boats th[at] move close (within a hundred kilometers) [to] the shore. During that time, the pirates developed contacts with businessmen in the Persian Gulf who could be used to negotiate (for a percentage) the ransoms with insurance companies and shipping firms. [. . .]
Big ships have small crews (12-30 sailors). Attacking at night finds most of the crew asleep. Rarely do these ships have any armed security. Ships can post additional lookouts when in areas believed to have pirates. Once pirates (speedboats full of armed men) are spotted, ships can increase speed (a large ship running at full speed, about 40+ kilometers an hour, can outrun most of the current speed boats the pirates have), and have fire hoses ready to be used to repel boarders. [. . .]
Now that the pirates have demonstrated their ability to operate far (over 700 kilometers) from shore, it’s no longer possible to just use naval patrols and convoy escorts. This works in the Gulf of Aden, but father off the Somali coast, there is simply too much area to patrol. With ocean going mother ships, the pirates can operate anywhere in the region. Between the Gulf of Aden, and the Straits of Malacca to the east (between Singapore and Indonesia), you have a third of the worlds shipping. All are now at risk. Convoys for all these ships would require more warships (over a hundred) than can be obtained.
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