#ocean carrier voyage schedules | Explore Tumblr posts and blogs

jcmarchi · 1 year ago

Text

Sails and Satellite Navigation Could Cut Shipping Industry’s Emissions by up to a Third - Technology Org

New Post has been published on https://thedigitalinsider.com/sails-and-satellite-navigation-could-cut-shipping-industrys-emissions-by-up-to-a-third-technology-org/

Sails and Satellite Navigation Could Cut Shipping Industry’s Emissions by up to a Third - Technology Org

In the vast expanse of the world’s oceans, a shipping industry transformation is underway.

The international shipping sector, made up of thousands of massive cargo ships laden with many of the goods we buy, emits carbon dioxide (CO₂) roughly equivalent to the entire country of Germany.

A cargo vessel with Flettner rotors – a modern equivalent to sails. Image credit: Norsepower

Our research emphasises the need for immediate action. Reducing shipping emissions by 34% by 2030 is necessary to stay on course with the Paris Agreement’s 1.5°C goal. But with low-carbon fuel pipelines unlikely to be available at the necessary scale until at least the 2030s, how can the industry meet its short-term target?

Enter a new solution with ancient origins: sails. Not the billowing canvases of centuries past but high-tech systems capable of harnessing renewable wind energy to supplement the propulsion from a ship’s engine.

A number of advanced sail designs are gaining the attention of shipping firms. Two contenders include Flettner rotors, cylinders that spin to generate propulsion, and “wingsails”, which resemble aeroplane wings and are derived from designs used in yacht racing.

Wind propulsion allows ships to use less fuel and so emit less greenhouse gas. However, in our new paper, we found that the real opportunity to slash emissions from shipping this decade lies in combining sails with optimal routes plotted by satellite navigation systems.

Wingsails, analogous to aeroplane wings, provide lift on either side. Image credit: Smart Green Shipping, CC BY-ND

An old idea with new technology

Optimised routing is a familiar concept to most of us. You’ll have used it by typing a destination into Google Maps and allowing its algorithms to calculate the quickest way for you to arrive at your destination.

The process is similar for ships. But instead of finding the quickest journey, the software models the ship’s performance in water to calculate routes and speeds that minimise fuel use.

With optimised routing and sails, ships can deviate from their standard course to seek out favourable winds. The ship may travel a longer distance but the extra power gained by the sails limits the ship’s fuel consumption and reduces the total emissions over the full journey. The software only suggests routes that guarantee the same arrival time, keeping the ship to its original schedule.

We used a computer model simulation of a cargo vessel with four sails, each taller than Brazil’s Christ the Redeemer statue at 35 meters high. By calculating the fuel consumption of this large bulk carrier ship on over 100,000 journeys spanning four years and covering 14 shipping routes worldwide, we found that sails can cut annual carbon emissions by around 10%.

Flettner rotors are smooth cylinders with discs that spin as wind passes at right angles across it. Image credit: Norsepower, CC BY-ND

The true promise of sails unfolds when optimal routing is used, increasing annual emission cuts to 17%.

Routes with ideal wind conditions have even greater potential. The most promising are typically those far from the equator, such as transatlantic and transpacific crossings, where strong winds can fill large sails. By taking advantage of wind patterns moving across the ocean on these routes, sails and optimised routing can cut annual emissions by over 30%.

Take the journey between the UK and the US as an example. A ship setting out on this voyage will typically experience strong headwinds which generate drag and push the ship backwards, meaning more fuel must be burned to maintain the same forward momentum. But by using sails and optimised routing software on this crossing, ships can avoid these headwinds and steer into more favourable winds.

On the return journey, the ship would typically experience strong winds from behind and the side, which would fill the sails and push the ship on. With optimised routing software the ship can find even stronger winds and fine-tune its direction for the sails to maximise propulsion.

Keeping the 1.5°C target afloat

The International Maritime Organization (the UN agency responsible for environmental regulation in shipping) has a target of cutting greenhouse gas emissions by 20%-30% by 2030. The Paris Agreement’s 1.5°C target requires even deeper cuts.

Our research shows that cuts to CO₂ of this magnitude are possible this decade using wind propulsion and optimised routing on promising routes. Achieving this will oblige the shipping industry to deploy existing technologies and practices and shift its focus from fuel alone, as zero-carbon fuels will take longer to develop.

As we sail further into the 21st century, our research delivers a clear message to the shipping industry: substantial carbon reductions are feasible this decade. Here is an old idea, one that integrates technology with tradition, that can steer international shipping towards its climate goals.

Source: University of Manchester

You can offer your link to a page which is relevant to the topic of this post.

0 notes

portzlogistics · 1 year ago

Text

Charting The Course: Shipping A Car From Hawaii To California

The idea of shipping a car from Hawaii to California might seem like an extraordinary journey, and indeed, it is. This venture entails embarking on a remarkable odyssey across the Pacific Ocean, necessitating meticulous planning, an understanding of uncommon terminology, and a firm grasp of logistics.

The Tropical Departure Point: Hawaii 🏝️

Hawaii, with its picturesque landscapes and tropical allure, is a dreamy place to own a vehicle. Yet, life often takes us on unexpected adventures, including the need to relocate to the mainland or sell a cherished vehicle. When such circumstances arise, shipping your car across the ocean becomes a compelling chapter in your story.

Unveiling the Options: Shipping Methods 🚢

Two principal methods are at your disposal for shipping a car from Hawaii to California:

RORO (Roll-On/Roll-Off): A practical option where your vehicle is driven onto a specialized vessel and securely lashed down. This method is lauded for its cost-efficiency.

Container Shipping: For those who cherish added security and protection from the elements, container shipping allows your vehicle to nestle safely inside a shipping container.

Navigating the Logistics 📝

Before your vehicle commences its aquatic journey, there are several critical logistical steps to steer through:

Paperwork and Legalese 📄

Securing the necessary documentation is the initial course of action. This includes the vehicle's title and registration. It's imperative to ensure your vehicle meets California's emission standards, as it will undergo a meticulous emissions test upon reaching the mainland.

Vehicle Preparations 🚗

Properly preparing your vehicle is crucial. This entails:

Fuel Tank Considerations: Prudent shipping etiquette dictates a nearly empty fuel tank, minimizing the risk of leaks during transit.

Extricating Personal Belongings: Items of a personal nature must be removed from the vehicle, aligning with strict shipping regulations.

The Glisten of Cleanliness: Presenting a pristine vehicle eases the inspection process and sets a high standard of care for your cherished possession.

Port Choices 🌊

The Hawaiian archipelago offers a variety of ports for departure, including those on Oahu, Maui, Kauai, and the Big Island. Your choice of port will impact the overall cost and duration of your shipping expedition.

Timetables and Scheduling 🗓️

The shipping schedule is subject to numerous variables. Availability, vessel departure dates, and chosen shipping method will all influence the timeline. The voyage typically spans a duration of five to seven days.

A Maritime Lexicon 🌊

As your vehicle begins its oceanic adventure, an understanding of some less common maritime terminology can enrich your journey:

Vessel Manifest: A comprehensive list detailing all cargo, including your cherished vehicle, aboard the ship.

Bill of Lading: A vital document, the Bill of Lading serves as a receipt for the transported goods and outlines the contractual agreement between the shipper (that's you!) and the carrier, typically a shipping company.

Port of Entry: In California, your vehicle will dock at a designated port of entry, where it will undergo customs and safety inspections.

Welcoming California 🌞

Upon your vehicle's triumphant arrival in California, it encounters a customs clearance process. This phase involves a comprehensive inspection to verify compliance with emissions and safety standards. Subsequently, your vehicle is released to you, and you can finally navigate the roads of the Golden State.

The Emissions Testing Hurdle 🚦

California, renowned for its strict environmental policies, requires all vehicles imported from beyond its borders to undergo an emissions test. Vehicles not meeting the state's emission standards may necessitate modifications to attain compliance.

Registration and Fiscal Matters 💸

Once your vehicle is on Californian soil, you'll need to register it with the Department of Motor Vehicles (DMV) and fulfill any applicable tax obligations. Preparedness with the requisite documentation, including the bill of lading and customs clearance documents, is paramount for a smooth transition.

Picking the Right Shipping Partner 🤝

Selecting a reputable and experienced shipping company is fundamental for a stress-free process. Conduct thorough research and comparisons among various providers to identify the one that aligns with your specific requirements and budget. Ensuring the company is both licensed and insured bolsters your peace of mind.

Navigating the Uncharted Waters 🌊

Shipping A Car From Hawaii To California may be an unconventional journey, but it's one that offers a unique perspective on the transport of cherished possessions across the vast Pacific Ocean. With meticulous preparation and attention to detail, your vehicle can seamlessly transition from the tropical haven of Hawaii to the sunny horizons of California, ensuring your beloved car safely finds its way to the mainland.

#Shipping A Car From Hawaii To California

0 notes

usafphantom2 · 3 years ago

Text

Chinese aircraft carrier group Liaoning starts combat training in the Western Pacific

Fernando Valduga By Fernando Valduga 05/04/2022 - 11:00 AM in Military

The aircraft carrier Liaoning at the time it passed near Okinawa, Japan.

The China Liberation Army Navy (PLAN) announced on Tuesday that the Liaoning aircraft carrier group has recently started a routine and realistic combat training mission in the Western Pacific.

The Japanese Ministry of Defense said in a statement that eight PLA warships were seen sailing from the East China Sea through the waters between the island of Okinawa and the island of Miyako towards the Pacific Ocean on Monday.

The aircraft carrier group consists of eight warships, namely the Liaoning, the Type 055 Nanchang guided missile destroyer, the Type 052D Xining, Urumqi and Chengdu guided missile destroyers, the Type 052C Zhengzhou guided missile destroyer, the Type 054A Xiangtan guided missile frigate and the Type 901

This group of aircraft carriers is the largest to go to the distant sea among recent trips, marking a significant increase in combat capacity in preparation for missions that include a potential military conflict in the Taiwan Strait, experts told the Global Times.

The exercise is a routine organized according to the annual schedule and aims to increase the Navy's capabilities to fulfill its duties, senior captain Gao Xiucheng, spokesman for the PLA Navy, said in a statement. He added that the trip is in accordance with related international laws and practices and is not directed elsewhere.

Several fighters based on J-15 aircraft carriers, as well as Z-8 and Z-9 helicopters, can be seen on the flight deck of the Liaoning.

According to the official PLA media, Liaoning had some maritime exercises earlier this year, and this should be the first time it has crossed the first chain of islands and sailed to the Western Pacific in 2022, after the aircraft carrier's last sea voyage in December last year, observers said.

This also marks the largest group of Liaoning aircraft carriers on recent trips. On the December trip, the group would have presented at least six ships - the Liaoning, a Type 055, a Type 052D, two Type 054As and a Type 901. In 2016, when Liaoning first conducted deep-sea training in the Western Pacific, it had three destroyers, three frigates and a supply ship as an escort.

Based on previous trips, after sailing through the Miyako Strait, Chinese ships could go further east in the Pacific Ocean, or could transit through the Bashi Canal to the south to the island of Taiwan and perform exercises in the South China Sea, a Chinese expert predicted.

The quality and quantity of warships presented in the group of aircraft carriers - including five Chinese destroyers "Aegis" - are very impressive and reflect the rapid growth of the PLA Navy, the expert said.

"It is possible that the aircraft carrier group will also be accompanied by underwater forces," Song Zhongping, Chinese military expert and TV commentator, told the Global Times.

All the exercises in the distant sea are part of the preparations for real combat, and it is certain that aircraft carriers will participate in the preparations for a potential military conflict in the Taiwan Strait, Song said.

Tags: Military AviationLiaoning (CV-16)PLAN - People's Liberation Army Navyaircraft carrierWar Zones - China/Taiwan

Fernando Valduga

Aviation photographer and pilot since 1992, he has participated in several events and air operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has works published in a specialized aviation magazine in Brazil and abroad. He uses Canon equipment during his photographic work in the world of aviation.

6 notes · View notes

greatworldwar2 · 4 years ago

Text

• KMS Bismarck

Bismarck was the first of two Bismarck-class battleships built for Nazi Germany's Kriegsmarine. Named after Chancellor Otto von Bismarck, the ship was laid down at the Blohm & Voss shipyard in Hamburg in July 1936 and launched in February 1939.

The two Bismarck-class battleships were designed in the mid-1930s by the German Kriegsmarine as a counter to French naval expansion, specifically the two Richelieu-class battleships France had started in 1935. Laid down after the signing of the Anglo-German Naval Agreement of 1935, Bismarck and her sister Tirpitz were nominally within the 35,000-long-ton (36,000 t) limit imposed by the Washington regime that governed battleship construction in the interwar period. The ships secretly exceeded the figure by a wide margin, though before either vessel was completed, the international treaty system had fallen apart following Japan's withdrawal in 1937, allowing signatories to invoke an "escalator clause" that permitted displacements.

Bismarck displaced 41,700 t (41,000 long tons) as built and 50,300 t (49,500 long tons) fully loaded, with an overall length of 251 m (823 ft 6 in), a beam of 36 m (118 ft 1 in) and a maximum draft of 9.9 m (32 ft 6 in). The battleship was Germany's largest warship, and displaced more than any other European battleship, with the exception of HMS Vanguard, commissioned after the end of the war. Bismarck was powered by three Blohm & Voss geared steam turbines and twelve oil-fired Wagner superheated boilers, which developed a total of 148,116 shp (110,450 kW) and yielded a maximum speed of 30.01 knots (55.58 km/h; 34.53 mph) on speed trials. Bismarck was equipped with three FuMO 23 search radar sets, mounted on the forward and stern rangefinders and foretop. The standard crew numbered 103 officers and 1,962 enlisted men.[7] The crew was divided into twelve divisions of between 180 and 220 men. The first six divisions were assigned to the ship's armament, divisions one to four for the main and secondary batteries and five and six manning anti-aircraft guns. The seventh division consisted of specialists, including cooks and carpenters, and the eighth division consisted of ammunition handlers. The radio operators, signalmen, and quartermasters were assigned to the ninth division. The last three divisions were the engine room personnel. When Bismarck left port, fleet staff, prize crews, and war correspondents increased the crew complement to over 2,200 men.

Bismarck was armed with eight 38 cm (15 in) SK C/34 guns arranged in four twin gun turrets: two super-firing turrets forward "Anton" and "Bruno" and two aft "Caesar" and "Dora". Secondary armament consisted of twelve 15 cm (5.9 in) L/55 guns, sixteen 10.5 cm (4.1 in) L/65 and sixteen 3.7 cm (1.5 in) L/83, and twelve 2 cm (0.79 in) anti-aircraft guns. Bismarck also carried four Arado Ar 196 reconnaissance floatplanes in a double hangar amidships and two single hangars abreast the funnel, with a double-ended thwartship catapult. The ship's main belt was 320 mm (12.6 in) thick and was covered by a pair of upper and main armoured decks that were 50 mm (2 in) and 100 to 120 mm (3.9 to 4.7 in) thick, respectively. The 38 cm (15 in) turrets were protected by 360 mm (14.2 in) thick faces and 220 mm (8.7 in) thick sides.

Bismarck was ordered under the name Ersatz Hannover ("Hannover replacement"), a replacement for the old pre-dreadnought SMS Hannover. The contract was awarded to the Blohm & Voss shipyard in Hamburg, where the keel was laid on July 1st, 1936 at Helgen IX. The ship was launched on February 14th, 1939 and during the elaborate ceremonies was christened by Dorothee von Löwenfeld, granddaughter of Chancellor Otto von Bismarck, the ship's namesake. Adolf Hitler made the christening speech. Bismarck was commissioned into the fleet on August 24th, 1940 for sea trials, which were conducted in the Baltic. Kapitän zur See Ernst Lindemann took command of the ship at the time of commissioning. On September 15th, 1940, three weeks after commissioning, Bismarck left Hamburg to begin sea trials in Kiel Bay. Sperrbrecher 13 escorted the ship to Arcona on September 28th, and then on to Gotenhafen for trials in the Gulf of Danzig. The ship's power-plant was given a thorough workout; Bismarck made measured-mile and high speed runs. As the ship's stability and manoeuvrability were being tested, a flaw in her design was discovered. When attempting to steer the ship solely through altering propeller revolutions, the crew learned that Bismarck could be kept on course only with great difficulty. Even with the outboard screws running at full power in opposite directions, they generated only a slight turning ability. Bismarck's main battery guns were first test-fired in late November. The tests proved she was a very stable gun platform. Trials lasted until December; Bismarck returned to Hamburg, arriving on the 9th, for minor alterations and the completion of the fitting-out process.

The ship was scheduled to return to Kiel on January 24th, 1941, but a merchant vessel had been sunk in the Kiel Canal and prevented use of the waterway. Severe weather hampered efforts to remove the wreck, and Bismarck was not able to reach Kiel until March. While waiting to reach Kiel, Bismarck hosted Captain Anders Forshell, the Swedish naval attaché to Berlin. He returned to Sweden with a detailed description of the ship, which was subsequently leaked to Britain by pro-British elements in the Swedish Navy. The information provided the Royal Navy with its first full description of the vessel, although it lacked important facts, including top speed, radius of action, and displacement. At 08:45 on March 8th, Bismarck briefly ran aground on the southern shore of the Kiel Canal; she was freed within an hour. The ship reached Kiel the following day, where her crew stocked ammunition, fuel, and other supplies and applied a coat of dazzle paint to camouflage her. British bombers attacked the harbour without success on the 12th.

The Naval High Command (Oberkommando der Marine or OKM), commanded by Admiral Erich Raeder, intended to continue the practice of using heavy ships as surface raiders against Allied merchant traffic in the Atlantic Ocean. The two Scharnhorst-class battleships were based in Brest, France, at the time, having just completed Operation Berlin, a major raid into the Atlantic. Bismarck's sister ship Tirpitz rapidly approached completion. Bismarck and Tirpitz were to sortie from the Baltic and rendezvous with the two Scharnhorst-class ships in the Atlantic; the operation was initially scheduled for around April 25th, 1941. Admiral Günther Lütjens, Flottenchef (Fleet Chief) of the Kriegsmarine, chosen to lead the operation, wished to delay the operation at least until either Scharnhorst or Tirpitz became available, but the OKM decided to proceed with the operation, codenamed Operation Rheinübung, with a force consisting of only Bismarck and the heavy cruiser Prinz Eugen. At a final meeting with Raeder in Paris on April 26th, Lütjens was encouraged by his commander-in-chief to proceed and he eventually decided that an operation should begin as soon as possible.

On May 5th, 1941, Hitler and Wilhelm Keitel, with a large entourage, arrived to view Bismarck and Tirpitz in Gotenhafen. The men were given an extensive tour of the ships, after which Hitler met with Lütjens to discuss the upcoming mission. On May 16th, Lütjens reported that Bismarck and Prinz Eugen were fully prepared for Operation Rheinübung; he was therefore ordered to proceed with the mission on the evening of the 19th. As part of the operational plans, a group of eighteen supply ships would be positioned to support Bismarck and Prinz Eugen. Four U-boats would be placed along the convoy routes between Halifax and Britain to scout for the raiders. By the start of the operation, Bismarck's crew had increased to 2,221 officers and enlisted men. This included an admiral's staff of nearly 65 and a prize crew of 80 sailors, who could be used to crew transports captured during the mission. At 02:00 on May 19th, Bismarck departed Gotenhafen and made for the Danish straits. The Luftwaffe provided air cover during the voyage out of German waters. At around noon on May 20th, Lindemann informed the ship's crew via loudspeaker of the ship's mission. At approximately the same time, a group of ten or twelve Swedish aircraft flying reconnaissance encountered the German force and reported its composition and heading, though the Germans did not see the Swedes. Code-breakers at Bletchley Park had confirmed that an Atlantic raid was imminent, as they had decrypted reports that Bismarck and Prinz Eugen had taken on prize crews and requested additional navigational charts from headquarters. A pair of Supermarine Spitfires was ordered to search the Norwegian coast for the flotilla.

German aerial reconnaissance confirmed that one aircraft carrier, three battleships, and four cruisers remained at anchor in the main British naval base at Scapa Flow, which confirmed to Lütjens that the British were unaware of his operation. On the evening of May 20th, Bismarck and the rest of the flotilla reached the Norwegian coast. The following morning, radio-intercept officers on board Prinz Eugen picked up a signal ordering British reconnaissance aircraft to search for two battleships and three destroyers northbound off the Norwegian coast. At 7:00 on the 21st, the Germans spotted four unidentified aircraft, which quickly departed. When Bismarck was in Norway, a pair of Bf 109 fighters circled overhead to protect her from British air attacks, but a Spitfire was able to fly directly over the German flotilla at a height of 8,000 m (26,000 ft) and take photos of Bismarck and her escorts. Upon receipt of the information, Admiral John Tovey ordered the battlecruiser HMS Hood, the newly commissioned battleship HMS Prince of Wales, and six destroyers to reinforce the pair of cruisers patrolling the Denmark Strait. The rest of the Home Fleet was placed on high alert in Scapa Flow. Bismarck did not replenish her fuel stores in Norway, as her operational orders did not require her to do so. She had left port 200 t (200 long tons) short of a full load, and had since expended another 1,000 t (980 long tons) on the voyage. At midnight, when the force was in the open sea, heading towards the Arctic Ocean, Raeder disclosed the operation to Hitler, who reluctantly consented to the raid. The three escorting destroyers were detached at 04:14 on May 22nd, while the force steamed off Trondheim. At around 12:00, Lütjens ordered his two ships to turn toward the Denmark Strait to attempt the break-out into the open Atlantic. Upon entering the Strait, both ships activated their FuMO radar detection equipment sets. Around 12:00, the pair had reached a point north of Iceland. Prinz Eugen's radio-intercept team decrypted the radio signals being sent by Suffolk and learned that their location had been reported.

Lütjens gave permission for Prinz Eugen to engage Suffolk, but the captain of the German cruiser could not clearly make out his target and so held fire. Suffolk quickly retreated to a safe distance and shadowed the German ships. At 20:30, the heavy cruiser HMS Norfolk joined Suffolk, but approached the German raiders too closely. Lütjens ordered his ships to engage the British cruiser; Bismarck fired five salvoes, three of which straddled Norfolk and rained shell splinters on her decks. The cruiser laid a smoke screen and fled into a fog bank, ending the brief engagement. At 05:07, hydrophone operators aboard Prinz Eugen detected a pair of unidentified vessels approaching the German formation at a range of 20 nmi (37 km; 23 mi). At 05:45 on May 24th, German lookouts spotted smoke on the horizon; this turned out to be from Hood and Prince of Wales, under the command of Vice Admiral Lancelot Holland. Lütjens ordered his ships' crews to battle stations. By 05:52, the range had fallen to 26,000 m (28,000 yd) and Hood opened fire, followed by Prince of Wales a minute later. Hood engaged Prinz Eugen, which the British thought to be Bismarck, while Prince of Wales fired on Bismarck.

The British ships approached the German ships head on, which permitted them to use only their forward guns; Bismarck and Prinz Eugen could fire full broadsides. Several minutes after opening fire, Holland ordered a 20° turn to port, which would allow his ships to engage with their rear gun turrets. Both German ships concentrated their fire on Hood. Prinz Eugen scored a hit with a high-explosive 20.3 cm (8.0 in) shell; the explosion detonated unrotated projectile ammunition and started a large fire, which was quickly extinguished. Lütjens ordered Prinz Eugen to shift fire and target Prince of Wales, to keep both of his opponents under fire. Within a few minutes, Prinz Eugen scored a pair of hits on the battleship that started a small fire. Lütjens then ordered Prinz Eugen to drop behind Bismarck, so she could continue to monitor the location of Norfolk and Suffolk, which were still 10 to 12 nmi (19 to 22 km; 12 to 14 mi) to the east. At 06:00, Hood was completing the second turn to port when Bismarck's fifth salvo hit. Two of the shells landed short, striking the water close to the ship, but at least one of the 38 cm armour-piercing shells struck Hood and penetrated her thin deck armour. The shell reached Hood's rear ammunition magazine and detonated 112 t (110 long tons) of cordite propellant. The massive explosion broke the back of the ship between the main mast and the rear funnel; the forward section continued to move forward briefly before the in-rushing water caused the bow to rise into the air at a steep angle. The stern also rose as water rushed into the ripped-open compartments. In only eight minutes of firing, Hood had disappeared, taking all but three of her crew of 1,419 men with her. Bismarck then shifted fire to Prince of Wales. The British battleship scored a hit on Bismarck with her sixth salvo, but the German ship found her mark with her first salvo. One of the shells struck the bridge on Prince of Wales, though it did not explode and instead exited the other side, killing everyone in the ship's command centre, save Captain John Leach, the ship's commanding officer, and one other. The two German ships continued to fire upon Prince of Wales, causing serious damage. Guns malfunctioned on the recently commissioned British ship, which still had civilian technicians aboard. Prince of Wales scored three hits on Bismarck in the engagement. The first struck her in the forecastle above the waterline but low enough to allow the crashing waves to enter the hull. The second shell struck below the armoured belt and exploded on contact with the torpedo bulkhead, completely flooding a turbo-generator room and partially flooding an adjacent boiler room. The third shell passed through one of the boats carried aboard the ship and then went through the floatplane catapult without exploding.

At 06:13, Prince of Wales made a 160° turn and laid a smoke screen to cover her withdrawal. The Germans ceased fire as the range widened. Lütjens obeyed operational orders to shun any avoidable engagement with enemy forces that were not protecting a convoy, and the Bismarck and Prinz Eugen headed for the North Atlantic. In the engagement, Bismarck had fired 93 armour-piercing shells and had been hit by three shells in return. After the engagement, Lütjens reported, "Battlecruiser, probably Hood, sunk. Another battleship, King George V or Renown, turned away damaged. Two heavy cruisers maintain contact." At 08:01, he transmitted a damage report and his intentions to OKM, which were to detach Prinz Eugen for commerce raiding and to make for Saint-Nazaire for repairs. Prime Minister Winston Churchill ordered all warships in the area to join the pursuit of Bismarck and Prinz Eugen. Tovey's Home Fleet was steaming to intercept the German raiders, but on the morning of May 24th was still over 350 nmi (650 km; 400 mi) away. The Admiralty ordered the light cruisers Manchester, Birmingham, and Arethusa to patrol the Denmark Strait in the event that Lütjens attempted to retrace his route. In all, six battleships and battlecruisers, two aircraft carriers, thirteen cruisers, and twenty-one destroyers were committed to the chase. With the weather worsening, Lütjens attempted to detach Prinz Eugen at 16:40. The cruiser was successfully detached at 18:14. Seeing Bismarck, Prince of Wales fired twelve salvos at Bismarck, which responded with nine salvos, none of which hit. The action diverted British attention and permitted Prinz Eugen to slip away. Although Bismarck had been damaged in the engagement and forced to reduce speed, she was still capable of reaching 27 to 28 knots (50 to 52 km/h; 31 to 32 mph), the maximum speed of Tovey's King George V. Unless Bismarck could be slowed, the British would be unable to prevent her from reaching Saint-Nazaire. Shortly before 16:00 on May 25th, Tovey detached the aircraft carrier Victorious and four light cruisers to shape a course. At 22:00, Victorious launched the strike, which comprised six Fairey Fulmar fighters and nine Fairey Swordfish torpedo bombers. Bismarck also used her main and secondary batteries to fire at maximum depression to create giant splashes in the paths of the incoming torpedo bombers. None of the attacking aircraft were shot down. Bismarck evaded eight of the torpedoes launched at her, but the ninth struck amidships on the main armoured belt, throwing one man into a bulkhead and killing him and injuring five others. The explosion also caused minor damage to electrical equipment. The ship suffered more serious damage from manoeuvres to evade the torpedoes: rapid shifts in speed and course loosened collision mats, which increased the flooding from the forward shell hole and eventually forced abandonment of the port number 2 boiler room. This loss of a second boiler, combined with fuel losses and increasing bow trim, forced the ship to slow to 16 knots (30 km/h; 18 mph).

Shortly after the Swordfish departed from the scene, Bismarck and Prince of Wales engaged in a brief artillery duel. Neither scored a hit. Bismarck's damage control teams resumed work after the short engagement. The sea water that had flooded the number 2 port side boiler threatened to enter the number 4 turbo-generator feedwater system, which would have permitted saltwater to reach the turbines. The saltwater would have damaged the turbine blades and thus greatly reduced the ship's speed. By morning, the danger had passed. As the chase entered open waters, British ships were compelled to zig-zag to avoid German U-boats that might be in the area. At 03:00 on May 25th, Lütjens ordered an increase to maximum speed, which at this point was 28 knots (52 km/h; 32 mph). He then ordered the ship to circle away to the west and then north. This manoeuvre coincided with the period during which his ship was out of radar range; Bismarck successfully broke radar contact and circled back behind her pursuers. The Royal Navy search became frantic, as many of the British ships were low on fuel. Victorious and her escorting cruisers were sent west, other British ships continued to the south and west, and Tovey continued to steam toward the mid-Atlantic. British code-breakers were able to decrypt some of the German signals, including an order to the Luftwaffe to provide support for Bismarck making for Brest. Tovey could now turn his forces toward France to converge in areas through which Bismarck would have to pass. Victorious, Prince of Wales, Suffolk and Repulse were forced to break off the search due to fuel shortage; the only heavy ships remaining apart from Force H were King George V and Rodney, but they were too distant.

HMS Ark Royal's Swordfish were already searching nearby when the Bismarck was found. Several torpedo bombers also located the battleship, about 60 nmi (110 km; 69 mi) away from Ark Royal. Somerville ordered an attack as soon as the Swordfish returned and were rearmed with torpedoes. As a result, the Swordfish, which were armed with torpedoes equipped with new magnetic detonators. Upon returning to Ark Royal, the Swordfish loaded torpedoes equipped with contact detonators. The attack comprised fifteen aircraft and was launched at 19:10. At 20:47, the torpedo bombers began their attack descent through the clouds. The Swordfish then attacked; Bismarck began to turn violently as her anti-aircraft batteries engaged the bombers. One torpedo hit amidships on the port side, just below the bottom edge of the main armour belt. The force of the explosion was largely contained by the underwater protection system and the belt armour but some structural damage caused minor flooding. The second torpedo struck Bismarck in her stern on the port side, near the port rudder shaft. The coupling on the port rudder assembly was badly damaged and the rudder became locked in a 12° turn to port. The explosion also caused much shock damage. The crew eventually managed to repair the starboard rudder but the port rudder remained jammed. With the port rudder jammed, Bismarck was now steaming in a large circle, unable to escape from Tovey's forces. Though fuel shortages had reduced the number of ships available to the British, the battleships King George V and Rodney were still available, along with the heavy cruisers Dorsetshire and Norfolk. Lütjens signalled headquarters at 21:40 on the 26th: "Ship unmanoeuvrable. We will fight to the last shell. Long live the Führer." As darkness fell, Bismarck briefly fired on Sheffield, though the cruiser quickly fled. Sheffield lost contact in the low visibility and Captain Philip Vian's group of five destroyers was ordered to keep contact with Bismarck through the night. The ships encountered Bismarck at 22:38; the battleship quickly engaged them with her main battery. After firing three salvos, she straddled the Polish destroyer ORP Piorun. The destroyer continued to close the range until a near miss at around 12,000 m (39,000 ft) forced her to turn away. Between 05:00 and 06:00, Bismarck's crew attempted to launch one of the Arado 196 float planes to carry away the ship's war diary, footage of the engagement with Hood, and other important documents. As it was not possible to launch the aircraft, it had become a fire hazard, and was pushed overboard.

After daybreak on May 27th, King George V led the attack. Rodney followed off her port quarter; Tovey intended to steam directly at Bismarck until he was about 8 nmi (15 km; 9.2 mi) away. At 08:43, lookouts on King George V spotted her, some 23,000 m (25,000 yd) away. Four minutes later, Rodney's two forward turrets, comprising six 16 in (406 mm) guns, opened fire, then King George V's 14 in (356 mm) guns began firing. Bismarck returned fire at 08:50 with her forward guns; with her second salvo, she straddled Rodney. Thereafter, Bismarck's ability to aim her guns deteriorated as the ship, unable to steer, moved erratically in the heavy seas. As the range fell, the ships' secondary batteries joined the battle. Norfolk and Dorsetshire closed and began firing with their 8 in (203 mm) guns. At 09:02, a 16-inch shell from Rodney struck Bismarck's forward superstructure, killing hundreds of men and severely damaging the two forward turrets. According to survivors, this salvo probably killed Lütjens and the rest of the bridge staff. A second shell from this salvo struck the forward main battery, which was disabled, though it would manage to fire one last salvo at 09:27. Lieutenant von Müllenheim-Rechberg, in the rear control station, took over firing control for the rear turrets. He managed to fire three salvos before a shell destroyed the gun director, disabling his equipment. He gave the order for the guns to fire independently, but by 09:31, all four main battery turrets had been put out of action. One of Bismarck's shells exploded 20 feet off Rodney's bow and damaged her starboard torpedo tube—the closest Bismarck came to a direct hit on her opponents. With the bridge personnel no longer responding, the executive officer CDR Hans Oels took command of the ship from his station at the Damage Control Central. He decided at around 09:30 to abandon and scuttle the ship to prevent Bismarck being boarded by the British, and to allow the crew to abandon ship so as to reduce casualties. Gerhard Junack, the chief engineering officer, ordered his men to set the demolition charges with a 9-minute fuse but the intercom system broke down and he sent a messenger to confirm the order to scuttle the ship. The messenger never returned, so Junack primed the charges and ordered his men to abandon ship. By 10:00, Tovey's two battleships had fired over 700 main battery shells, many at very close range. Overall the four British ships fired more than 2,800 shells at Bismarck, and scored more than 400 hits, but were unable to sink Bismarck by gunfire. The heavy gunfire at virtually point-blank range devastated the superstructure and the sections of the hull that were above the waterline, causing very heavy casualties, but it contributed little to the eventual sinking of the ship.

The scuttling charges detonated around 10:20. By 10:35, the ship had assumed a heavy port list, capsizing slowly and sinking by the stern. At around 10:20, running low on fuel, Tovey ordered the cruiser Dorsetshire to sink Bismarck with torpedoes and ordered his battleships back to port. Dorsetshire fired a pair of torpedoes into Bismarck's starboard side, one of which hit. Dorsetshire then moved around to her port side and fired another torpedo, which also hit. By the time these torpedo attacks took place, the ship was already listing so badly that the deck was partly awash. Bismarck had been reduced to a shambles, aflame from stem to stern. She was slowly settling by the stern from uncontrolled flooding with a 20 degree list to port. Bismarck disappeared beneath the surface at 10:40. Around 400 men were now in the water; Dorsetshire and the destroyer Maori moved in and lowered ropes to pull the survivors aboard. At 11:40, Dorsetshire's captain ordered the rescue effort abandoned after lookouts spotted what they thought was a U-boat. Dorsetshire had rescued 85 men and Maori had picked up 25 by the time they left the scene. A U-boat later reached the survivors and found three men, and a German trawler rescued another two. One of the men picked up by the British died of his wounds the following day. Out of a crew of over 2,200 men, only 114 survived. The wreck of Bismarck was discovered on June 8th, 1989 by Dr. Robert Ballard, the oceanographer responsible for finding RMS Titanic. Bismarck was found to be resting on its keel at a depth of approximately 4,791 m (15,719 ft), about 650 km (400 mi) west of Brest.

#second world war #world war ii #world war 2 #military history #wwii #history #german history #british history #bismarck #long post #kriegsmarine #naval history #naval warfare #battleship

54 notes · View notes

nicholassabalos · 4 years ago

Photo

Final exams…..

PACIFIC OCEAN (June 2, 2020) -- United States Navy nuclear-powered aircraft carrier USS Nimitz (CVN 68) formally celebrates final completion of all readiness exercises, and being certified for imminent overseas deployment, with a fly-over of some of its air wing off the coast of California.

The supercarrier, with it’s nearly 6,000 men and women onboard, will be deploying overseas to the Pacific and Indian Oceans very soon on a regularly-scheduled six-to-seven-month voyage. The crew has already had to endure a lengthy onboard quarantine to guard against the COVID-19 coronavirus.

USS Nimitz (CVN 68) will be escorted overseas by guided-missile cruiser USS Princeton (CG-59); and guided-missile destroyers USS John Paul Jones (DDG-53), USS Sterett (DDG-104), and USS Ralph Johnson (DDG-114).

USS Nimitz (CVN 68) conducting final pre-deployment training off the California coast recently.

________________________

>>CLICK the photos for larger images....

>>Top photos: #1 & #3 -- Mass Communication Specialist 3rd Class Keenan Daniels, USN; #2 -- Mass Communication Specialist 3rd Class Sarah Christoph, USN

* * * *

USS Nimitz (CVN 68) escort warships....a 360-degree bubble of protection for the aircraft carrier:

USS Princeton (CG-59)....providing, primarily, anti-air threat protection for the carrier out for hundreds of miles.

USS John Paul Jones (DDG-53)....providing, foremost, anti-surface ship threat and anti-submarine protection for the carrier. (Note: This is one of the oldest of the Arleigh Burke-class of guided missile destroyers....approaching her 30th birthday.)

USS Sterett (DDG-104)....also providing anti-surface threat and anti-submarine protection, as well as additional anti-air cover.

USS Ralph Johnson (DDG-114)....advanced anti-surface, anti-air and anti-submarine protection. (Note: This is one of the newest, and most capable, of the Arleigh Burke-class of guided missile destroyers.....on active duty only two years....since 2018.)

#U.S. Navy #Navy #USN #USS Nimitz (CVN 68)#training #air show #military #Where are the carriers?#Mass Communications Specialist #COVID-19 #USS Princeton (CG-59)#USS John Paul Jones (DDG-53)#USS Sterett (DDG-104)#USS Ralph Johnson (DDG-114)

57 notes · View notes

fresatechnologies · 5 years ago

Photo

Liner shipping- is the transport of goods by huge ocean ships that traverse regular routes on fixed schedules. Liner vessels include container ships, bulk carriers, tankers, specialist ships, ferries, and cruise ships. Liner ships are efficient because they can carry a lot of cargo, up to several warehouses-worth of goods. This makes one voyage extremely efficient and it's the least expensive way to transport goods. www.fresatechnologies.com #fresa #fresatechnologies #freightsoftware #freighterp #freightmanagement #linershipping

4 notes · View notes

boldlychieffire · 3 years ago

Link

Blume Global Introduces Dynamic Map of the Supply Chain World Blume Maps offers reliable lead times, real-time shipping position, and ETAs for over-the-road (LTL, FTL, and parcel) freight, as well as ocean, air, and rail freight. When shipments are late, the solution also offers alternate modes, carriers, and routes.

Blume Global, a leader in digital supply chain solutions, has declared Blume Maps, a digital twin of the world's supply chain powered by patented technology that generates accurate lead times and ETAs.

Planning a freight shipment's route and changing course mid-trip if complications occur is as easy as using a navigation app on a family road trip with Blume Maps.

Blume Maps offers reliable lead times, real-time shipping position, and ETAs for over-the-road (LTL, FTL, and parcel) freight, as well as ocean, air, and rail freight. When shipments are late, the solution also offers alternate modes, carriers, and routes.

Blume Maps provides an ever-growing database of over 1.5 million global places, ocean voyages, train journeys, flights, and over-the-road moves (first and last mile) curated over decades to feed Blume's lead time and dynamic ETA engine.

Blume Maps allows customers to:

Plan: Plot routes based on variable lead times, cost effects, and intelligent historical data, keeping an eye on adjustments as the ship date approaches. Estimate transit times using intelligent schedules and locations, as well as situational details.

Track: Ensure orders arrive on time with end-to-end visibility and constantly updated ETAs, and receive alerts when orders are late or early.

Adjust: View recommended alternative modes, airlines, service levels, and routes to get shipments back on track when they're late.

"International shipping remains fragmented and complex, and challenges ranging from the current Suez Canal blockage to ever-increasing, disruptive weather events show there is a need for unimpeachable worldwide supply chain execution and visibility," stated Pervinder Johar, CEO of Blume Global. "Blume Maps eliminates supply chain blind spots throughout the world, no matter the mode."

#international shipping #supply chain #dynamic map #blume maps #track #adjust #digital supply

0 notes

puterboy1 · 4 years ago

Text

As late as the mid nineteenth century, ocean voyages were grim necessities instead of pleasure cruises. After his 1842 voyage from Liverpool, English author Charles Dickens called his Boston-bound ship "not unlike a gigantic hearse with windows in the sides". Of his bunk he wrote, "nothing smaller for sleeping in was ever made except coffins". American author Mark Twain was equally unimpressed with a similar mid-century voyage of his own. He complained of no place to smoke but in an ugly den with no seats. He wrote: "The seas broke in through the cracks every little while and drenched the cabin thoroughly." Even after commercial ships began to sail on fixed schedules, passengers endured cramped, unsanitary conditions for up to a month. Food was bad, disease was rampant and the sea was unpredictable. Of every hundred ships that would set sail, sixteen would never reach port. Some even disappearing without a trace. Some ships sank, like the Birkenhead, a troop carrier that went down off Cape Town with 454 drowned. A mid-Atlantic fire clamed 471 lives aboard the Austria, an emigrant ship bound for America. It wouldn't be until the invention of wireless communication that the vanishing of certain ships, like the City of Glasgow, would cease.

#White Star Line #history

0 notes

logistics-company-singapore · 4 years ago

Text

Top 5 Important Tips For Air Freight Forwarding

Air freight Singapore

3B Express Logistics Pte Ltd is a Singapore-based company with operations centered on freight forwarding, logistics and transportation services. Logistics company Singapore provides freight forwarding. We are known for specialty Freight forwarding solutions that’s second to none, and we provide best transport and warehousing services dedicated to delivering optimum solutions to customers, locally and globally.

Air freight Singapore, handles a great many items ordinary and it is the most utilized technique for transport utilized for both household and worldwide cargo sending. It may consistently have all the earmarks of being confounded to convey through air, in any case, this isn't commonly the circumstance. Aircraft freight is a faster method to import and charge payload when appeared differently in relation to the ocean load.

Less dealing with is incorporated concerning aircraft freight and this suggests there is a lower likelihood of damage. When sending items through aircraft freight organizations there are various requirements that ought to be believed to ensure that you get the best carrier payload organization. Here are a couple of clues to guarantee that your group gets to its objective or customer on time, safely and for reasonable freight costs.

Air Freight Singapore - Transportation Service Singapore

Air Freight Forwarding Tips

Before you consider conveying the products through airship cargo, you have to deal with the underneath tips.

1. Pack the Goods with Care

Your merchandise ought to be properly packaged before transportation.

This guarantees your merchandise/items don't get harmed while transport.

During cross docking your products may be taken care of by various specialist organizations.

This requires the use of cardboard boxes with solid exterior. For extra security for your payload, plastic wraps and beds can be used which help to cushion your cargo.

2. Bundle Measurements

Your payload estimations ought to be accurate especially if your pack is traveling by methods for airship cargo.

A speedy check to affirm the payload estimations will assist with dispensing with the very late strain, consistently trying to give right estimations.

Exactly when the nuances aren't right you danger having your load held by customs until a transporter affirmation is done.

This happens when the weight of your group contrasts dependent on what is communicated on the structures.

This is huge as plane fuel use is evaluated by the largeness of burden the plane is passing on and misrepresentation may risk the security of your pack and the plane's occupants. Hiring professional sea freight singapore service providers at the best price.

3. Legitimate Labels, Clear Instructions

And away from the guidelines in your shipment is huge. If your shipment isn't clearly stepped, then your group could be surrendered or rerouted thusly. Significantly more really, it will in general be fortuitously included with various shipments that are steered to a substitute individual or business.

Heaps of time may be wasted as you endeavor to follow where your shipment has gone to.

You may similarly encounter hindrances with customs when you don't clearly check your general shipments - customs may hail them thus inciting a deferral, which will cost you time and money.

Your shipment ought to be unquestionably named with the name, address and phone number of the two players (shipper and beneficiary) and if there are any old imprints, guarantee you remove them.

4. Desk work

An appropriate administrative work of the necessary records is important in the event that you are delivering your products through air. Immaculate documentation guarantees that your products will be cleared in customs effectively and this inturn guarantees that your merchandise are conveyed on schedule.

Overall shipments need to have business requesting. You may encounter trouble with customs if your shipment doesn't have a receipt.

Limit charges and fines may in like manner be requested as your group foresees real documentation. The substance and estimation of your pack ought to be communicated on the business receipt.

5. Follow up your Shipment

Airship cargo sending doesn't simply include moving merchandise through air. Ground managing and road or rail transportation may in like manner be required from the objective air terminal.

You need to find how your merchandise will be dealt with and moved once it gets to its objective. By doing this, you can watch your merchandise while it is voyaging.

An all around rumored logistics company Singapore can assist with conveying your products on schedule.

3B Express Logistics is the main Air freight Singapore with a decent notoriety and reputation. Call us legitimately in any of the numbers for us to detail increasingly about the freight forwarding singapore administrations + (65) 6341 6451 or + (65) 6341 6452 or + (65) 6341 6453 or + (65) 6341 6454.

Visit http://www.3bexpresslogistics.com/ to become familiar with the different coordinations administrations accessible in Singapore

0 notes

toldnews-blog · 6 years ago

Photo

New Post has been published on https://toldnews.com/travel/where-to-fly-in-an-a380-before-they-go-away/

Where to fly in an A380 before they go away

(CNN) — Airbus may have broken the hearts of aviation fans worldwide with the announcement that it’s ceasing production of its A380 airplane, but that doesn’t mean the superjumbo is going to stop flying any time soon.

With production planned up until 2021 and more than 200 of the huge aircraft serving schedules that, for the most part, look set to continue potentially for decades, there’s still plenty of opportunity to experience what many fliers say is the best seat in the sky.

The long-haul airplane — which features a double-decker cabin, wide-body configuration, spacious interior and a quieter inflight experience — currently connects major air hubs around the world that have been adapted to accommodate its massive airframe.

So, for those seeking to ride the A380 while it’s still in its prime, what are the best airlines and routes to try?

We’ve rounded up a selection that highlights the qualities which have so endeared the superjumbo to the flying public.

1. Singapore to Sydney — Singapore Airlines

The A380’s first ever commercial voyage back in 2007 was from Singapore to Sydney — so this route remains forever intertwined with the airplane’s identity.

For those who want to splash out, Singapore Airlines A380s have First Class Suites complete with double beds and armchairs — its service was the first to do so.

They’ve got more in common with five-star hotel rooms than cramped aircraft interiors, especially considering how quiet it is on board an A380.

2. Dubai to Auckland — Emirates

Dubai to Auckland is the longest Airbus A380 non-stop route.

Courtesy Emirates

Dubai-based carrier Emirates is one of the surest bets to grab a seat on an A380 since it owns the largest fleet of the superjumbos.

These massive aircraft are made for the long-haul, and Dubai to Auckland is the longest Airbus A380 non-stop route — charting 14,193 kilometers over the course of the 10-hour journey.

Passengers get to experience Emirates’ take on the A380’s capacity for luxury.

There’s an Onboard Lounge designed to promote “global conversation with fellow passengers.” Big spenders can book their own Private Suite for maximum privacy and there’s the A380 Shower Spa, perfect for some mid-flight rejuvenation.

3. London Heathrow to Boston — British Airways

We can’t guarantee your BA Airbus A380 flight will fly over the UK’s White Cliffs of Dover, but it might.

Courtesy British Airways

The comfort of the A380 aircraft makes the relatively short flight between London Heathrow and Boston (roughly seven hours and 40 minutes) fly by.

In both the first class cabin and World Traveller (the economy option) British Airways’ layout prioritizes privacy and space.

“My first time on an A380 was like an out of body experience,” one British Airways frequent flier tells CNN Travel. “The size, smell, silence, comfort, colors, curves…”

British Airways website offers up a fun A380 fact on its website: If all the wiring in the A380 was laid out end to end, it would stretch all the way from Edinburgh to London, that’s 320 miles.

4. Paris to New York: Air France

Paris to New York via an Airbus A380 — two glamourous cities, one glamorous airplane.

Courtesy Air France

Flying to New York from Paris takes passengers from one glamorous international city to the other — surely those views over Long Island Sound are best admired from the comfort of the A380?

Still, Air France’s days with the A380 are in doubt — it has 10 in its fleet and announced back in November 2018 that this number will be cut down to five. It’s worth experiencing while you still can.

5. Honolulu to Tokyo: All Nippon Airways

A super-cute version of an A380 aircraft, courtesy All Nippon Airways

Courtesy Airbus

While some airlines are wrapping up their Airbus routes, others are just getting them started.

From May 2019, passengers traveling on All Nippon Airways from Tokyo, Japan to Honolulu, Hawaii can enjoy an original A380 experience: the Flying Honu aircraft.

The three aircraft that’ll be operating this flight path are painted bright, colorful hues of blue, emerald green and orange — and decorated to resemble sea turtles (Honu is a term used for sea turtles in Hawaii).

“Hawaiian Sky” will go into service May 24, 2019 shortly followed by “Hawaiian Ocean” on July 1. “Hawaiian Sunset” will phased into service gradually.

When these ANA aircraft go into operation, it’ll be the first time first class has been made available on All Nippon Airways’ Honolulu route.

6. Frankfurt to Shanghai: Lufthansa

Automatic cabin humidifiers on Lufthansa’s A380 aircraft add to the experience.

Adam Berry/Getty Images

Lufthansa A380s have some cool features that set them out from the crowd and add to the level of comfort — think automatic cabin humidifiers and soundproof curtains.

If you want to test it out, flying from Frankfurt is a good shout — the airport has been well-adapted to manage the A380 experience.

Another German airport, Munich, has built special hangar doors to allow the A380 to grab some shelter while sticking its rear end out in the fresh air.

7. Dubai to Sao Paolo: Emirates

Emirates A380 aircraft have well-stocked onboard bars.

STR/AFP/Getty Images

Here’s another chance to experience Emirates First Class Private Suite, on the first ever scheduled commercial A380 flight to South America.

A380s have been flying this route since 2016 when Sao Paulo International Airport was upgraded to handle the aircraft and its large number of passengers.

Alongside the 14 private suites on board, there are 76 lie-flat seats in business class and 401 seats in spacious economy.

8. Sydney to Hong Kong — Qantas

Qantas recently cancelled its outstanding A380 orders.

Courtesy Qantas

Qantas premiered its take on A380 first class back in 2008 — an experience deemed of such quality that it’s barely needed to change since.

Still, Qantas also recently canceled its outstanding A380 orders.

“For Qantas, the A380 is the aircraft of the past and not its future,” said Ellis Taylor, Asia finance editor at aviation intelligence firm FlightGlobal, reported CNN Business in February 2019.

Qantas’ nine hour 15 minute journey to Hong Kong is a great one to experience, while you still can.

9. Abu Dhabi to London — Etihad Airways

On board Etihad’s A380 passengers can enjoy “The Residence” a swanky three-room suite which comes with a living room, separate bedroom and en suite shower room.

The Residence on Ethiad’s upper-deck cabin on the A380.

Courtesy Ethiad

Elite fliers can also enjoy the services of a butler and Travel Concierge service.

There’s a proper double bed, two flat screen TVs and more luxury than most mortals know how to handle.

#Airbus A380: Where to fly in a superjumbo before they go away - CNN #latest travel news #travel #travel deals #travel magazine #travel map #travel money #travel news

0 notes

thecoroutfitters · 7 years ago

Link

North Korea’s antics and activities have filled the news for months now, having accelerated since Donald Trump was sworn in as president.

While their pursuit of nuclear weapons and missile technology is nothing new, the hermit kingdom of Kin Jong-un seems to be making strides in that direction.

Their latest missile test is a prime example of this. Scheduled on our Independence Day, this missile was a “present” to the United States, according to North Korea’s dictator.

This missile, the Hwasong-14, was the first truly intercontinental missile that the North Korean’s have developed, and its maiden flight went off flawlessly. After the failures of their most recent missile tests, the success of this new model has suddenly made the threat from North Korea much more real.

According to the South Korean Joint Chiefs of Staff, the Hwasong-14 missile flew over 900 miles, all of it under power. It splashed into the ocean within Japan’s exclusive economic zone, making it a real threat to the Japanese as well, another country that the North Korean government hates almost as much as it hates the United States.

But Japan is a long way from the United States, isn’t it? Yes it is, but the missile didn’t fly its full designed range, probably so that North Korea’s engineers could watch the descent and splashdown as well.

According to experts, the 37 minute flight time of the missile would have given it the ability to reach a maximum altitude of 2,800 km. That would give it a total range of 8,000 km or more, exactly what the government in Pyongyang has stated it would do.

What this means is that the North Koreans finally have a missile that has the potential of reaching the United States. Alaska, Seattle, Washington and Hawaii are all within its range, making Kim Jong-un’s oft-repeated threat of unleashing nuclear hell on the United States a real possibility for the first time.

The fact that this missile, the first of its type, performed so well on its maiden voyage is especially troubling, as it shows how much North Korea’s engineers have been learning from the failures of their recent launches. While those were not of the Hwasong-14, the lessons learned from those less-capable missile launches were obviously applied to the design and manufacture of this new one.

Essentially, this missile is an improvement on the Hwasong-12, with a second stage added. While the first three launches of the Hwasong-12 were failures, the fourth attempt, in May of this year, was a success, with the missile’s apogee 2,111.5 km above the ground and landing 787 km away in the Sea of Japan.

This leads me to think that the Hwasong-14 may actually be able to surpass the 2,800 hm altitude necessary to reach the West Coast of the United States.

What’s Next on the Battlefield?

Does this mean that thermonuclear war is going to come in the next few weeks? Probably not. But it does clearly show us that we are one step closer.

How many of these new missiles they have in production right now is a big question that remains unanswered, as well as whether their nuclear program has reached the point where their bombs are small enough to be installed on top of one of these missiles.

But it is clear that at the rate in which North Korea is improving their missile technology that it won’t be long before they are a true threat to the mainland United States. This new missile, if launched close enough to the United States, could easily carry a nuclear bomb high enough to generate an EMP that would blanket all 48 contiguous states.

Since the missile launches off a mobile launcher, rather than from a silo, this is a very real possibility. It is too large to fit into North Korea’s ballistic missile subs, but it is not too large to be ship-launched.

While too long to fit into a standard shipping container, a special container could be manufactured for it, with the launcher built in. Shipped on a North Korean freighter, this would not be noticeable by the international community.

Such a ship, armed with the Hwasong-14 and a team of technicians, could launch from the middle of the ocean, conducting an effective EMP strike. Being in the middle of the ocean would make detection and interdiction of the responsible ship difficult, but not impossible.

Even so, I am sure that Kim Jong-un would be happy to trade the lives of that crew for the destruction of the United States’ electrical grid.

GREEN ENERGY – Click Here to find out how you can build your own energy generator.

In addition, North Korea has as many as six ballistic missile submarines. While they are actually obsolete technology, their existence can’t be ignored. Each of those subs can carry up to two Pukkuksong-1 nuclear missiles.

While the range of that missile is limited to 500 km, the submarine could sneak in close to the shore, launching their missiles to take the heart out of any city within about 300 miles of the coast. Used in conjunction with the Hwasong-14, in a coordinated attack, these could add a considerable amount of punch to the attack.

Recently, I was discussing this with a friend in the military, who dismissed the North Korean’s submarine fleet as obsolete. While I have to agree with him to some extent, there is one glaring statistic which is of supreme importance in any discussion of North Korea’s submarine capabilities. That is, they have a lot of them.

Current estimates put their submarine fleet near 70, which means it would take every submarine the United States Navy owns, including our ballistic submarines to shadow them all.

What this means is that the North Koreans could swarm their submarines to sea and we would not be able to follow them all. Properly executed, there is a chance that their ballistic submarines would escape detection and therefore would not be shadowed. Should that happen, they would have a potent weapon pointed at our country.

Of course, a lot depends on what sort of attack the North Korean military would choose to hurl at the United States. While Kim Jong-un has made it clear that his intent is to attack us with nuclear arms, there are many forms that attack could take. Most specifically, it could be an EMP or a more conventional nuclear attack.

Video first seen on PBS NewsHour .

Our best chances would be if he launched a conventional nuclear attack against us. While that would probably mean the destruction of a number of our most important cities, as a nation we would survive.

But an EMP attack would take out our electrical grid, our communications and just about everything else in the country. Chances are, 90 percent of our population would die.

Currently, we have three aircraft carriers and their battle groups steaming off the Korean Peninsula, ready for anything that North Korea might do. While this constitutes a major naval force, projecting more power than any other nation’s military can project.

But it is of little use against a nuclear threat, except in the case of a disarming first strike. Should the president decide that such a strike was necessary, the combined air power of the three aircraft carriers doesn’t come close to the number of fighters available to North Korea.

Of course, our Navy’s F-16s are more advanced than the North Korean’s fighter jets, even their F-21s, of which they have about 200. Nevertheless, sheer numbers are on the side of the North Koreans, if it is decided that it is necessary to do a preemptive strike against them. Between 458 fighter aircraft and 572 attack aircraft, our 180 Navy aircraft will have a busy time of it.

Then there’s the risk of North Korea attacking our aircraft carriers with their submarine fleet, if we launch a preemptive strike. While our naval fleets always work with submarines in attendance and our nuclear-powered fast-attack boats are technologically far superior to their diesel-electric ones, the sheer numbers of submarines that the North Korean’s have available to them would make things interesting for the submarines working to defend our carrier fleets.

But the real trump card that the North Koreans hold, is the fact that their missiles are mobile. Unlike fixed locations, the missile carriers themselves would have to be located, before any attack could be made. While I’m sure that the NRO is hard at work at this task, hunting for something as small as a missile launcher, in the vastness of any country, even one as small as North Korea, is not easy.

Looking at all this together, it is clear that the threat of a nuclear-armed North Korea is a real threat. It is clear that we would win any exchange with the North Koreans. If they chose to use a nuclear-tipped missile against us, our long-standing policy would be to retaliate in kind.

While I would hate to have the responsibility to give that order, someone in the Pentagon has to be thinking about it.

Who’s Paying the Price?

Turning North Korea into a parking lot, in retaliation for destroying our country or even one of our major cities, is not an equitable bargain. We might win the war, but it would be at a terrible price in both military and civilian lives. That’s a price that we as a nation, can’t afford to pay.

So, while chances of a non-military solution are looking thinner and thinner by the day, we need to be praying and hoping for just that. The last Korean war cost approximately 1.9 million total casualties, this next one could cost many times more.

You and I need to be prepared for such an eventuality, regardless of whether it means a conventional nuclear exchange or suffering an EMP attack.

If you live in or near a major city, especially on the West Coast, I would recommend that it’s time to move. Find yourself some greener pastures elsewhere, where you would not be living in the midst of a target. If you can make that move be to a small town, where you wouldn’t have to content with the massive number of people trying to survive after an EMP, so much the better.

Either way, we have apparently just entered another Cold War, and this one seems like we are facing off against an enemy who is much less stable than the old Soviet Union was.

Chances of an actual nuclear attack are clearly much greater than they have ever been. Take the right steps to survival and prepare to face the blackout with your own energy bank! Click the banner for more!

This article has been written by Bill White for Survivopedia.

References:

http://nationalinterest.org/blog/the-buzz/north-koreas-submarine-fleet-big-threat-or-big-joke-20300

from Survivopedia Don't forget to visit the store and pick up some gear at The COR Outfitters. How prepared are you for emergencies? #SurvivalFirestarter #SurvivalBugOutBackpack #PrepperSurvivalPack #SHTFGear #SHTFBag

#SHTF #TEOTWAWKI #MARTIALLAW #BUGOUT #PREPPERBAG #USAF #USSOCOM #ARMY #NAVY #SurvivalFirestarter #Sur

1 note · View note

godallaswriter · 6 years ago

Text

Note: At about 6:30 a.m., British time, on July 7, 66 years ago, a brand new ocean liner set a speed record by steaming across the North Atlantic in just three days, 10 hours and about 40 minutes. It was the maiden voyage of the SS United States. The return voyage to New York Harbor set another record. It was a feat never to be duplicated.

My love affair with ships and with the sea began a long time ago. It continues.

Ships old and new, large and small; sailing ships and historic steamers; lobster boats and shrimp trawlers; pirate ships and submarines, military ships and cruise ships; private yachts and fast powerboats all find treasured places in my mind and memory. And, by extension, so do airships and spaceships, classic automobiles, muscle cars, locomotives, freight trains, and the Orient Express.

If you note the recurring theme in this blog, it’s not by chance.

On May 8, my husband and I had a unique and wonderful experience. We joined a group of ship enthusiasts on a cruise to Bermuda. This group, however, was not just any old band of ship-lovers. Termed the SS United States Legacy Cruise, it was conceived and planned by the SS United States Conservancy in cooperation with the Pollin Group (travel planners) of Chevy Chase, MD. The 70 or so individuals who participated all have a connection — in one way or another — to the last of America’s flagships, the former ocean liner that now sits forlornly at a Philadelphia pier awaiting an unknown fate.

The ship that set the Atlantic speed record sailed the seas for only 17 years. The record-setting Atlantic crossing commenced in New York City on July 3, 1952. The SS United States arrived in England only three days, 10 hours and 40 minutes later, breaking the Eastbound speed record formerly held by Cunard’s Queen Mary and capturing the Blue Riband Trophy. It was an achievement never thought possible by a ship of that size, and it is still unsurpassed today.

Read about that crossing, and watch a video about that historic voyage.

What became her last Atlantic crossing, in November 1969, was an unexpected event. Indeed, a 16-day cruise of more than 8,000 miles was on the schedule for the 1969-70 holiday season. Passengers would have enjoyed an exotic itinerary including Madeira, Tenerife and Dakar, as well as a New Year’s visit to St. Thomas in the Virgin Islands on the Atlantic round trip. Since then, a series of owners has alternately explored plans to put the ship back in service or threatened the scrap heap.

The Conservancy, led by Susan Gibbs, granddaughter of the ship’s designer, is the current owner, with a mission to see her restored and rejuvenated — not to carry passengers — but rather to assure that succeeding generations of ship-lovers will be able to explore her cavernous interior and learn her unique story.

It is quite a story

For six days on board the Celebrity Summit, a modern cruise ship, our group heard stories of the SS United States. The ship was built in Norfolk, Va., as a luxury liner in the heady days of mid-Century Modern style. She was aluminum, fast, sleek and lightweight, powered by state-of-the-art propulsion, and said to be unsinkable.

She was, however, a heavyweight in terms of performance, function and appearance. The ship was fully capable of serving as a troop carrier, built during the height of the Cold War era. The illustrious British-flagged “Queens,” Cunard’s luxury ocean liners, ferried troops admirably during World War II. Had the need arisen, the vessel could also have been converted to a hospital ship.

The SS United States was built in Newport News, Va., funded by both the U.S. Navy and the privately-owned United States Lines. She sailed under the American flag and performed exceedingly well as a passenger ship, carrying presidents and dignitaries, film stars and “common folk.” She brought immigrants to the United States and also carried her share of military families, along with their household goods and vehicles, to and from European duty stations. She had speed and agility, numerous luxury features, a fully-equipped operating room and a modern pet kennel with a resident veterinarian.

Today she sits with peeling paint at a pier in Philadelphia, her interiors stripped and her props missing, awaiting her fate. One of her caretakers, Mike Wolfe, who says he is familiar with “every inch” of the old ship, notes that she still has a grandeur and mystique about her. He is protective of her because, as he says, she is still beautiful. “This ship has a soul,” he insists.

Heading to Bermuda

We watched the Statue of Liberty and the New York skyline recede from view as we made our way out of Port Liberty in Bayonne, N.J., finding it impossible not to think of those long-ago embarkations and arrivals. It is said that William Francis Gibbs never missed the chance to see the SS United States as she departed and returned to pier, watching silently from shore. With two massive stacks and a distinctive color scheme, she must have dominated the view.

The ship was in many ways the designer’s obsession, although he only sailed on her once, on that record-setting maiden voyage. It had been Gibbs’ long-standing dream to design a ship that was 1,000 feet long. The SS United States measured 990 feet in length; from keel to the top of the forward funnel, she rose to a height of 175 feet.

By the end of the week, those of us on this first Legacy cruise had become “old friends.” Steeped in the lore of the ship, we shared our individual reasons for wanting to save her, and those who had sailed on the ship enthralled us all with their memories. Among our group were former passengers and crew members, friends and family, movie-makers and ship designers, scuba divers and armchair travelers, young and old.

In addition to the formal presentations that kept us all busy, we dined together and met informally, bound by joint commitment to this iconic ship. We spoke as well of other ships and other seas, and found we shared other common interests. Once we arrived in Bermuda, our group enjoyed a special tour of the National Museum of Bermuda and its park-like grounds. We enjoyed a lunch at the well-known Frog and Onion Pub at Royal Naval Dockyard. We had ample time for private exploration and time to enjoy welcome sun and warmth after rainy days at sea. Bermuda’s beaches are stunningly beautiful, its island ambience delightful, and its people welcoming!

This slideshow requires JavaScript.

Serious Efforts to Save a Ship

Current work to assure a bright future for the SS United States continues in earnest. According to Susan Gibbs, it is bearing fruit. Even though she declined to discuss specifics, she noted that solid opportunities exist.

One of the highlights of this Legacy cruise was the presentation of a sizable check to the Conservancy. Dockage at the current pier in Philadelphia is expensive and there are ongoing preservation efforts. If you’re interested in learning more about the SS United States, or about ways to help assure the ship’s preservation and redevelopment, visit the Conservancy website or follow SSUSC on Facebook and get involved.

There are many ways to help: I would love to hear from anyone who has any sort of personal connection or recollection to share. In future posts, I’ll write more about the people I met during this cruise to Bermuda and tell more stories about the SS United States, interspersed with more stories about the faraway places that the ships, planes, trains and automobiles that so spark my imagination can tell us all.

Meanwhile, if you’re traveling to New York between now and August 3, don’t miss the exhibit currently at the National Lighthouse Museum, Staten Island.

All those ships; and all those seas Note: At about 6:30 a.m., British time, on July 7, 66 years ago, a brand new ocean liner set a speed record by steaming across the North Atlantic in just three days, 10 hours and about 40 minutes.

#American Flagships #Atlantic Crossing Speed Record #Blue Riband Trophy #Cruise Ships #History #Maritime History #Ocean Liners #Ocean travel #Ships #SS United States #SSUS Conservancy #Travel

0 notes

bunnireptar · 7 years ago

Photo

oceanicsteam:

Ladies and gentlemen, Ms. Violet Jessop, stewardess, nurse, and quite possibly either the luckiest or unluckiest woman of the 20th century depending on how you look at it. Jessop served as a stewardess for the White Star Line in the early 20th century on a very famous class of ocean liners, during very eventful, well events.

-In 1911, on the RMS Olympics 5th roundtrip crossing to New York, the Olympic was going down the channel at Southampton. The suction from the wash of the propellers caught the British destroyer HMS Hawke, made her rudder useless, and drew her right into the side of the Olympic, slicing through a bunch of 2nd class cabins and flooding two watertight compartments. This event and the line’s desire to get the Olympic back into service as quickly as possible meant all work stopped on the still unfinished Titanic. The Titanic’s original maiden voyage was scheduled for February 1912, but this delay along with the Olympic losing a propeller blade a few months later pushed it back until…..

-April, 1912! Violet Jessop is transfered over to the maiden voyage of the newest in the Olympic class of ships, the RMS Titanic, and well we all know what happened there. So let’s skip ahead a bit, get some war going on, have a lot of merchant ships converted to troop carriers and hospitals ships, and…..

-November, 1916! Guess who was on the Britannic as a nurse when it sank in the Aegean sea after striking a mine? In fact not only was she on it, but despite the fact most of the 1,100 people on the ship got off in orderly fashion, 30 some died when two lifeboats were prematurely launched by in the beginning moments of confusion when ordered had not been given and got sucked into the still turning propellers. Guess who was on one of those two lifeboats, and managed to live. Yup, you guessed right.

BUT WAIT! THERE’S MORE. IT GETS BETTER AND CREEPIER:

Years after her retirement, she got a telephone call on a stormy night from a woman claiming to be the baby she saved from the sinking Titanic. The voice asked Violet if she saved a baby on that dreadful night. “Yes”, Jessop replied. The voice then said “Well, I was that baby”, laughed, and then hung up. Her friend, and biographer John Maxtone-Graham said it was most likely some children in the village playing a joke on her. She replied, “No, John, I had never told that story to anyone before I told you now.” To this day, the baby she saved has never been positively identified.

So, Violet Jessop, Luckiest woman of the 20th century? Or ship destroyer extraordinaire?

133 notes · View notes

jobsearchtips02 · 5 years ago

Text

Coronavirus Snarls Trans-Pacific Shipping and Ripples Through U.S. Service

Congestion at Chinese ports and disrupted cruisings have squeezed space on China-bound vessels and created an imbalance of the 40- foot long refrigerated containers used to ship fruit, meats and other perishables on three-week voyages throughout the Pacific, with many stuck on the China side.

The traffic jam is pushing up transport prices for U.S. exporters and sowing turmoil on the heels of an unpleasant trade war.

Shipping volumes out of China plummeted in February as factory shutdowns in the wake of the epidemic crimped industrial production. Containership operators have canceled nearly 60 trans-Pacific cruisings to the ports of Los Angeles and Long Beach, Calif., in the first quarter and more than 110 to all of North America. Typically there have to do with 200 sailings of container ships across the Pacific a month.

That indicates less ships are available to make the return journey east, and the typical turnover of containers has actually stalled.

” Right now empty [refrigerated] containers are in short supply,” said Peter Friedmann, executive director of the Agriculture Transport Coalition, a trade group for exporters. “It’s more difficult to get on a vessel, and there’s insufficient outbound capacity to deal with all the cargo looking for bookings, particularly to China.”

It’s the height of California’s orange-growing season, however truckers for Fast Method Xpress Inc., who haul oranges and other produce from the Central Valley to the port of Oakland, have actually waited in line there for empty cooled containers for approximately four hours. By the time the drivers reach the shipping terminal, they sometimes then find all the containers are gone.

” The lines are so long it appears like the L.A. freeway,” said Carleton Booker, the business’s director of sales and operations.

The brand-new coronavirus has actually contaminated more than 80,000 people in China given that it emerged there in late 2019.

A record 2 million containers of seaborne shipping capacity was idled in late February, according to Alphaliner, a Paris-based marine information company. That is more than the 1.5 million containers of capability idled in 2009 at the height of the monetary crisis.

” There are a lot of ships that aren’t moving today,” Michael Upchurch, the chief monetary officer of U.S. railway operator.

Kansas City Southern,

told an investor conference on Monday.

A farmer worked on crops in Riverside, Calif., in November.

Photo:. Watchara Phomicinda/Orange County Register/Zuma Press.

The number of idled container ships in the Pacific region has reached 370, compared to about 230 at the start of the year, according to Jonathan Roach, an analyst at Braemar ACM Shipbroking. He stated that, in addition to canceled sailings due to trade interruptions, about 100 of the ships have actually been pulled out of service to retrofit their exhaust systems to adhere to brand-new guidelines.

Some shipping lines have actually imposed surcharges as high as $2,000 per cooled container on trips to China and other Asian locations, roughly doubling the cost to ship a container of oranges. Other lines have actually cautioned exporters they will be saddled with expenses if blockage at Chinese ports forces ocean carriers to divert cargo to other countries.

” Everybody is defending containers. It’s ruthless,” said Dalton Dovolis, who manages China exports for International Produce Group, a Salinas, Calif.-based exporter of fruits and vegetables. The restricted supply of cooled containers might cut his orange deliveries to China in half today, Mr. Dovolis said.

Approximately one-fifth of the hay that Anderson Hay & Grain Co., ships goes to China, where large dairy producers feed it to their cows.

” Changes in vessel schedules are the most significant mess we’re handling,” said Mark Anderson, president of the Ellensburg, Wash., business, among the biggest U.S. hay exporters. His company moved some 10%less hay to China in February than anticipated.

” We’re continuously trying to reorganize the schedule to keep product going to our customers,” Mr. Anderson said. “The animals still need to eat.”

Snarled logistics have likewise caused headaches for the nation’s biggest meatpackers, who in current weeks have actually jockeyed for area on outgoing vessels, temporarily diverted China-bound deliveries to neighboring nations and dealt with domestic cold-storage centers packed with unshipped pork, chicken and beef.

There are indications that more comprehensive trade circulations could start to pick up: Chinese factories are resuming production as the spread of the infection eases off in that nation, and port congestion is easing as China’s dockworkers, freight handlers and truck motorists go back to work. Meat and citrus groups say Chinese need for their items remains strong, particularly as trade tensions alleviate in between the U.S. and China. But it will be weeks before the complete influence on U.S. factories and farms is clear.

There are thousands of empty shipping containers for items that don’t require refrigeration at the ports waiting to be delivered back to China. “Right now, we’ve got to get a lot of empties and some backlogged exports out the door to Asia,” said Gene Seroka, executive director of the Port of Los Angeles.

Mr. Upchurch, of Kansas City Southern, stated production data coming out of China has begun to enhance, and his company hasn’t seen any cargo decreases at the Panama Canal, where it has a train that connects the Pacific and Atlantic oceans.

Considering that it takes most manufactured goods 25 to 30 days to come from Asia by sea, he stated the company didn’t expect to see the complete impact of the disruption on U.S. rail volumes till later on in March or April. The most immediate effect is on trucking companies that transport products to and from ports to warehouses and rail connections.

Navel oranges being harvested in California last week.

Picture:. Chieko Hara/The Porterville Recorder/Associated Press.

Executives at.

Union Pacific Corp.,

one of 2 major U.S. railroads that serve West Coast ports, said the production hold-ups in China are simply beginning to damage shipping volumes. Very first quarter volumes will suffer however the railway is preparing for a snap back once imports from Asia resume.

” U.S. consumers are continuing to buy Televisions, build homes, drive cars and trucks,” financing chief Jennifer Hamann told investors Tuesday. “When the impact of the virus lags us and production ramps back up, we’ll stand prepared to move the goods.”

In the U.S., the gridlock is cutting business for port truckers, the business that move goods back and forth in between ports, storage facilities and rail terminals. Container terminals at the ports of Los Angeles and Long Beach, which together are the largest U.S. entrance for seaborne trade, are operating at about a third of their normal gate capacity, according to the Harbor Trucking Association, a Long Beach, Calif., group that represents port trucking business.

It is taking chauffeurs as long as six hours, rather of two hours, to drop off or pick up containers, said Claudia Geller, the Southern California regional manager for Pacific Coast Container Inc., called PCC Logistics, a transport and warehousing company with centers in Seattle, Tacoma, Oakland and Long Beach.

Her company has actually been stuck for weeks with crammed cooled containers, which are normally dropped the same or next day. The company has actually had one container of frozen meat since Feb. 14, Ms. Geller stated, and the getting date has been pushed back to March12

Trucking backyards are filled with empty shipping containers that brought imports of car parts, televisions and clothing. “Our members are stuck with the empties since there’s no location to return them,” said the trucking association’s chief executive, Weston LaBar.

The drop in port volumes might likewise even more depress shipping rates for truckload providers that move items fars away. In 2015 truckers were buffeted by weak freight demand as commercial development faltered.

Generally need ticks up in the coming weeks, as the California produce season and regular port activity create chances for truckers to raise rates, said Jeff Tucker, president of Haddonfield, N.J.-based freight broker Tucker Business Worldwide Inc.

Right now, “the lack of imports is producing overcapacity,” Mr. Tucker stated. “When it does get, this port location is going to slammed and freight is going to be truly difficult to move.”

Comparable distortions are striking the transportation company in China, where travel constraints have kept half of China’s 30 million truck motorists off the road

” Many drivers are still at home,” stated Robin Zheng, the owner of Circle Logistics, a Chongqing-based firm that utilizes about 100 truckers. Mr. Zheng approximated that nationwide trucking capability was at a third of regular levels at completion of February. “They can’t leave; they’re simply waiting on their local government to provide the thumbs-up.”

The trucking system moved about 73%of all goods in China in 2019, according to the National Bureau of Statistics. In the U.S., about 70%of items are moved by road.

Inside China, logistics costs have actually soared. Transporting a shipping container 1,000 miles by road from Chongqing to Shanghai usually costs around $1,500; now, if you can discover a truck, it will cost you $3,000, said Mr. Zheng.

For the farming market, the shipping troubles come on the heels of a trade war that struck U.S. farmers hard, slashing U.S. exports of farm items to China and sapping prices farmers fetch for their products. China in 2018 enforced retaliatory tariffs on U.S. agricultural products including oranges, decreasing deliveries while citrus from Egypt and Spain acquired a stronger foothold in China.

Containers at the Yangshan Deep Water Port in Shanghai in early February.

Image:. Qilai Shen/Bloomberg News.

On Wednesday, Mr. Dovolis, the California exporter, informed a packaging home to hold back loading oranges due to the fact that it was unclear whether he had sufficient containers to gather the fruit for transport.

Fruit that doesn’t make it onto boats bound for abroad markets in time can wind up selling at a loss in the domestic market, according to Casey Creamer, chief of California Citrus Mutual, a trade group for the state’s citrus growers.

— Costas Paris, Trefor Moss and Paul Ziobro contributed to this post.

Compose to Jesse Newman at [email protected] and Jennifer Smith at [email protected]

%%.

from Job Search Tips https://jobsearchtips.net/coronavirus-snarls-trans-pacific-shipping-and-ripples-through-u-s-service/

0 notes