Sevastopol (It’s Moskva and the crane is Black Sea Fleet one)

Trident you mean like this one? 509,000t in full load. In this picture she’s at 150,000t (ballast), the small thing you see on the right is a bunker barge that is ready to provide 8,000t of HFO.

Three little sisters (those things you see on the quay are cars):

The rate for something like the above is approx $65,000 a day.

Unfortunately, as always, the Russians are stuck on such things. The crane used for the reloading can only take one missile at the time, but that same crane is used for lifting ALL the heavy stuff in port, which means a logistical nightmare and quite a busy schedule for the crane.
here the same crane is used to take off the radar from Kerch:

Oh that one. They have quite a few ships of this class iirc.
You wrote “although it is a relatively new ship…”, well actually it is because it is a new ship! All new ships have trouble in the beginning. If it’s the first one of a class then it’s fairly normal to have many errors. From a class of LNGs, the first one had many leaks, just because they had connected a pipe that was 20cm above the other with each other, needless to tell there was a lot of stress on that connection and hence leaks. Happens everywhere, mistakes in plans that have to be solved in very short times to avoid the late delivery fine. Second of that class had a lot less trouble, they just adapted the plans and then it went better. Always happens that way.

Turbinia could you explain the asymetrical stern design? Haven’t seen that one before! I guess it’s to avoid the motion/turn created by a single propellor design?

Hello Turbinia,
Here is something very interesting, the latest new big container vessel. As expected the container vessels are now growing larger than the tankers (in length, not in beam, depth and displacement).
The biggest one around now, 11,000 TEU Emma Maersk:

Emma Maersk, the world’s largest container vessel will call Aarhus, Denmark, on Friday 25 August 2006 at 6 am.
Due to a draft of 16 m, the ship is too large to be located at Multiterminalenand will instead be located for fitting at the
new quay in extension of Containerterminal East. This is where the remaining tests and final preparations will take
place before the ship is expected to enter Maersk Line service from 7 September 2006.
It will not be possible for the public to go onboard the vessel during her stay in Aarhus and the quay area will be
sealed-off. Maersk has now issued a few more details on the ship:
Emma Maersk is a very large container ship built by Odense Steel Shipyard Ltd. for the A.P. Moller– Maersk Group.
The ship has a capacity of about 11,000 twenty foot containers.
The main particulars are as follows: Length o.a. 397 m , Beam 56 m , Depth 30 m, Draft 16m

M/S Emma Maersk has been built applying the newest technology in design and equipment. The propulsion
machinery is a 14-cylinder Wartsila diesel engine from Doosan Engine Co. developing 110,000 BHP or 80,000 kW at
102 revolutions per minute.
To augment speed the propeller drive shaft is fitted with two electric motors. Five diesel generators with a combined
power of 20,700 kW and one combined gas/steam turbine generator of 8,500 kW driven by the main engine exhaust
are installed. A waste heat recovery system is installed to optimise the use of the energy produced.
The bunker fuel tanks are placed away from the outer part of the hull.
In the engine room and cargo holds 8,000 data signals are continuously monitored by an advanced, integrated
computer system. This ensures optimal operating conditions automatically giving guidance to ensure a well functioning
operation of the vessel.
The center for the integrated computer system is the engine control room. The system can also be remote-controlled
from the navigating bridge and from the cargo control room.
M/S Emma Maersk can carry 1,000 forty foot reefer containers. Quick and safe lashing of the containers on deck is
made possible through the yard patented lashing bridge.
The life-saving equipment consists of two 38 persons’ lifeboats, six life rafts and one man-over-board boat.
Two bow and two stern thrusters, each with of 25 tons transverse thrust, are fitted to facilitate easy maneuvering in
port. Rolling in adverse weather conditions is reduced by two pairs of active stabilizer fins, thus adding an extra
dimension to cargo protection.
The latest radio, telex, telefax, and satellite telephone systems ensure efficient communication to the world.
An air conditioning system gives comfortable indoor temperatures regardless of outside weather. Combined with a low
level of noise and vibrations this ensures ideal conditions for both work and leisure.
M/S Emma Maersk is a rational and highly automated ship thoroughly monitored by advanced computer systems.
The ship can therefore be operated by a crew of 13 persons only.
Accommodations are arranged for 30 persons. M/S Emma Maersk is designed and built to meet the highest
demands for safe, precise, environmentally friendly and economic transportation of goods all over the world.

Only 13 persons as minimum crew, quite automated I guess… This is of course the minimum requirement. As I have mentioned before, mostly they have accomodation for more persons.

Here is something generally interesting:

Vinashin on Brisk Demand
Reports said that Viet Nam Industrial Shipbuilding Corporation (Vinashin) Expects to earn $500m from shipbuilding
contracts through next year, the Ministry of Trade reported. Export turnover from the shipbuilding industry stood at
$200 million last year. Vinashin has finished negotiating shipbuilding contracts with foreign buyers that would generate an estimated $1.5b in revenue through 2009. Vinashin estimates that with an investment of $3b over the next 10
years, it would reach a productivity of $3b per year. The corporation was currently implementing large shipyard
projects approved by the Government. The Ministry of Trade concurred that, by 2010, the domestic shipbuilding
industry could earn $1.7 billion from building and exporting ships.
Vinashin has beat out rivals in Asia, including from Japan, to win contracts. In 2004, Vinashin penetrated the European
market by signing contracts with the UK’s Graig which ordered cargo ships of 53,000 DWT. Last year, the corporation
got important orders including a contract to build a container ship with a capacity of 700 TEU for Germany’s MPC
Marine. The Singapore Business Times stated that Viet Nam was endeavoring to join the world’s leading shipbuilders
and that Vinashin was a comer in the industry. Despite a relative lack of experience, the newspaper said, the
corporation has two great advantages: low labour costs and quick delivery.
Vinashin is now building shipyards with a capacity to build ships of up to 100,000 DWT. The corporation has signed cooperative
agreements with foreign shipbuilding companies to provide and support hydraulic engines and high-capacity
diesel engines. Vinashin has established a joint venture with South Korea to build Hyundai-Vinashin, the largest
regional shipyard, capable of repairing ships of up to 100,000 DWT.
Vinashin said that the world shipbuilding industry was booming due to three factors. First, strict environmental
protection requirements of the International Maritime Organisation required countries to minimise the use of single-hull
oil tankers. As a result, many clients have sought to build new large ships before the regulation takes effect.
Second, China’s heated economic development and brisk maritime trading between Asian countries and the US have
spurred demand for ever-larger vessels capable of carrying 10,000 containers. Third, the thirst for oil and liquefied
natural gas (LNG) in such countries as China and India have driven up demand.

Vietnam rising! But the last general comment with the three points is very interesting.
Those stupid exhaust requirements are going to cost the landlubbers money. All extra costs for the environmental measures will be paid by the companies who want to transport their goods and all together they will just pass on the payment to their customers.

And finally the battle has begun:

Hanjin orders five 10,000 TEU containerships
Hanjin Shipping has become the first Korean carrier to place an order of five 10,000 TEU containerships.
At ceremonies in Seoul today Hanjin Shipping President & CEO Jung-won Park and Samsung Heavy Industries CEO
Jing-wan Kim signed the contract for the ships.
The five vessels ordered are scheduled for successive deployment from February of 2010 on Hanjin’s trans-Pacific
trade and expected to provide better customer service and rationalize the company’s fleet operation.
The order is in line with Hanjin’s mid-to-long-term strategy to lead a global shipping market increasingly dominated by
large vessels.
A total of eight owned 6,500TEU vessels were ordered in 2003 through 2004 and started to be deployed on the Asia-
Europe trade from the second half of 2006. And large 8,000TEU containerships began to be deployed successively on
the trans-Pacific trade from the second half of 2005.
Currently operating 80 containerships on 60 lanes worldwide, Hanjin Shipping has and will continue to expand and
rationalize its fleet and strengthen ties with the CKYH Alliance. Furthermore, the Korea’s largest ocean carrier will
remain committed to change and innovation as it struggles to become “the premier total logistics company most
trusted by customers worldwide.”
The 349 m x 45.6 m 117,000 DWT ships will each have a container capacity of 9,954TEU, an engine output of 93,000
bhp and an operational speed of 25.7 knots

Indeed stern is often equally slim as the bow, something a lot of people don’t know.

Here’s a nice piece to show how much they are ahead of naval ships in terms of technology:

Steady as she goes for Evergreen
Tuesday, August 22, 2006

Ever Steady, the latest in a series of ten 7,024 TEU S-type vessels being built for Evergreen in Japan, has taken to the water for the first time. It was launched at Mitsubishi Heavy Industries’ Kobe shipyard on August 22 at a ceremony hosted by Vice Group Chairman of Evergreen Group and Chairman of Evergreen Marine Corp, Chang Kuo-Cheng (K C Chang), and is due for delivery in December 2006, scheduled to enter service on the HTW service linking Southern China, Hong Kong and Taiwan with the West Coast of North America.
Ever Steady is the sixth vessel in this series. Four have already entered service with the Evergreen Group’s UK affiliate Hatsu Marine Ltd and the fifth, Ever Superb, is due for delivery at the end of this month.

The Evergreen Group is in the midst of taking delivery of 18 large post-Panamax containerships, the first of which was delivered in 2005. Eight 8,063 TEU C-types are already in service and the S-type series will complete in 2008.

The new S-type vessels are particularly noteworthy in that they incorporate many new environmental features that go well beyond the requirements of new and soon-to-be-introduced international requirements. They incorporate a double-skinned hull and all fuel tanks have been located within the transverse bulkhead spaces, thus minimising the risk of oil pollution or fire as a result of grounding or collision. A high capacity oily water separator enables the oil content of waste water to be reduced below 15 ppm while much larger separator bilge oil and bilge oil holding tanks provide more storage capacity than normal, enabling the vessels to avoid any discharge when sailing in sensitive areas and to maximise the amount of waste that can be held for ultimate disposal in specialised shore facilities.

Similar arrangements have been made for handling sewage and so-called grey water, including water from the cargo hold bilges, when the vessels are in port or close to shore.

The main engines and generators incorporate low NOx technology while the ships are also able to switch to low sulphur fuels when sailing in restricted areas such as the Baltic Sea.

‘Cold-ironing’, the ability to shut down all shipboard generators while in port, switching to shore-based electricity supplies, is also a feature of the S-class vessels. So far, only the Port of Los Angeles has initiated an Alternative Maritime Power (AMP) programme that requires ships to shut down their diesel generators while in port but Evergreen expects many more ports to follow LA’s lead. The Group estimates that the cost of meeting AMP requirements amounts to approximately $2m per vessel.

The latest tin-free anti-fouling systems are also being used for the underwater hull coatings of the S-types and are being applied to other vessels in the Evergreen fleet when they undergo routine drydockings. These new coatings are replacing systems that, although highly efficient and widely used globally, were found to have a negative impact on marine life.

Evergreen chose to class those S-class vessels allocated to Hatsu with Lloyd’s Register (LR) while those for operation by Evergreen Marine Corporation will be classed with the American Bureau of Shipping (ABS). It has obtained LR’s EP (environment protection) notation for the Hatsu ships and the equivalent ABS ES (environment safety) notation for the EIS vessels.

With an overall length of 300 m and a beam of 42.8 m, the S-class vessels are able to carry containers 17 rows across on deck and 15 rows across below deck. They have a deadweight of 78,700 tons on a service draft of 14.2 m. Each vessel has a single 10-cylinder Mitsubishi Sulzer 10RTA96C main engine developing 74,700bhp (54,900KW) to provide for a service speed of 25.3 knots.

The carriage of temperature-controlled containers, an increasingly important revenue source, is made possible with the provision of 839 reefer plugs

As for the clutch, indeed, pretty big, I remember their engine room was HUGE, nowadays such a construction would be herecy! They keep the engine room as tight as possible to take more containers. MSC Sonia was 261m long (beam 32.3m) and could only carry approx 1,800 TEU, something rediculous compared to current ships of that size. (for comparison APL Panama, same length approx 4,000TEU)

Here are some pics of the Talwar in dry dock and its sonar and stabilisor:


On the big version of these pics things are more clear. Can’t seem to get this one fixed to put the larger version up though.

And here the back: