Heidi13

Unfortunately, on ships it isn't that black & white. Both wave height and wind speed have a number of variables. With respect to wave height, the direction in relation to ship's course, wave period and whether single or confused seas affect ship movement as much as height. You also need to consider that if the vessel is steaming towards shallower water, the height can increase quickly. True wind speed is only a contributing factor, as the key factor is relative wind over the deck. A ship steaming at 20 kts in a 20 kt wind can have anything from flat calm over the deck to 40 kts. A ship steaming at 20 kts into a 20 kt head wind has 40 kts over the deck, whereas the same ship with a 20 kt following wind has flat calm over the deck. The ISM Policy & Procedure Manual could state some standard and that could be posted, but when it comes to safety and pollution prevention, the Master has overriding authority and responsibility to make decision, as per ISM Code 5.2. Therefore, the Policy & Procedures manual provide guidelines for the Master, which also include looking ahead for weather changes, depth water changes, sea state changes and the route.

Just looked at the specs and they wouldn't be my choice of binoculars. In addition to the high magnification, which is basically double the recommended magnification for use on ships, I have issues with: - They have a very small Field of View - 230' at 1,000 yds, whereas your 10x42 Bushnels are 341'. The smaller FoV makes it way more difficult to locate small objects at a distance. - Eye relief - if you wear glasses, the eye relief of 15.6 mm may be too low, which can cause loss of viewing at the edges. - Weight - they are about 40% heavier than the 10x42.

I'll suggest this is the classic example of a shipping company actually living up to the tag line of "Safety is our 1st priority". In our experience, Viking does operate with safety being the 1st priority, most other cruise lines, not so much. When conducting a risk assessment, they will have addressed the potential for injury by furniture being unsecured when the vessel encounters a quick storm. More importantly, they will have considered the safety risks to the crew that have to stow and secure the furniture in the event of a quick storm. Therefore, to mitigate risk, the best option is to keep the deck furniture secured through northern latitude sailings. Outer deck access risk levels are determined by the Master in accordance with the guidelines published in the ship's ISM Policy & Procedures Manuals. Every procedure these days has guidelines the Master must follow, unless s/he is taking action for the safety of the ship or to prevent pollution.

Wow!!! You crossed the Atlantic in a "Boat". Remember, ships carry boats, but boats don't carry ships.

Since this is clearly an issue, surely you inquired at the Purser's Desk the following day, as to why the hot-tubs closed at 20:00. It would be helpful to also include the response you received.

You need to ask the cruise line. It may also depend on your eventual disembarkation port, as to whether Cabotage laws are applicable.

Negative, the HAL ships all carry too many pax to be able to make landings ashore in Antarctica. From memory, I believe landings are restricted to vessels with < 500 pax. The ships are also limited to sending a max of I believe 100 pax ashore at any one time.

I wasn't referring to the HAL W/C.

That's mostly light surface rust and staining. That can easily be addressed with onboard maintenance. I would expect the cabin stewards to submit work requests for the Seamen to address.

Assuming that Rotterdam has Starlink installed, either currently or by next April. SpaceX now claim to have global maritime coverage, but pax on a World Cruise earlier this year reported a number of days with poor to no signal and/or bandwidth - in both Atlantic & Pacific Oceans. With the INMARSAT geo-synchronous sats, they were visible most of the time, except in high latitudes, but the Starlink satellites move across the sky in a low orbit. While they are constantly launching additional satellites, you have no guarantee of having a satellite above the horizon 24/7, as the maritime coverage map still shows limited connectivity across the ocean. By next April, Starlink will have launched additional satellites to improve connectivity, so you could possibly have service during the entire crossing. However, the satellites have limited bandwidth, which you are sharing with your fellow pax, crew and ship's business. I'll suggest you may be able to conduct zoom meetings, but you have no guarantee of receiving sufficient and reliable bandwidth 24/7 mid-ocean.

The list is almost endless, as in addition to the ship's crew and shipyard personnel, the owner brings in numerous specialised contractors. To focus on the areas accessible to pax: - Painting - the shipyard does the underwater and any areas being blasted back to near white metal. The crew will complete onboard maintenance scaling/repainting on the outer decks and touch up painting throughout the interior spaces. They may also refinish some taffrails, although that is usually ongoing. - Deck covering - general replacement and/or carpet and other flooring materials throughout the inside of the ship. Repairs to outer deck materials. - Pools & Hot-tubs - repairs, as required - Furniture - repairs to fabrics & padded materials. Renewing, as per scope of work - Cabins - electrical/plumbing/shipwright repairs & maintenance - Beds - some may be replaced - Cleaning, including the HVAC system The entire scope of work will require many hundreds of pages.

Thanks for the explanation. Yes, the waters of Juan de Fuca, Georgia Strait and connecting channels, while inland waters, can experience some significant storms in both summer and winter. They are also aligned with the predominant winds, which are SE'ly in the winter and NW'ly in the summer, so with a good fetch, can build up some good seas. Summer storms with winds of up to 55 kts happen every few years, at which time Juan de Fuca would be rather uncomfortable. Georgia Strait, upon departure Vancouver, is no different, as I have had to steer weather courses and reduce speed a number of times during the summer months. Even the R/T or 1-way cruises from Vancouver that use the "Inside Passage" can experience some significant seas in the coastal areas open to the Pacific. Hecate Strait is notorious, having significant winds and it is rather shallow on the Queen Charlotte Islands side.

Since the requirement is 2 ev 5 years, she would still be a year late. I've taken my ships for a few emergency dockings over the years and never received credit for delaying the next scheduled docking. Taking the ship in early for 1 docking doesn't automatically extend the next one. HAL must have requested an extension from Class, who may have considered the 2020 docking and in approving the request, will have issued a list of requirements/inspections with the "Condition of Class". I don't recall seeing a 12-month extension, as the extensions we received were normally a maximum of 3-months.

In addition to a heavy Manfrotto tripod, I also have a lighter and compact carbon fibre - Promaster XC525 Black Easily packed in a suitcase, or attached to my camera backpack.

Drydocking a ship every 30-months isn't exceeding the requirements, as SOLAS requirements are 2 drydockings every 5 yrs. Some newer tonnage, subject to Class approval may be approved for Extended Drydocking of up to 7.5 yrs, normally 5-yrs for pax vessels. However, they require In-Water Surveys (IWS) in lieu of the the mandatory drydocking.

Previous drydocking was December 2017, so she was due in December 2022. Most unusual for Class to provide a 12-month extension, any extensions are often up to 3-months.

Not sure what point you are trying to make. "Seas can be rough any time, anywhere" - sorry, but based on my experience that isn't even even close to being factual. In the open ocean, probably, but not anywhere, as it requires fetch to build up seas. Some areas of the World are also more susceptible than others. Others, such as the doldrums are less susceptible.

Departing Seattle, you will have some scenery until sunset when transiting Juan de Fuca. Once clear of Juan de Fuca you are too far offshore to see anything, with the possible exception of the peaks of the highest mountains. Next land sighting will be arrival Sitka. On return to Seattle, you will again be too far offshore to see anything worthwhile. You are sailing the Pacific Ocean, so be prepared for any type of seas, even in July.

She is only drydocking for a fortnight, completing the 3rd Special Survey. Not sufficient time for any major capital projects. In addition to the required regulatory inspections, expect painting and other maintenance.

Allowing for potential delays in arrival, docking or clearance, I would probably be one of the last ones off the ship, aiming to be picked up from White Bay Cruise terminal around 10:00. I would book a car from Omni Limo to pick us up at 10:00, a company we have used in Sydney a few times. I would allow an hour to the airport, although it should only take about 1/2 hr. Therefore, for a stress free day, I wouldn't book a flight before 13:00 - 14:00.

Binoculars have been discussed extensively, so here are a couple of older threads to review. https://boards.cruisecritic.com/topic/2874673-recommend-bringing-binoculars/page/2/ https://boards.cruisecritic.com/topic/2816471-alaska-sept-22-binoculars-suggestion/#comment-62232275

The traffic around Canada Place and the downtown core is always busy, but once you get out of the downtown core, rush hour traffic isn't a big issue, as your going against it.

Most expensive cruise to date was our 2015 World Cruise, which also included round the world business flights. First stop was UK for a few weeks visiting family, then down to Capetown for a week, followed by a safari. Then onto Thailand, Vietnam, Hong Kong and finally joined a World Cruise in Sydney. Everything up to the WC was spectacular. The WC, not so much and it was our final cruise with Princess, after an almost 40 yr relationship of both working and cruising with them.

Sadly, we can't use any of those attitude readjustment techniques, but one of my favourites is still acceptable. Provide some refreshments the previous evening, so next day they have a raging hangover. Issue them with a chipping hammer and send them into the Chain Locker, which is a small enclosed steel locker for storing the anchor chain. Even better when it's hot and humid. Pounding on steel in an enclosed space with a hangover isn't fun.😁

The OP is discussing circumnavigation of Australia. A direct voyage from Sydney to Brisbane is predominantly Northbound courses, but a circumnavigation of Australia, with embarkation in Sydney and disembarking in Brisbane is a clockwise routing.