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chengkp75

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About chengkp75

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    Maine or at sea
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    Former cruise ship Chief Engineer

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  1. No, he's been in the maritime industry for 40+ years, as have I. I do not believe that any public pier facility on the East Coast of the US is non-union, and particularly non-longshoremen. Handling baggage is considered to be "moving cargo" across the pier, and the longshoremen have a lock on this work. This is true for nearly every port in the US, but particularly on the East and West coasts, the only exceptions are "private" piers, such as those owned by refineries, which can hire their own people. Heck, even one of the "mighty cruise" shows, or one like it, showed the longshoremen's hall and the teams being set up by seniority, in PEV I think it was, for an RCI ship.
  2. Yes, I believe that is the final window for them in arctic waters.
  3. I don't believe HAL can offer it anymore, since Greenland now falls within the Polar zone, and none of HAL's ships meet the new Polar Code for operating north of 60*n or south of 60*s. Iceland is not in the polar zone, since it is washed by the Gulf Stream, but virtually all of Greenland is. HAL's ships certificates for arctic waters run out in 2021.
  4. Just to add that cruise lines are required to immerse all "ready to eat" foods like produce in a chlorine solution prior to prep or serving, to prevent this kind of outbreak.
  5. Please speak for yourself. I have been in emergency situations on ships, both cargo and passenger, and I have not been in "panic mode", and I was the on-scene commander for emergencies on the cruise ship I worked. Every member of the emergency teams performed very well in actual emergencies, so your blanket dismissal of crew performance is incorrect and demeaning to the crew who train to save your skin, and get paid exactly nothing extra for doing it.
  6. Back in 2004-2008, when I was working NCL's ships there, we used to get close enough that we had to monitor the sea temperature to make sure the engines did not overheat, as the lava raised the sea temperature quite a bit. The ship would stop, and the Captain would spin the ship 360* using the thrusters so everyone got a good view. While photos required a good long lens, the individual lava streams were visible. And, somewhat different sailing a couple of miles offshore from a volcano many miles inland (surrounded by inhabitants) than putting tourists onto an uninhabited active volcano. The videos from the ship off White Island show the explosion and plume nowhere near it.
  7. Modifying dosage using the manufacturer's "delivery system" (i.e. changing the number of pills or quantity of liquids) is one thing. To modify what is a timed release transdermal delivery to what amounts to painting the medication on the skin is quite another. I would be surprised to hear of a doctor that prescribed crushing up pills and taking with alcohol, if those things were contra-indicated by the drug manufacturer. The scopolamine in the patches is a very strong drug, used in the past as "truth serum".
  8. Nope. A "tramp" steamer is one that does not have a fixed schedule, but moves where the cargo takes it. Tramping is the opposite of a "liner".
  9. Kilauea is the most dormant its been for a couple of decades, so there is no flow to the ocean. I believe that when there is no nightly lava show, the ship actually sails around the northern side of the Big Island, as it is shorter between Kona and Hilo that way.
  10. All I can say is wow. A doctor who prescribes something that is contra-indicated by the drug manufacturer. I've known folks who suffered severe side effects (dry mouth, vertigo, hallucinations) from cutting the patch.
  11. Well, been at sea for 180+ days a year for 44 years and never felt it, to any degree.
  12. Sorry, been going to sea for 44 years, and I still haven't found the "joys of the ocean"!
  13. When I first started out, there were US flag break-bulk ships that carried passengers, and I sailed on a few. We did a trip from the US Gulf coast to the Med, all the way to Israel, and it was supposed to be 3 months, and I remember the passengers paid $600 for the trip (fair enough, that is $3700 today), but delays caused us to be nearly 6 months away from the US, and they didn't pay a cent more. The passengers were nearly all elderly, and one old dear had sprained an ankle in rolling seas, and was confined to bed. Her roommate brought her meals, and it turned out that they were flushing the remains down the toilet. Now, this was not the vacuum toilets you have on cruise ships, but a more conventional gravity plumbing system, but still, flushing bones down the hopper is not recommended. When the toilet eventually stopped up, I, as junior man, had to go and clear it, and it resulted in taking the entire toilet off the flange and rooting around down the pipe with a large screwdriver, in the process of which I cut my hand, and had to get a tetanus shot. Later that day, while eating dinner, I heard one of the passengers asking the Captain "why the plumber ate with the officers". At the time, I was an engine cadet, in training to be an officer. Fortunately for me, the First Engineer informed her that it was either going to be him or me, and he was darned sure it wasn't going to be him.
  14. I agree wholeheartedly with Andy's description. While the details of how and when consultations with the home office need to be done can vary depending on each company's ISM code, as stated, the Captain has the authority to make the final decision. Now, that does not absolve the Captain from investigation or punishment if things go wrong, but he/she cannot be simply punished for making a decision contrary to what the home office or another authority would prefer. When an incident happens, then the ISM requires that the company's incident manager (ashore) be "in charge", or until a national agency takes command, but even so, the Master has the final word, as he/she is the person on the spot. As Andy says, if the Master has two options, both acceptable to the Master and to the ISM, let's say proceeding on schedule, or staying in port, and the Master wants to proceed, the company can overrule the Master and keep the ship in port. It is, after all, the company's ship, not the Master's, and the Master is the Company's "agent", so he will do what the company wants, unless he feels it adversely affects the safety of ship, cargo (passengers), crew, or environment.
  15. Food will be pretty heavy on the carbs. Typically, there aren't any balcony areas, though there might be a lounge chair or two outside the bridge. You will be limited outdoors to the stairs and landings on the outside of the "house" (accommodation block), and the deck outside the bridge with permission. While many container lines try to maintain rigid schedules, most of the lines that carry passengers will have some slack, so don't plan on precise dates for ports or disembarkation, and you will be treated like an alien species in most ports by the officials and the terminal (container dock) operators.
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