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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. There are two types of lifeboats, those that are strictly lifeboats, and those that are lifeboat/tenders. The combo boats typically have a catamaran hull, twin screws, and more comfortable seating. You will see a "dual capacity" rating, one for tendering and one for lifeboat duty. Many even have seating on the top of the boat for use when tendering. Lifeboat/tenders are more maneuverable than lifeboats. Lifeboats appear to be "bobbers" until loaded to capacity, at which time they become basically cinder blocks in the water.
  2. Most ships have a "rapid response team" made up of plumbers, electricians, refrigeration engineers, and carpenters who know every inch and piece of equipment on the ship intimately, and can secure power and locate the equipment far faster than the regular fire teams. The tech team always works hand in hand with the fire teams in all emergencies.
  3. Those containers are most likely mostly empty or full of trash. Crane service in a drydock is a scarce commodity for the owner's use, the shipyard of course gets priority in getting their jobs done first. So, typically, those containers, even if empty of all the furnishings, carpet, whatever, are left onboard to be removed by crane in the layberth as the crane is solely for the owner's account there.
  4. US Navy contracts are on a "cost plus" basis, and the Navy has no urgency in getting ships back into service. While a commercial ship is lucky to get 2 weeks in shipyard every 5 years, the Navy will park a ship there for up to 18 months. The repairs to Oasis, if any "hidden damage" is discovered, is estimated as it is discovered, on site, not "we'll get an estimator on it tomorrow, and they'll get back to you in a couple of days with a cost", and the price and timeline will be agreed upon between the yard's superintendent and RCI's technical superintendent on the spot.
  5. Disney did the same thing a couple of years back, getting an Italian crew off in the Bahamas after an alleged assault. The victim here needs to hire a US lawyer with international experience, that lawyer will find a lawyer in Italy to get the prosecution going, and it will lead from there.
  6. A "wink wink" is a corporate attitude where the corporation acknowledges that environmental violations are illegal, but then tell the shipboard crew that "they don't want to hear about" any problems getting rid of pollutants (like an oil sludge barge, or a barge if the oil/water separator is broken) with the caveat that if the engineers request shoreside assistance for a problem, that there will be a new Chief Engineer coming along with the barge. This is a very common form of corporate behavior in shipping. The engineers onboard don't wake up and say "gee, I'll save the company a butt load of money, but risk my license and livelihood by doing it", no they are told by corporate that the problem is the ship's, not corporate's. This is why these environmental probation cases tend to target corporate officers as well as the offending shipboard personnel.
  7. From my reading of consular duties and abilities, the ability of a consular official to arrest a seaman of a different nation relies on treaty between the two nations, and for the US, the flag state would have to apply to a US court to arrest a seaman in a US port, before an arrest could be made. This is not a clear cut situation.
  8. Yes, mostly due to dock availability, though closeness to "trade route" is another consideration. Not sure if the docks in France or Holland are available.
  9. So, does Australian law apply everywhere in the world? This is a basic tenet of international law.
  10. The shipyard will provide their own "wheel gang" (the name for the workers who do the propeller work in the yard), but yes, likely the ABB techs that were in Freeport took the ride over. They are supervisors, while the wheel gang does the heavy lifting. Shipyards typically have more than one project underway, so there are enough workers to go around with Oasis and Sunrise. Yes, Oasis needs welders and fitters, Sunrise is doing mostly sub-contractor work in the hotel, so these are not shipyard employees anyway. She may be finishing up electrical and electronic work, as I understand the bridge was torn right out to upgrade the navigational systems. European shipyards are some of the best when it comes to estimating ship repair jobs. They would have had estimators onboard from the time it was decided to go to Cadiz, and they would have the estimates down to the hour, the number of workers, and the dollar before the ship even left Freeport. Unfortunately, US shipyards, with their attachment to US Navy contracts have lost this ability many years ago, another reason the US cannot compete in the ship repair business.
  11. The key part is that it was a plastic container, not that it contained egg yolks. Plastic going in the water is a serious violation. The whale was likely dead or dying and the ship happened to scoop it up on its bulbous bow. Its not unheard of.
  12. Uber from Portland to Freeport (if it is the LL Bean excursion) is $25 each way, and getting a return from Freeport may be difficult. If it is to Kittery, it is $67 each way.
  13. Then empty the dock, 24-36 hours to reset the blocks, and then refill the dock. Easily 48-72 hours from the time Sunrise leaves the dock until they are ready for Oasis.
  14. Yes you will be taken off the manifest, as this is the legal document of who is onboard the ship at any time. If you miss the ship, the ship is required to file an amended departure manifest as soon as possible after sailing.
  15. I believe Shaky was referring to the corporate executives, not the board. I personally don't believe the board of directors has enough day to day involvement in the corporation to be liable, but certainly the CEO on down.
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