chengkp75

Actually, the ship has to report even if there are zero cases onboard. The initial report, whether reporting any cases or not, has to be made 24 hours prior to returning to a US port. This is the "routine report". The "special reports" need to be made when the cumulative cases reaches 2% or 3% of passengers or crew (not combined). E. coli, botulism, salmonella, shigella, to name a few.

Which cruise lines are you referring to as "american"? None of the major cruise lines are US companies. Again, what are you basing your "better condition" on? Rust? Really? Where did you meet these crew members from the engineering department? Because loss of one main generator will not stop the ship. As I've said, I was a Chief Engineer with NCL.

this information came from whom?

If that is the case, it is very risky for RCI, as past illness data is reviewed whenever the USPH inspects a ship, and if the report doesn't correspond with other data the CDC may have (reports from individuals), then the ship can fail the inspection and be barred from boarding passengers.

Whether or not there is any noro onboard a cruise ship, it must make a report to the CDC at least 24 hours prior to entering US waters reporting the number of GI cases (even if zero, so every voyage).The ship then needs to report again when the number of cases reaches 2% of passengers or crew, and then again when it reaches 3%. The only time anything is shown on the CDC website (which is for GI outbreak updates is when the 3% threshold is reached. So, there could be 70 cases of noro onboard, and there would be no report on the CDC website.

As the Pearl Mist is a newer ship, and Canadian built, I'm sure ACL will retain the ship, as reflagging to Canadian would avail them of the ability to meet the Canadian Coastal Shipping Act (analogous to PVSA), and sail exclusively to Canadian ports. Or, maintaining the Marshall Island flag would give them significant tax advantage. I have no doubt that ACL, with its ambitious building program, will target the Great Lakes market, using US flag vessels where appropriate, and Canadian vessels where appropriate. The AQV ocean ships were too old for economical usage (IMHO), and the river boats were bought at near scrap prices to keep them from competitors, while ACL powers over Viking in the US river market.

This day out of service is needed to comply with the PVSA, as your "back to back" would be from Miami to Port Canaveral (Miami to Miami, Miami to PC, PC to PC, so as far as CBP is concerned this is Miami to PC.

ACL would not use the AQV ships in their Pearl Seas subsidiary, as this would eliminate their ability to bypass the PVSA. The ships need to be US owned, and Pearl is not a US company. Why initiate a US subsidiary to a non-US subsidiary, when they can operate US flag Great Lake ships directly under ACL.

I was not aware of this 2 day dry dock, as it is not listed as scheduled in the DNV database. It is unusual, for a ship of 20 years old to have just a 2 day docking, especially since unforeseen problems are often found when the ship goes dry, but it makes some sense as an interim docking to make up for the obviously missed docking about a year ago, and to reset things in line with the 2025 class renewal timeframe. To be completely factual, one of the "seven generators" is the emergency generator. As I stated before, the ship will routinely sail with one main generator down for overhaul, for weeks at a time, so this would not cause the USCG to prevent the ship from sailing. Even with two main generators down, the ship would not be prohibited from sailing, and could still likely make full speed. If, however, the problem was with the emergency generator, then that would definitely be a "no sail" item. Failure of the emergency generator is definitely a safety concern for the ship, and in not specifying that as the problem, I find your answer somewhat disingenuous. Especially as you camouflage the emergency generator in a lump with the other generators, calling it "just" one of seven. Now it all makes sense. Hilo is the typical day for crew fire drills, and also the weekly test of the emergency generator, which apparently failed during this test.

As I said upthread, it is an inconsistent problem. Your hair dryer may work one day, and not the next. It depends on the state of the ship's electrical system (whether any ground faults are present or not) at the time you want to use your Dyson, as to whether it will work or not.

Yes, the generic term is "podded propulsion system". There are two manufacturers, ABB and Rolls Royce. Since ABB is the 800 lb gorilla of the "podded propulsion system" market, "azipod" (their trademark) is used generically (its handier). POA has the Rolls Royce "Mermaid" podded system.

Not sure why one generator being down would stop the ship, or even get the USCG involved. The ship (and nearly all cruise ships for that matter) routinely operate with one generator engine down for overhaul, and these overhauls (about every 2.5 years for each engine) take about 4 weeks to complete. POA has 6 generators, all identical, and any 4 of them could provide full speed to the ship. The only thing I can think of is there was an electrical problem with one of the two main switchboards, only allowing 3 generators to be put on line, and halving power to the azipods.

Looks to me like they will see 3 of the 4 ports of call, Kahului, Hilo, and Nawiliwili. Fair enough, not another overnight on Kauai, but they did have the overnight on Maui, but they get to see all of the islands that the cruise was scheduled to go to. The only missed port was Kona.

Ah, no. There is no such thing for ships. And, they do not stay "inside controlled water areas", as there are no traffic separation schemes in Hawaii. There are a few whale protection zones, but that is mainly "go slow" areas, you are free to move around in them as you want.

Which are well outside the normal shipping lane through the channel.

The North Sea pilots are unusual, and not required, though most ships take them, due as you say to the amount of traffic in the area, providing another set of eyes to the bridge team. While pilots are well paid, they also have one of the most dangerous jobs around, a recent report saying that 1 in 20 will die on the job. Typically, before taking a pilot's job, you must get a merchant marine license and sail on that license for a time to gain experience in handling ships. Then there are the exams, that in many cases requires you to hand draw a chart of the area you are looking for pilotage for, including all navigational markers, and obstructions, in their proper locations. Then, there is the professional bond, of several hundred thousand dollars, that you have to have. Then, you start out as an apprentice, under another pilot, making not much money. After a while, if the other pilots approve, you can move up to handling small ships, and then over time, you move up to larger ships. The pay is based on the number and size of ships you handle. You typically also have to "buy your way in" to the pilot's association, to the tune of another few hundred thousand dollars.

The pilot stays onboard the entire time the ship is in the Channel and North Sea.

From looking it up, cardioversion is different from defibrillation, so an AED would not be a proper device.

The only time that a birth certificate/driver's license combination is legal documentation for cruising is for a closed loop cruise, one that starts and ends at the same US port. Your cruise is not a closed loop, so this form of documentation is not allowed.

Depends on what kind of pilot boat. A harbor pilot boat would not venture far out of sight of land, but a bar pilot boat is designed to come alongside a large ship, while that ship is still doing 6-7 knots, in open ocean waters, and many pilot boats (like the Columbia River bar pilots) will operate in breaking seas of over 10' (and are as self-righting as any RNLI boat. In the UK, for instance, the North Sea pilots board several miles offshore of Brixham harbor, in some of the worst weather I've seen small boats operate in.

I knew John as well from my time with NCL.

Yes, doing surveys out of synch with others gets expensive, so they should be stretching and compressing intervals to bring things into line.

Well, I'm assuming you are in the DNV Vessel Register, and entered the ship name. This will display a page with all the POA data on it. A "dry dock" is not a required survey/inspection, under "Surveys" you will see the "Bottom Complete Survey", this is the dry dock survey of all things under the waterline. This is showing as "next due" 6/29/2024. There is leeway there in the date range for the due date, so a few weeks either side is possible, allowing for dry dock availability. This date is somewhat out of sequence, as her last docking was June 2021, so this June is 36 months later, when it should have been no more than 30 months, so this must have been a covid exemption (shipyards not working), as her main class renewal date (the 5 year cycle of major inspections/surveys) is March 2025, and ships are normally required to dry dock for the renewal survey. Also, her class certificate is due in June 2025, which is again out of line with the renewal date of March 2025, so things are a bit muddy, but Covid tended to do that.

NCL has had azipods since the Dawn class, back in 2001. Spirit, POA, and the Jewel class all had azipods, then NCL returned to shafted propellers for Epic, and then back to azipods for Breakaway. Hawaii requires tugs to be on hand for docking/undocking in most ports, but they are almost never called on, and don't have to escort to the sea buoy. Can't remember if Hilo had tugs or not. Most tug work on cruise ships is "on a line" pulling, not pushing up against the ship, where the black tires mar the white hulls.

All international SAR is free of charge.