Heidi13

Chief - isn't that the truth, if you don't know about it, you can't fix it. In my experience, whenever we raised a work order, or even called the engine room before computerised maintenance management systems, if the engineers couldn't respond in a timely manner, we normally got a call with a timeline.

Departing Vancouver in September you could enjoy fairly smooth sailing, but you may also encounter one of the first frontal depressions. Early September has higher chances of fairly smooth sailing, while the potential for storms increases by the end of the month. The Master has a number of routing options, which will probably depend on weather. The shortest distances are a Great Circle or Rhumb Line, but they steam into the prevailing winds for a few days. Last time I did the same sailing, we steamed down the coast for a day, with the current pushing from the North, then altered for a Rhumb Line sailing to Hawaii. This option would get warmer faster. Even in September, our daytime highs are often in the 20's or 30's. Temps will initially drop as you depart Vancouver, then increase gradually. Temps in Honolulu will probably average around high 20's/low 30's. In August and early September, our local Vancouver temperatures can match Honolulu, although this week our temps have cooled to highs of 28C. Since you are completing b2b cruises, which I assume are on the same ship, you need to consider your embarkation and disembarkation ports. If the Alaska cruise starts in Vancouver, you have no Cabotage Law issues, but if your Alaska cruise embarks in Seattle, Seward or Whittier, by disembarking in Honolulu, you will violate the US Cabotage Act - PVSA. The cruise lines generally pick up these issues, but if they don't, they are liable to fines, which are charged to the pax.

No!! The "Rig of the Day" clearly states "No Jeans" after 18:00, except in the World Cafe. It doesn't specify any colour. If pax wish to wear jeans perhaps they should look for an alternative cruise line, until Viking change their policy.

I concur, every pax is not running the shower for an hour, I would also hope all of them are smart enough to know that water is a limited resource, especially on a ship and running the shower to provide humidity is a poor suggestion. Wasting water has another potential consequence, especially when coupled with low bunkers. Loss of those weights can reduce the GM to the point where pools must be dumped. Not common on short 7 - 14 days, but still happens on longer cruises such as World Cruises, TA/TP's.

Hard to forget those days, especially my first ship, as we had over 50 cadets and a compliment of just over 100, on a regular NZS freezer ship. No true seaman wastes water, a trait I am still stuck with. It was a huge culture shock joining my 2nd ship, which was a pax vessel.

You are aware that while the ships do make FW from the Evaps & RO's, it isn't unlimited, as would be required if every pax ran the shower for an hour. The waste water treatment plant also couldn't handle that volume.

The actual drive around the island is scenic with some great stops, however the level of comfort is negligible. I did the tour a couple of times many years ago and again in 2015, the comfort didn't improve. Unfortunately, we had to cancel our last World Cruise, so never did get a change to experience the 4x4 tour. However, based on my research they drive up the hill and then you get out to walk. May have done the 4x4 many years ago, but I don't have memories as per the Le Truck. A good vendor on Bora Bora is Patrick's Tours, but they aren't cheap. If memory is correct, they do both land based and water tours.

Le Truck is exactly as per the name. It is a truck chassis with a wooden pax compartment bolted to the frame. Yes, it has a roof, but it is most uncomfortable. The tour drives around the island with a few stops. Last experience was 2015, when DW was also with me. It was a newer truck so I thought it would be improved, from previous experiences, sadly that wasn't the case. Haven't been on the 4x4 tour, but on our last visit, we planned one with one of the private operators, not a Shore-ex. No, you do not walk up the hill. You can exit the vehicle to enjoy the views when it stops. @Jim Avery can also provide feedback on Le truck.

The 100% capacity is normally based on double occupancy of the total number of pax cabins. This is not the ship's total compliment, which is based on the capacity of the Survival Craft and Assembly Stations. The ship can sail at over 100 % capacity (based on double occupancy), but the total number of pax, crew, contractors, etc cannot exceed the maximum compliment and the capacity of each Assembly Station cannot be exceeded. Ships sailing at over 100% capacity is achieved by filling the 3rd and 4th bunks in a number of cabins. In addition, many ships have additional cabins available in crew areas, which if pax cabins are full, can be assigned to the friends and family members, who don't have an assigned cabin before departure. These cabins are not counted when determining the ship's capacity. Sailing with our son, we have been assigned one of the cabins on a number of cruises, when no pax cabins were available. Any empty pax cabins upon departure are often filled by the friends/family members approved to sail.

Having completed World Cruises on both Princess (mass market) and Viking Ocean (premium), we experienced more snobbery on Princess than on Viking. On Princess we experienced the Platinum Card crowd and the Suites crowd, with many in both groups believing they were special. Viking have no loyalty program, so once outside the cabin, everyone is treated equally. Yes, those booking more expensive cabins receive pre-cruise booking perks, but once onboard everyone is equal. Comparing the cost of both cruises, the Viking base fare was significantly higher, but after the cruise, when all costs were accounted for, the daily cost was virtually identical.

Haven't used that product, but before every trip I research the requirements of the countries we are visiting, which includes visas, passports and medications. I use the UK & Canadian Govt sites, which are updated frequently, so I expect the US Govt has a similar website. These websites are the closest to a master list that I am aware of. When countries do have restrictions, you may need to know the actual drug name rather than the trade name.

We have also travelled the World extensively and have never found an issue finding the correct medication. DW discusses the Canadian or British drug name (not trade name) with the Chemist and they have always managed to identify what it is called in that country. BTW - many countries have restrictions on OTC medications, not just prescription medications. Some that I recall are Indonesia, Singapore, Oman, Egypt, etc. This information is readily available on the UK Foreign & Commonwealth website and the Canadian equivalent, I expect the US provides a similar service.

When you have the ability to advise the cruise line/ship in advance of your desire to remain ashore and re-join at a subsequent port, I see no need to intentionally missing the ship. Without knowing specific details of embarkation/disembarkation ports, the ship's Flag and itinerary, it is impossible to know all the potential issues with deliberately missing the ship. Depending on the ship's Flag, you could have potential Cabotage Law infractions, which can incur significant fines. The ship may also assess fees for making changes to the manifest, especially if it was determined you planned to miss the ship. Depending on the country, you also have potential immigration issues, as the ship requested clearance for pax to spend the day ashore and depart the same day. Deliberately staying longer contravenes the ship's clearance and may be subject to fines, or worse. Since most Masters will delay departure and the crew normally retrieve and land ashore passports, documents, etc it is a major inconvenience to the Master, ship's crew and all pax that followed the rules. This proposed plan would be "Bad Form"

Since US currency is not legal tender in Canada, it is hardly stealing. By accepting foreign currency the business is doing your FIL a favour. If your FIL didn't take the time to exchange US for Canadian, the business is under no obligation to even offer you 1:1. By accepting US currency, which I believe is still old paper notes that are more easily forged, the business is incurring a higher risk. They also require more work to deposit foreign currency and complete the accounting process. Additional risk and extra work require extra fees, so requesting 1:1 is not unreasonable, when your FIL could have used a credit card or taken the time to exchange currencies.

While it is possible, you would need to get prior approval from the cruise line. Although the ship is on a R/T sailing, both of your voyages would be classed as International Voyages, so US Cabotage Laws (PVSA) are not applicable. In most cases, no cruise line can prevent you from disembarking the cruise ship, but you may be liable for fees and/or fines. Therefore, best to get approval in advance and ensure you have the proper Visa or electronic visa for the length of your proposed stay, as opposed to only a day port visit. On the proposed return cruise, you would technically be a no-show at embarkation, so would be subject to the cruise line's terms & conditions. Generally, no-shows result in a automatic cancel and the cabin is re-allocated, often to one of the friends/family program pax. Therefore, to ensure a cabin remained available, you would require prior approval to be a no show at embarkation. It goes without saying that you would need to book both full cruises.

I found our current TA the same way I hired/fired employees. Started off with making a list of what we wanted from a TA. Then wore out shoe leather by interviewing them. Not all TA's provide the same levels of service, so TA's recommended by friends/family may not always meet your needs.

Without knowing your embarkation port, it is impossible to provide a definitive answer. If you are embarking in a different UK port then UK Cabotage Laws may be applicable. I haven't studied UK shipping acts since the 1970's, so am not aware of the current requirements. Any contravention of Cabotage Laws can result in a fine to the shipping line, which is then passed on to the pax. If you embark outside UK, it would then be classed as an International Voyage, so Cabotage Laws are not applicable. In general, cruise lines cannot restrict any passenger from disembarking; however, pax could be liable for a number of fees, if not approved in advance. The ship must make changes to the manifest, with many cruise lines charging a fee for completing this work. The shore authorities may also have to provide additional customs/immigration officials. You are also required to ensure any visas or e-visas are correct for disembarking, as opposed to only visiting for the day. As other have indicated, it is always best to submit a request in advance and receive approval, to mitigate the potential of being hit with significant fees.

On our first WC we experienced segments even shorter - Sydney to Melbourne, which is 2 nights with 1 sea day. About 600 booked this segment. They also sold Sydney to Freemantle and Melbourne to Freemantle.

Based on conversations with the Viking Sun Chief Engineer on the 20 WC, he mentioned the next class of vessels would be slightly larger to meet updated SOLAS requirements. Unfortunately, in retirement, I no longer monitor SOLAS amendments, so can't comment. When it comes to re-design, the additional length and beam could have been added anywhere, so I concur with you that the addition of hydrogen is the driving force behind the location of the SOLAS required additional space. The hydrogen fuel cell, associated equipment and hydrogen tanks all require additional space.

Northbound from Vancouver, most of the time you have land on both sides or nothing, except possibly the very tops of mountains. Departing Vancouver, the port side has better views through the harbour, but the stbd side is probably better through English Bay. Once clear of Pt Atkinson, the port side has the setting sun, which at times, can be excellent. Sunset is before Seymour Narrows, so you steam through the Inside Passage at night, although you may catch the top end if cruising close to the solstice. At the top end of the Inside Passage, you have better views on the port side, until clearing Queen Charlotte Sound.

Sorry, don't know the legal requirements, but when called, we have always received assistance.

Although the authorities at the next port have no jurisdiction, the Master and/or the Flag State can request assistance. Unfortunately, I have never dealt with what happens after they are landed ashore and have not been required to research this area when drafting policies & procedures. An example of the Master requesting assistance would be when I completed the Aussie season on SS Oriana. Every 2-weeks we boarded a couple of local Police Officers, who received a complimentary cruise. On the Bridge, we had their cabin number/pagers and called them 24/7 to assist with the numerous incidents we had on board. Any pax arrested were offloaded at the next port.

Having operated many rigid hull inflatables, most of which were manufactured by Zodiac, there are way too many variables to provide a definitive answer. Generally, RHIB's are not the most comfortable, and in any seaway at high speed they are constantly slamming into waves. If it is a smaller boat where you sit on the buoyancy chambers holding onto the becketed line, that would be extremely difficult with a damaged shoulder. If it is a bigger boat, such as a Zodiac 733, with bench seating, a careful Coxn, slow speed and calm waters, you should have no issue. However, the conditions are rarely like that throughout an entire tour. Wouldn't be my choice of tour, if I had a damaged shoulder.

Responsibility for any activity aboard a ship is clearly laid out in UNCLOS (United Nations Convention on Laws of the Sea). It clearly states that no nation can exercise jurisdiction upon a vessel on the High Seas, unless that vessel is registered with that Flag State. All 160+ nations signatory to this convention must enact these requirements in their local shipping regulations. If any crime is committed in International Waters, it falls under the jurisdiction of the Flag State. If a crime is committed in Territorial Waters, it is normally still the jurisdiction of the Flag State unless, for example, said crime impacts the coastal state, or the Master requests assistance. For crimes in International Waters, the Master would request the assistance of Police at the next port to arrest the culprit and remove from the vessel. The USA is one of only a few Nations that are not signatory to UNCLOS, hence the reason they can enact legislation giving the FBI jurisdiction on a foreign flagged vessel. This would not be possible if the USA was signatory to UNCLOS.

Jim - all going well. Although not quite as hot as Phoenix, as we will hit 99 or 100F today, so just perfect. My only time on single screw, single basic rudder and no thruster was driving the lifeboats/tenders on Uganda/Oriana/Canberra. Even these days the tenders are twin screw and have thrusters. All our ships were either azimuthing, double enders or twin screw + thrusters, as on Ro/Pax we didn't have time in the schedule for docking a single screw ship. However, it was still part of the Master's Oral Exam and was one of the questions I was asked. Turn a single RH screw with single rudder short around in a river. Use of anchor optional. One benefit of basic rudders is the ability to steer going astern. With the older ships, backing out the berth, we could use 10 degrees of rudder and the stern would follow. With high lift rudders, was never able to get the stern to react. Had to get the ship swinging in the berth and then pour on the stern power. I also have minimal experience with tugs, as we only used them entering and leaving Esquimalt Drydock and the ferries own refit complex in the Fraser River.