chengkp75

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.