There was considerable concern on board regarding the lack of heating, and in particular for the welfare of crew, many of whom were from warmer countries than the UK^▸ (United Kingdom).
Concern however did not translate into any effective action, in defence of the officers and crew it must be said that training was limited to strictly MARINE matters and not including heating systems.
Heating on more modern ships tends to be electric, in the interests of simplicity and reliability. Ducted hot air is now VERY last century.

I was very surprised that the heating breakdown could not be rectified by those on board. Despite almost no marine experience, I diagnosed the problem and suggested how to cure it by phone.

Details, all accommodation spaces were intended to be heated by hot air. Outside air was drawn in, filtered and warmed by a hot water coil before being supplied via ducts to all areas.  The air temperature was adjusted by controlling the hot water flow automatically with manual backup adjustment.
The range of adjustment was from 24 degrees up to 45 degrees. In each compartment the volume of heated air but not the temperature thereof was manually adjustable.
The hot water was from the engine cooling system, with a small oil fired boiler for use in port.

No heating observed.
Fan observed to be running.
Air filters clean and not blocked.
Automatic hot water valve observed to be shut. Opened manually, still no heating.

After I suggested some simple tests, it was found that a fire damper in the air duct was shut and blocking almost all air flow.
This possibility had been considered but ruled out as the duplicated warning lamps  on the bridge were not lit.
No spare fusible links carried on board. I suggested as a TEMPORARY  measure that the broken link be replaced by a loop of nylon fishing line as this would promptly melt in case of fire and release the damper.
The closed valve in the hot water circuit was a red herring and not the cause of the problem. The lack of air flow resulted in the hot water in the heating coil "confusing" the sensor which "thought" that the air was too hot  and therefore closed  the valve.
The non functioning warning lamps on the bridge were found to be due to incorrect voltage lamps fitted. 6 volt lamps fitted on a 24 volt system they would have failed instantly when called upon.

During investigations, the captain was heard to exclaim "Oh no, they are taking my ship apart, and are certain to loose some of the bits"

AFAIK^▸ (as far as I know), the proposed but never opened station at bull and bush, would have been the deepest on the underground.
It was partly built but never used as a station, it remains in use as deep bunker in case of war.

Time taken varies, but was 14 days for this trip, Southampton to New York state.
Fares also variable, but about $1,000 is common, less for repeat customers who book direct with the shipping line.
Departure was delayed awaiting one piece of urgent cargo. Normally the ship carries only containers, but on this voyage, a very large steel tank or vessel was conveyed in addition. Loading this and securing it took some time.

The voyage was routine, as most are.

One previous voyage was in extreme weather, and verging upon dangerous, with the very experienced captain "looking worried" and the multi racial crew praying to various gods for deliverance. That sort of thing is very rare.
 
Another voyage was very cold, and the heating broke just after leaving port. Mended with telephone advice from myself

No not via saint Lawrence seaway, though a pleasure trip thereon may be taken.
They are staying with relatives in the USA for while before returning via cargo ship.

A friend has just completed a voyage from UK^▸ (United Kingdom) to upstate New York, via cargo ship.
 They were the only paying passenger.
Dining was with the ships officers as is the norm. Roast meat for evening meal, good selection for breakfast.
Drink was serve yourself and declare what you have used, very cheap, spirits £5 a bottle, wine £2 a bottle, beer 50 pence for a large can. Smoking prohibited in all rooms and cabins, but permitted on deck.
The cabin was well appointed, with a day room and a sleeping area. Double bed, the sides of which could be raised to prevent rolling out in bad weather. Bedding basic but adequate, cotton sheets perfectly clean but not ironed, large thick wool blankets, pillows filled with kapok which is unusual.

Unlimited access to the bridge with a stern warning not to spill tea/coffee/ coke into the expensive radar display screen ! this has happened more than once.

They had their own Inmarsat telephone which was very useful. Expensive though at about £1 a minute.

Sounds uncomfortably cold to me, better done in the summer IMHO^▸ (in my humble opinion).

I have more sympathy with "the railway" in conditions this bad. What annoys me is the endless disruption in only moderately adverse weather.
 Considerable flooding near me, I am not directly affected as atop a small hill, but the odd power cut, and tesco home delivery much delayed.

We need the broadgage simplified fares structure.
Only three different fares available for any journey.(in each class)
Peak fare---------for trains known or expected to be heavily loaded.
Super  bargain---very cheap  for very lightly used services, mainly early morning or late night services, possibly also rush hour trains for travel against the main flow.
Off peak------all those not included in the above.


To limit the greed of TOCs^▸ (Train Operating Company), at least 25% of services must be Super bargain.
And peak fares must not apply to more than 25% of services.
Both the above to be per timetable period and NOT each day or week.
Bookings allowed for peak and off peak, for a small charge. Not needed on super bargain.

Subject to the above, TOCs could classify trains as they see fit, but only alter this at timetable changes, not every few days on a whim.

No more punitively high fares for walk up travel on lightly used trains.

And no more discounted advance tickets on overcrowded services.

ANOTHER victory for my famous crystal ball. Near the beginning of the IET^▸ (Intercity Express Train)  saga I stated that as soon as as some IETs were in service, that the HSTs^▸ (High Speed Train) would rapidly become "dangerous and non compliant"
In general, once new shorter trains have been delivered, the old and full length trains suddenly become "dangerous"

Once 4 car and 6 car networkers were available, then the old 8 car slam door units that has been used for decades were declared to be dangerous.

Once 3 car DMUs^▸ (Diesel Multiple Unit) were available for Waterloo to Exeter services, the full length loco hauled trains became dangerous.

I would still defend HSTs^▸ (High Speed Train) on comfort grounds, better on board facilities, and being Dawlish proof, unlike the more modern alternatives.
The limited crash worthiness is a cause for concern, but accidents are very rare.
I would be pleased to travel in one. I would be pleased to drive one, after suitable instruction of course.

I hope that the coal was naturally smokeless anthracite, or an approved coal based patent fuel.
And is there such a thing as reindeers ? I though it was one reindeer, many reindeer, like sheep.

There are several firms offering bookings for passenger travel on cargo ships.
No you can not normally view the accommodation before use, pictures are available. Cabins are generally very spacious if  compared to a cruise ship. Cabins would be called "super DOUBLE emperor class" or some similar ridiculous superlative on a cruise ship. A few cargo ships even have a small swimming pool containing heated seawater, not treated or purified but continually replaced.
Eating is generally with the ships officers, sometimes at a separate table, sometimes not. Food generally very good but limited in choice.
Access to the bridge and engine room is by permission only, which is usually granted.
Entertainment is limited to reading, video tapes/DVDs, radio, and sometimes satellite TV. An Inmarsat telephone is normally available for emergencies but is too expensive for routine calls. You can of course take your own Inmarsat phone if you have one.
Power supply is normally single phase AC, 230 volts, 50 cycles, possibly 120 volts , 60 cycles on American built ships (USA REGISTERED ships are not allowed to carry passengers)
A standard cellphone should work in port or within sight of land.

Sleeper trains through the Channel tunnel ! special manufacture needed no doubt, perhaps call this new sleeper stock "Nightstar" or something similar.

I still see a need for more new large pumped storage schemes, modern society needs power 24/7 and how to supply this without pumped storage is a challenge.
A lot can be done by shifting industrial loads and battery charging to times of plentiful supply, but there will still be a substantial demand for power on demand when there is very little wind. Pumped storage is very useful for this.

Pumped storage plant is also useful for black starting the grid after any emergency. Controls, instruments, emergency lighting and the power operated valves that admit water to the turbines all need electricity but this small demand can be supplied from batteries or from a small diesel engine.

At present most black start plant is gas turbines that start from batteries or air bottles, but with the rundown in fossil fuel plant this will not continue.
Interconnectors do not help with a black start, the inverters will not feed into a dead system.
Solar and wind power is generally connected via inverters that require an energised grid system, these also wont feed energy into a dead system.