Queen Mary 2 videos

 I was recently on a cruise during which Queen Mary 2 was with us in three of the ports as well as when we embarked from New York. It was interesting to watch the reaction of the passengers on the ship that I was on each time they saw QM2. People would stop and make some comment like: “Is that the Queen Mary?” And then they would pause for awhile just to watch. It was a recognition that this was something special that you could tell your friends and family about - - “I saw the Queen Mary 2.”

Cunard's QM2 is an imposing sight. At 150,000 gross tons, she is much larger than the majority of today's cruise ships. Also her sleek streamlined silhouette has a traditional grace and beauty.

But the thing that stops people in their tracks is the fact that Queen Mary 2 is heir to a tradition that goes back some 170 years. She is the only true ocean liner providing regularly scheduled transatlantic service. As such, she follows in a tradition of such legendary ships as the original Queen Mary, the Normandie, the France, the United States and most recently, the Queen Elizabeth 2 (QE2).

These ships became legendary not just because of their technology but as the epitome of luxury. They captured the public's imagination with images of movie stars, royalty and the rich and famous mingling in beautiful surroundings.

Queen Mary 2 brings that image into the modern era. Leaving QE2 aside, the luxury on the historic ships was pretty much limited to first class. On Queen Mary 2, everyone can participate. (One of the myths that has arisen about QM2 is that she is a two-class ship. She is not. There are separate dining rooms for passengers traveling in the suites but other than that every passenger pretty much can go anywhere any other passenger can go. There is actually more separation of passengers on some of today's cruise ships than there is on QM2).

This ship is also technologically unique. In order to be able to handle any weather that might confront her during an Atlantic crossing, the ship was built to be strong and powerful. Although she is rarely called upon to do so, she can reach speeds of up to 30 knots. In addition, I have been on her in tremendous storms during which the dining rooms were nonetheless full of passengers. That is a testament to her stability.

Another thing that makes QM2 interesting is that she does varied itineraries. Her mainstay, of course, is the transatlantic crossing between New York and Southampton but she also turns up in the Norwegian fjords, in the Caribbean, circling the British Isles, in Germany, Australia, and on the Canada & New England run. When she does appear, the reaction is always the same: people stop and stare. Indeed, there have been instances in Hamburg and in Australia where they came in the thousands just to have a look.

I've put together several new videos on Queen Mary 2. The first is an introductory piece with video of the ship sailing and a slideshow of the ship's public areas – theaters, restaurants, bars and lounges etc. It is posted at http://www.beyondships2.com/queen-mary-2-video-review.html

The other two videos will primarily be of interest to QM2 fans. One shows the ship sailing into Halifax, Nova Scotia and maneuvering into her berth. It is posted at http://www.beyondships2.com/queen-mary-2-arrives-video.html

The third video is the flip side of the second one. Filmed some eight hours after the arrival shown above, this video shows QM2 leaving her berth and going out to sea. In it, you can hear Queen Mary 2's fabulous deep fog horns. The video is at http://www.beyondships2.com/queen-mary-2-departs-video.html

Photo Tour of Bermuda; Cunard President Part II; and cruising with Charles Darwin

This time, we have three new items.

First, there is Part II of my interview with Peter Shanks, President and Managing Director of Cunard Line. We began this part of the conversation by talking about the new Cunard ship Queen Elizabeth, which is now in the last phases of construction in Italy. Mr. Shanks talked about the design of the ship, its interior décor and features as well as answered the question whether the ship is actually an ocean liner. The topic then moved to what type of ships Cunard might build after the Queen Elizabeth. Finally, Mr. Shanks talked about Cunard Line’s position in the Carnival Corporation family of companies.

Part II of the interview with Mr. Shanks is posted at: http://www.beyondships.com/Cunard-Shanks-2.html

Second, I had lunch recently with Jorge Rodriguez, the North American representative of Cruceros Australis, which is an expedition cruise line operating at the extreme southern tip of South America. With him was author John Worman, who has written a number of books about Charles Darwin. The topic of the luncheon was two cruises that Cruceros Australis will be offering this fall, which will explore some of the places in Patagonia and Tierra Del Fuego that were visited by Darwin. According to Mr. Worman, Darwin largely formulated his ideas about the origin of species will visiting this still largely pristine area. My article about these cruises is at: http://www.beyondships.com/Cruise-articles-CA-Darwin.html

Third, once again going beyond the ships and onto the shore, I have posted a photo essay on Bermuda from a cruise passenger’s perspective. This little chain of islands in the Atlantic is a frequent cruise destination from a number of North American ports. It was once a tourist destination just for the rich and famous and while there still are quite a few mansions and yachts to be seen around the islands, now the pink sand beaches are enjoyed by the general public. Still the islands have not been ruined by commercialization and maintain a charming lifestyle. The multi-page photo essay begins at: http://www.beyondships.com/Ports-Bermuda-1.html

Photo Essays of Queen Mary 2 and Queen Victoria

I have just returned from a series of cruises over in Europe. Since the purpose of my trip was to see ships, I decided to go to Europe by ship. Accordingly, I booked two transatlantic voyages on Cunard’s Queen Mary 2.

This turned out to be a quite fortuitous choice. On the day I left for Europe, the volcanic eruptions in Iceland closed down the airways and they remained closed for the better part of a week and it was difficult to get a flight for sometime thereafter. If I had chosen to fly, I would have missed at least the first and maybe more of my European cruises.

In addition to avoiding the difficulties associated with flying these days, QM2 is a delightful experience. There is always something going on. On this particular voyage there was a group of jazz musicians from Julliard both performing and answering questions. There were also talks on politics, history and astronomy given by various professors that were intellectually stimulating. Then there are the dinners and receptions given in the grand style.

When we arrived at the eastern end of the crossing in Southampton, England, we found that Cunard’s Queen Victoria was also in port. Although somewhat smaller than QM2 (90,0000 gross tons vs. 150,000), QV is an impressive ship. She also carries forward the prestige and history of the Cunard Line.

There are many ship enthusiasts living in and around Southampton who come out on a regular basis to see the seemingly ever-growing number of cruise ships that call in Southampton . However, the presence of two Cunard Queens in the port is enough to draw people from all over England. Indeed, Blue Funnel Line, which runs tours of the harbor was able to fill three tour boats with Cunard fans.

It was a beautifully clear but cold day and the air was crystal clear. Consequently, the conditions for photographing the ships were excellent. I have posted a photo essay showing the ships at their berths and then as they got underway. It is at http://www.beyondships.com/QM2-TwoQueens.html

The return voyage westbound across the Atlantic a month later also had a special ending. Due to an accident involving another ship, the Brooklyn Cruise Terminal where QM2 usually docks could not accommodate the great ocean liner. As a result, midway across the Atlantic it was announced that QM2 would be docking at Pier 90 in Manhattan rather than in Brooklyn.

This caused a frenzy of activity as Cunard employees both onshore and on the ship worked to avoid any inconvenience to passengers that could have resulted due to the change in destination. However, it also caused enthusiastic expectations amongst the passengers.

Most of the great ocean liners of the past docked in Manhattan. Indeed, for some four decades, when she came to New York, Queen Elizabeth 2 (QE2) docked at the very pier that QM2 would be docking at.

Aside from history, docking in Manhattan requires a ship to sail up the Hudson River as the world famous New York skyline unfolds in spectacular fashion. As it turned out, it was a clear Spring day and the soft light of dawn colored the City as QM2 made her way to her berth.

I have put together a photo essay which shows some of the sights that the passengers experienced on this unforgettable journey. http://www.beyondships.com/QM2-Manhattan.html

Captain Chris Wells of Queen Mary 2

I was quite pleased to find that Captain Christopher Wells was going to be the master of Queen Mary 2 during my transatlantic crossing last month. Chris had been an officer on Queen Elizabeth 2 during the 1990s and from numerous voyages on QE2, I knew him to be an intelligent and articulate officer. After QE2, he went on to stand-by Queen Mary 2 while she was being constructed and then, after a brief time at Princess Cruises, he was given command of P&O Cruises Oriana. This year, he has been dividing his time between relieving Commodore Bernard Warner on QM2 when he is on leave and being master of P&O’s Oceana.

These days, with the financial power of Carnival Corporation behind Cunard and Cunard’s focus on providing a sea experience that invokes the grand ocean liners of the past, it is easy to forget Cunard’s struggles during the 1990s. Cunard’s management then did not know what direction to take the company and as a result, tried many different, sometimes misguided, approaches to trying to survive in the new emerging cruise industry. At the same time, it was always questionable how much financial support the then-parent companies of Cunard could or would provide. QE2 and Cunard survived in large part due to good officers like Chris Wells who were able to manage the ship and evolve QE2’s unique character to fit the times.

I was also anxious to talk to Chris about his experiences during the construction of Queen Mary 2. Cunard had not built a ship since QE2, almost four decades earlier. Who made the decision to build the most expensive passenger ship ever built? Was Carnival Corporation just a reluctant financer or a partner in the enterprise? Chris was there. He would know.

Just after QM2 was built, Carnival Corporation merged with P&O Princess. This opened new opportunities for Cunard officers in the wider fleet. Having spent his entire passenger ship career with Cunard, what were his impressions of the other lines?

Leaving history aside, we also talked about his style of command and about the retirement of QE2 from the Cunard fleet.

Cunard is very proud that its ships are British registered and fly the red ensign of the British Merchant Navy rather than a flag of convenience. As an officer in the Royal Naval Reserve, Chris has a warrant to fly the even more prestigious blue ensign over any merchant ship that he is commanding. Consequently, the blue ensign has once again been flying on QM2.

This was not the first time that the blue ensign has appeared on QM2. When the ship was new, Commodore Ronald Warwick received a special warrant to fly the blue ensign even though he was no longer a serving member of the Royal Naval Reserve and he flew the blue ensign on QM2 for a short time. I am not aware of any other of the ship’s masters flying that ensign. Indeed, as I recall, the blue ensign has not been flown prior to that on the Cunard flagship since Commodore John Burton-Hall flew it on QE2 in the mid-1990s. It is a very rare thing.

My conversation with Captain Wells is at http://www.beyondships.com/QM2-Wells-1.html In addition, I have added some new items to the Queen Mary 2 section of the website including lunch and dinner menus from the Todd English Restaurant, a menu from Sir Samuel’s, and a recent daily programme. http://www.beyondships.com/QM2.html

During my journey, I encountered all three of the Cunard Queens. Accordingly, in the not too distant future, I will be adding a great deal of new Cunard material to the site including interviews, photos, menus and other items of interest.

Lusitania Remembered

This week marks the 93rd anniversary of the sinking of the Cunard ocean liner Lusitania. When she entered service in 1907, Lusitania made every other passenger ship in service obsolete. She was the first ocean liner over 30,000 gross tons, the first with four propellers and, along with her sister ship Mauretania, the fastest liner in service. Furthermore, she was luxurious with wood paneling, marble fireplaces and a dining room modeled after one is the Palace of Versailles. Lusitania was very popular and an icon of her time.

Lusitania was sunk by a German U-boat. In an effort to break the British blockade of Germany imposed at the start of World War I, the Kaiser’s government had initiated a policy of unrestricted submarine warfare under which any ship entering the waters off of the British Isles could be attacked without warning.

The German policy was contrary to accepted international law, which forbid a warship to attack a merchant ship without warning. Accordingly, U.S. President Woodrow Wilson warned that Germany would be held strictly accountable if any Americans were killed or injured in such an attack.

On her last voyage, Lusitania was traveling from still neutral America to England when she was attacked. 1,198 people were killed including many neutral Americans, women and children.
The event stunned the world. Eventually, it led to America’s entry into World War I against Germany.

While the sinking of the Titanic three years earlier has remained in the public imagination and there are numerous fans of that ship, the story of the Lusitania is less well-known today and no one ever professes to love the Lusitania. This is perplexing. Prior to their sinkings, both ships were held in high esteem by the public. Indeed, the primary reason for building Titanic and her sisters was to compete with Lusitania and Mauretania. Both were luxurious and had passenger lists that included the rich and famous. Titanic was larger but Lusitania was considerably faster.

The magnitudes of the tragedies were similar. 1,503 people went down with the Titanic, a slightly higher percentage (68%) of those onboard than in the Lusitania sinking (61%).

Both sinkings sent shock waves through America and Britain. They were both unimaginable. With the Titanic, it was how could such an engineering marvel have sunk? With the Lusitania, it was how could such a famous ship with so many innocents aboard be attacked in violation of accepted international law?

Both sinkings had long-term repercussions although those from the Lusitania sinking had a greater impact. The Titanic disaster resulted in changes in lifeboat requirements and in ice patrols. The Lusitania was a major factor leading to America’s entry into World War I and thus affected the outcome of that conflict, which continues to have an effect on world affairs today.

Of course, Lusitania has not had the benefit of being the subject of Hollywood movies and the publicity that surrounds such productions. But, that only reflects that it is more comforting to think of tragedies of this scale being caused by nature rather than the willful act of other human beings.

For a more about the Lusitania’s last voyage, there is an article posted at: http://www.beyondships.com/Cunard-Lusitania.html

QE2 in the Sunset

Queen Elizabeth 2, or QE2 as she is better known, is the most famous ship of our times. Built nearly 40 years ago, she was the last great ship of the ocean liner period. However, her basic design was so advanced and flexible that the ship has been able to evolve constantly since that time. As a result, she remains an icon of style and luxury today.

QE2 entered service in 1969, the same year as Woodstock and the first man walked on the moon. As her owner, Cunard Line admitted, ships were considered “boring.” To dispense with that image, QE2 was given a space age design both in her exterior lines and in her interior design. It was consciously intended to be much different than the old Cunard giants QUEEN MARY and QUEEN ELIZABETH, which had just gone out of service. The goal was to “create a setting for the world's best party," according to her designer.

Over the years - - much like many who grew up in the 1960s - - QE2 became more like her predecessors. Leather wall coverings, plastic scooped chairs, and bright colors were replaced by wood paneling, traditional furniture, and a more subdued color scheme. She reflected the tastes and styles of the times. Indeed, that is part of the reason QE2 has remained viable for so long was this ability to adapt to the times.

This ability to adapt was also present in the ship’s technology. She was built with a very strong and sleek hull because her primary mission would be to take passengers across the North Atlantic where any type of weather may be encountered. In 1987, her steam engines were replaced with a diesel-electric system. Not only was this better from a reliability and efficiency stand point but it gave the ship additional speed. In fact, she is the fastest passenger ship now in service, even faster than the new QUEEN MARY 2 and the new mega-cruise ships.In November, QE2 will retire from active service and become a floating hotel in Dubai.

Accordingly, I recently went aboard QE2 and photographed her to document her final state of evolution. I have combined these photos with photos taken in the past and I have written a commentary to go with them. In addition, I have posted copies of menus and daily programs reaching back 20 years so as to give you a feel for this great ship.

http://www.beyondships.com/QE2Tour.html

Queen Mary 2 Virtual Bridge Tour

Queen Mary 2 is an amazing sight. Her length of more than a thousand feet and height of 200 feet above the water makes the first time viewer wonder just how anything that big could possibly move. However, the giant Cunard Line ship is one of the fastest passenger ships ever built, capable of doing more than 30 knots. (Most cruise ships max out at 25 knots). In addition, QM2 is very maneuverable, rarely needing the assistance of tug boats to dock or leave the pier.

Because she is such a unqiue physical object, people often wonder how she is operated. Like all ships, QM2 is driven from the bridge. This is a glass-enclosed space running across the front of the superstructure high up on Deck 12. Even with all of the computerized equipment and display screens, the room is remarkably spacious.

There is no large wooden wheel manned by a narled out sailor on QM2. Rather, the small wheel is generally unmanned at sea and the computer is doing the driving along a course input by the ship's navigator. When going into and out of port, the wheel is manned but most of the manuevering is done at a contriol console arrayed with dials and levers.

Recently, I had the opportunity to watch Captain Christopher Rynd take the ship out to sea. He litterally took a hands-on approach to the task. Standing at the control console, he looked like a master musician at the keyboard of a pipe organ. As his hands moved from one dial to the next, the giant ship smoothly left her berth, took to the channel and sailed out to sea.

Over the four years that the ship has been in service I have accumulated some inf0rmation about the bridge and taken several photos up there. To give people an idea of how it operates, I have written a piece about the bridge and linked it to my photographs. It is posted at: http://beyondships.com/QM2-Bridge.html I hope you find it interesting.