Boat Seats Academy Sports
The transatlantic crossing with the Queen Mary 2
One day
Addressing the port of Southampton Mayflower Terminal and catch the first glimpse White and black hull Queen Mary 2, the largest, longest, tallest heaviest and most expensive ship ever built, evoked considerable enthusiasm and admiration. anchored in the port at 50 degrees, 54.25 'north latitude and 001 degrees, 25.70' west longitude and 116.4 degrees toward the compass, the Leviathan 17-clothed, with a length of 1,132 meters and a width of 148 meters tall, had a gross weight of 151,400 tons and rose above the buildings with their balconies, façade, eclipsing it his height 236.2 meters. His project extended 33.10 meters below the water line. The floating city, with its suites, restaurants, galleries, shops, libraries, theaters, and planetary bridge would be in six days, the continents of Europe and North America, the equivalent in hours for the duration of airfare by 747-400, in itself, then the largest commercial airliner in the world. But the ocean crossing yield civility, refinement, rejuvenation, emotional repair, and return to the slower but it was more elegant steamship voyage travel it, I would soon find out, would lead to a search for the maritime history of the past that created the technology of today.
Unlike the proliferation of modern cruise ships with their lower speed and higher volume in comparison, shell geometric square, the Queen Mary 2 was conceived as a successor to the next 35 years to the Queen Elizabeth 2 and, as such, would offer the same over the years, the transport capacity for passengers, predominantly in the rough North Atlantic, with a design that sacrificed revenue volume production and lower costs of construction of a cruise ship traditional for the necessary security, speed and stability of the ocean liner. Resultantly, featured the same configuration characteristic V-shaped hull of the long line of predecessors Cunard, constructed of thicker steel which conducted a cost 40 percent more than conventional cruise ships. Designed by Stephen Payne, whose inspiration came from the bow to the Queen Elizabeth 2 and the wall of brake Normandie, which was the first quadruple screw North Ocean Liner Atlantic from France in 1962. Payne himself, a naval architect born and raised in London, had been involved with the Carnival Holiday, Carnival Fantasy, VI projects and Rotterdam. The last, which incorporates a modified Statendam Hull, Hull had a less "boxy" that the traditional cruise ship, but had not yet been removed from a design quite full lining.
Intended for the main Southampton-New York route, which incorporated dimensional constraints dictated by the U.S. port, including a tall funnel, which cleared the Verrazano-Narrows Bridge by ten feet and only a total length of which exceeded the 1,100 meters from the docks of the Port of New York by 34 feet.
Built by Alstom Chantiers de l'Atlantique in St. Nazaire, France, who also built the Normandie, and designated G32 hull by the yard, which was the first Cunard liner built outside the United Kingdom and, as Concorde, the world's fastest and so far only supersonic airliner, became the second British-French collaborative project for the transport of trans-Atlantic service, but through very different, but opposite, ways.
. Its interior space and offers unparalleled comfort of the 17 floors, the first four were for storage, machinery, and the 1254-strong crew, 13 were for 2,620 passengers and eight contained cabins with balconies. Notable features include a Grand Lobby, Royal Court Theatre, Illuminations Theatre and Planetarium, Internet connections Centre, Queen's Ballroom, a winter garden, nine major restaurants, 11 bars and lounges, a 8000 volume library and bookstore, a lecture at Oxford program, performances by the Royal Academy of Dramatic Art, five swimming pools, sports halls, a Canyon Ranch Spa, a pavilion with shops and a nightclub. These appointments would be my "home" for the next six days.
Symbolically, by under his predecessor QE2 docked at a considerable distance from his bow at the Queen Elizabeth 2 Terminal, Queen Mary 2 times represented a weight two gross increase over its previous generation counterpart and, indeed, traced his lineage to a long path of Cunard ships, which had extended a period 165 years. Somehow I felt that the impending transfer would not be just a drive away, but a return in time.
Gently vibrating in his column, the giant separated laterally beneath his bunk below the overcast metal in 1810, local time.
Unlike conventional shaft-prop technology of ship engines-generation older, the Queen Mary 2 was fed, instead of four on the aft underside of the hull mounted Rolls Royce Mermaid pod electric motor, each weighing 260 tons and four fixed pitch, £ 9,900, stainless steel blades, and collectively produce 115,328 horsepower. The front outboard pair was fixed and from the front and aft, while the inner pair aft, had capacity of 360 degrees of azimuth and both propulsion and steering, eliminating the need for a rudder. The technology system advanced reduced both the complexity and weight and increase internal volume of the hull, eliminating the equipment associated with traditional engine configuration.
Three Rolls Royce variable field, cross-propeller bow thrusters, collectively produce 15,000 horsepower from the port and starboard maneuverability at speeds up to five knots. At eight knots, when its effectiveness had been exceeded, they were covered with 90 degrees of rotation, the fluid dynamic ports.
Led by double water shot forth tugs, the OceanLiner giant began its movement down the basin. Maintain a speed of 11.5 knot advancement in the Solent, began its starboard instead of 140 degrees Calshots range in 1907, ready for operation similar in Brambles.
Packaged in dark gray, the sun projected its bright orange streaks out through the thin strip, with no obstructions in the western horizon. Assuming a position of 220 degrees through the Thorn Channel, the Queen Mary 2 began its turn to starboard around the Isle of Wight.
The first dinner aboard the elegant, the triumph of maritime engineering had been served at 1351 seats, three stories high, Level Double Britannia Restaurant, which had a ladder, large scan, support the spine, and a dome, back-lit, stained-glass ceiling and reminded and inspired by dining halls of the great 20th-century France, as liners Ile-de-France, L'Atlantique, and the Normandie. The meal itself, served on Wedgwood bone china and Waterford Crystal, had included White Zinfandel wine, mushroom soup mixed with Parmesan croutons; rolls with butter, oak leaves and carrot salad with shaved Boston and sherry vinaigrette dressing, rack of pork with wild mushroom ragout, mashed potatoes, mushroom gravy edible, and sauerkraut, apple strudel with warm brandy sauce and coffee.
The thin line of orange lights that defines the coast path behind the defendant. Maintain a 27-knot speed and 250 degree position, rock steady, the mass of 151,000 tonnes engineering doubled the black channel and began his large circle course, the Bishop of the Isles of Scilly Rock. below, the Atlantic and the infinite path forged by each of the Cunard ocean liners before. Tomorrow, I would start to crawl history.
Day Two
Dawn greeted like long-lining a tunnel indistinguishable, wet ash. Nestled between the dome grumpy cloud above and below the Sea Marine Slate, who spat white periodic caps, black and red funnel ship entered the saturated humidity in the morning, rain light from heaven and excitement, eddying sea merge into perfect, the stormy wind, ships bombarded flooding.
Any unwanted movement, however, was quickly and invisibly, dampened by the two pairs of 15.63 square meters Brown Bros / Rolls Royce fin stabilizers which were controlled by gyroscopic instruments vertical reference and extended up to 15 meters in the hull of the vessel to compensate for roll.
Meters deep dive into the waters 98 miles 348 nautical off Ireland, at noon, the Queen Mary 2 had traveled 418 miles from their departure from Southampton yesterday.
Current weather meant intermittent rain weak in a clockwise motion to the west, predicted the fall of force 4. The current strength-5, the cool breeze of the south with an air temperature of 11.2 degrees Celsius, performed a 994-millibar pressure. The sea state 4 with a moderate, has maintained a temperature of 10 degrees Celsius.
Afternoon tea, held at the queen's room, had been a British tradition and a delicious intermittency between lunch and dinner served on each pass of Cunard, the last of which had been the personal journey east 2002, the Queen Elizabeth 2. The Queen's Room itself, the largest ballroom at sea, featured an arched ceiling, crystal chandeliers double, a velvet curtain blue and gold on stage orchestra, a dance floor 1225 meters square, a live harpist, and small, round tables, with capacity for 562. today's presentation included ham, egg and cheese, cucumber, tomato, meat and seafood, finger sandwiches, scones with jam and cream and strawberry cream pies.
Afternoon tea at sea could trace its lineage back about 165 years. Einstein's theory of relativity seemed somehow to be applied. Suspended between the continents, landmass and population, the ship seemed trapped inside an empty, arrested a web in which the story seemed to capture the vessel and reconnected with his past, because once again, repeating this, a separation of this land and an approach to its past in the sea. It was for this suspension of time, distance and place the wires of the past Cunard took it. A man who had lived about 200 years ago, had made the trip possible today.
The name of this man, of course, was the same who had given a long line of ever-advancing Atlantic ocean liners, Samuel Cunard. Born on November 21, 1787 in Halifax, Nova Scotia, as the son of Abraham Cunard, himself a carpenter at Royal Halifax Naval Dockyard, he had forged the maritime connection with the entry in the physical world. His initial company had led a Royal Mail to award the contract of carriage mail on the Boston, Halifax-St. John's route after the cessation of the war of 1812 between Britain and the United States, while later he became involved with the design of steam-powered ships for the first Atlantic crossing. William named Royal, 160 feet long, 1,370-ton ship had been inaugurated service in August 1931 between Quebec and Halifax, requiring 6.5 days for the trip.
The company, which had sparked his fame end, however, occurred at the end of the decade, when the British government announced its intention to subsidize the steam mail service between Britain and the United States. In a formal proposal to meet the requirement, submitted on February 11, 1839, Cunard has outlined a service, bimonthly steam between England and Halifax ships operated by 300-hp making 48 crossings a year. awarded a contract by the Admiralty in June four meters long, 400 hp, 1,120 vessels of 206 tons, ultimately to be designated the Acadia, the Caledonia, Columbia, and from Britannia, he finalized plans to serve the Boston-Halifax-Liverpool route.
The last ship, the Britannia, in fact, had been the first to be completed. The 207 meters long, large walk-hybrid power-34 ship, built of oak and yellow pine African Shipyard Robert Duncan in the River Clyde in Scotland, had submitted a clipper bow, with three masts square meters, and two located mid-ship, paddle boxes in black and gold that stretched nearly 12 feet on each side and contained nine meters wide, blades 28 meters in diameter rotating at 16 revolutions per minute and run out of a 403-hp engine two-cylinder steam-side lever that burned 40 tons of coal per day with a smoke exhaust, single cell reverse. The engine, which requires 70 meters of the hull installation, called coal from a bunker of 640 tons.
Of the four floors, upstairs, or principal, presented the captain and the cabin director, the pantry, the kitchen, the officers' mess, the crew cabins, the increase of the bridge, exposed, and the dining hall, which at 36 feet long and 14 meters wide, was the largest enclosed room on the ship. Two reverse, circular stairs to the dining room connected to the second floor, which housed the gentlemen and ladies cabins each with two bunks, a sink, a mirror, a sofa by day, and a port hole or an oil lamp, with a shared bathroom, which equals a capacity of 124 persons, of whom 24 were female. The cargo hold, located on either side of the engine yet another lower floor and capable of holding 225 tons, together with the candle locker room, the mailroom, stores, neighborhoods butler, wine cellar and Coal. Stern had been stored in the fourth or lowest deck.
The Britannia 1154 tons, launched in regular service on July 4, 1840 from Liverpool to Boston with an intermediate stop in Halifax, operated the world's first transatlantic service steamboat, carrying 63 passengers and with 12 days, ten hours for 2534 miles at a speed of nautical passage 8.5 node, a third of the route taken by sailing pure. After a suspension of the eight-hour port in Halifax, went to Boston in more than 46 hours.
Until January 5, 1841, the four Cunard ships had entered the fleet.
The Britannia was made 40 trips back and forth before being sold to the Prussian Navy, which had been converted to a pure sailboat-used for target and renamed Barbarossa. He was finally sunk in 1880. However, he paved the way for a long line of Cunard liners to come.
Bites in anger, dark blue, white spitting cover the North Atlantic in a 272 degree position in 1545 with its projection, bulbous bow, the mighty Queen Mary 2 engineering triumph camped on its axis at a speed of 23.4 knot, the sunshine was strong enough to rip the fabric into a mosaic natural cloud, puffy white Island Air. The ship had reached 50 degrees, 12.036 'north latitude and 14 degrees, 26.312' west longitude coordinates.
Tonight dinner served in the Britannia Restaurant, had included Merlot wine, smoked halibut mousse and jumbo shrimp in salad, Lollo Rosso and apple salad caramelized walnuts and vinaigrette Cider, filet mignon and lobster tail with young roast potatoes, polenta cake and asparagus in hollandaise sauce, banana chocolate tart with mango sauce, coffee and petit fours.
Britannia, as a ship design, was only the beginning, and that pales in comparison with the ships of Cunard leviathan produced in the 20th century.
Day Three
Continuously rolled sea signified increases, the Queen Mary 2 had risen by the dark star, bright, blue evening at his center of gravity as a seesaw, its bow wave troughs hitting the mountain and avalanche projecting white reactions 45 degrees from its center.
Breakfast was eaten at the royal court with its many seasons, had included an omelet of ham and peppers, bacon, potato hashbrowned, a grilled tomato, white bread, and cranberry juice.
Trading 25 – 30 meters seas along the Mid-Atlantic ridge, which covers the Continental Divide, the Boat sailed 590 miles nautical in 24-hour period from 1200 to noon yesterday, now pursuing a position 263 degrees, with the remaining 2,075 miles station in New York pilot.
Light rain showers were forecast to dissipate, with gradual clearing. The force of the wind-5, Northwest, produced temperatures 9 degrees Celsius, with a pressure of 996.5 millibars-. The sea, whose moderate condition had been recorded a "4", maintained at a temperature 12 degrees.
Looking out toward infinity of the Atlantic, I could not help but think that somewhere out there, if not in space physical, then, in historical time, was the first of the "big" Atlantic Cunard liners, who certainly had passed this way during the early 20th century.
The project, the Lusitania, had its origins as early as 1902, when JP Morgan had tried to create a conglomerate called the International Steam Mercantile Marine buying many existing businesses, including the White Star Line. To ensure the continued autonomy Cunard and deter its absorption into the corporation, ever-expanding, the British Parliament had granted him a 20-year contract and subsidies for the construction of two of the largest in the world and then faster and ceilings in the process, regain the speed record on which the Germans had captured three of their twin-screw ships.
Cunard, seeking proposals for the two ships of four yards, a specified length of 750 meters, a width of 76 meters and a capacity of 59 000 hp piston engines hit by tightening screws triple. The contract, awarded to John Brown and Company of Clydebank, Scotland, resulted in a 790-foott length and a width of 88 meters, surpassing the gross weight of 30,000 tons 2,500 tons for the first time, and using technology to turbine engines, also the first time, with a capacity of 68 000 hp combined, exhausted, in an attempt to imitate the Germans for four chimneys.
Construction beginning in the fall of 1904, produced two of the largest, fastest and most powerful ships Atlantic has built over time, the sleek, straight sterns, bridges and rounded sport four funnels raked 787 meters length, width of 87 meters and 31,550 tons gross weight powered by steam turbines to quadruple screws.
Accommodating 563 first class passengers amidships to the stern 464 of the second passenger class, and 1138 / 3, or third class, business-class passengers in the front of hull, the first of two new appointments made opulent liners. A salon-style Georgian sported green light, a marble fireplace, stained-glass panels and a dome 20 meters high. The Veranda Cafe wall showed patterns of bearings and wicker furniture. The dining room, configuration of dual-deck, was the first of its kind on a Cunard ship. The main hall had been decorated with panels mahogany, while the smoking room featured dark Italian walnut. The dining room also sported a second-class appointments Georgia and the room was decorated in Louis XVI style. Featuring electricity for the first time since the Lusitania modern conveniences for its passengers, including two elevators.
In his second stint in a westerly direction, the lining of beating all records for speed, with an average of 23.993 us, and covering a distance of 617 miles in one day but finally broke the 26 knot mark, reaching New York in four days, 20 hours.
His fate, however, should not be so successful. Departure from England on his journey from 202 in May 1, 1915, with 1257 passengers, 702 crew members and three stowaways, the ship had approached Britain, sailing ten miles away from Old Head of Kinsale, when it was broadsided by a German torpedo, listing to starboard and forward. Slipping oceanward 45 degrees angle to the first arc, hit the bottom 18 minutes later, exploding and killing 1,201 on board, the result of a deliberate act of war.
Why not an outcrop of land is sighted during the six days of crossing Atlantic, the Queen Mary 2 appeared suspended in the void between two continents, a journey of about course, speed, weather, sea state, distance, and inner life, civilization temporary, while always moving on the sea.
Soldiering on, the ship burned 3.1 tons of fuel oil per hour with a heavy load of 100 percent to run their diesel engines, or 261 tons per day of steam at a speed 29-node, we used 6 tons of marine diesel per hour to run their gas turbines, or 237 tons per day, drawing a reservoir of 1,412,977 liters and the U.S. for the first tank and a 966,553 liters for the latter.
Your source of fresh water produced from seawater by three Alfa Laval Plate Multi Effect Evaporators, replenished at the rate of 630 tonnes per day, satisfying consumption of 1,100 tons daily. The tank capacity of 1,011,779 liters drinking water equaled U.S..
A German-themed lunch, served in the court the king, had included bratwurst, sauerkraut, bacon spaetzel cheese, baked potato, steak, and a black forest cake.
Maintaining a position 261 degrees and a speed of 23.1 knot steam, the city at sea reached 49 degrees, 43.705 'north latitude and 28 degrees, 25.458' longitude west by 1500.
The Queen Mary 2's Winter Garden, designed after balcony cafes skylighted of Mauritania had introduced one-by-25-foot trompe l'60 oeil ceiling depicting a lush, green gardens, wall panels that gave a cast iron gates to the hills, and wicker furniture, and had been created to combat the cold, winter, gray stormy North Atlantic.
Mauritania itself, the ship which had supplied Winter Garden inspiration was the second of two 20th century Cunard-projects after the Lusitania. The nine-decorated liner, accommodating 563 passengers in first class cabins on 253, 464 second-class passengers in 133 cabins and 1,138 third-class passengers in 278 cabins, had his own opulent appointments. The smoking room of the first class, for example, located at the stern, had characterized the wall panels of polished wood and plaster moldings. The lounge, located on the deck of the boat and measuring 80 by 53 meters, was decorated mahogany-paneled wall, gold frames, roof beams, gilded bronze and crystal chandeliers. The library, with panoramic windows, had been decorated with panels sycamore. The dining room is first class, with capacity for 330, had been set up with long white dresses tables and chairs, and was decorated with polished ash teak-framed panels and arched windows, while the dining room of the second class, with parquet floors, oak paneling and featured carved frames Georgians. A large staircase, installed between the second and third funnels, on five floors with public rooms.
With entry into service on November 16, 1907 between Liverpool and New York, Mauritania was fitted with four-bladed propellers, two years later, in 1909, when it can reach a top speed of 26.6 knots. It was only the first of several. With the outbreak of World War I in 1914, for example, which had been repainted gray and served briefly as a ship troops, renovated and returned to commercial service, five years later, in 1919, when it operated in company with the Aquitania and Berengaria, service offerings and east-west route in the weekly Southampton-New York. Remained the fastest of the three.
Still other changes, required fire resulted in converting to the technology of engines that burn oil and cabin reconfiguration, reducing both passenger capacity, second and third grade.
In his 27 years of operation, during 22 of which had held the speed record for the North Atlantic until it was recaptured by Bremen in 1929, Mauritania had sailed about 2.1 million miles on transatlantic, Mediterranean and Caribbean, before being usurped by two larger liners advanced Cunard. Making its final passage on September 26, 1934, was shaved in the next year in Scotland.
Tonight's dinner, served at Queen Mary 2 Britannia Restaurant, had highlighted the White Zinfandel wine, baby shrimp Thermidor on brioche walnut; cob salad with smoked chicken and gorgonzola cheese, sea bass Roasted Mediterranean vegetables and olive tapenade; flambee promote banana with rum raisin ice cream and whipped cream and coffee.
The Lusitania and replacements Mauritania, although larger, would prove a disparate pair, although one had been third in the series, which had been slower, while the other had been transferred from the fleet of the enemy, the Germans.
Day Four
Suspended in mid-Atlantic, the black-hulled behemoth squeezed his great circle on a course heading of 249 degrees, eating the sea gray and white foamy with his bow with a 21.7 knot appetite. Four hundred and seventy miles off the coast Newfoundland, the ship traded water depth of 3549 meters, having covered 607 miles nautical in 24 hours since yesterday, now 1,615 miles from Southampton. In the current 47, 34.066 'north latitude and 042 degrees, 00.754' west longitude, was 1,468 miles from its destination.
External conditions were light: the air temperature at 14 degrees Celsius, had been accompanied by a force-4 moderate breeze from the southwest and low level cloud, with a 989-millibar air pressure. The sea, whose condition was mild, had a temperature of 12.7 degrees Celsius.
If the trio of liners early 20th century could have sailed past Cunard Queen Mary 2 in chronological order, the Aquitania would have dragged both the Lusitania and Mauritania, the third ship of long, glossy, quad-tapered built by John Brown and Company of Clydebank.
The ship of 45,647 tons with a length of 901 meters and a width of 97 meters in height, had been larger and heavier than its two predecessors, resulting in a capacity of 3,200 passengers. Launched on April 21, 1913, began proceedings take place 13 months later, achieving a 24-knot maximum speed, and entered commercial service in May 30, 1914 in New York-Liverpool route.
Opulently appointed, he had a long gallery that connected to the main room with a smoking room decorated with a series of rooms in the garden, a rug, Louis XVI-style restaurant first, a hall with columns Palladio, which extended two floors, and in the pool first installed on a Cunard ship.
Late for the North Atlantic, the Aquitania had sailed on the sidelines of World War I World and had been ordered by the government for military service as an armed merchant cruiser in August 1914, but due to its excessive size, was recommissioned as a troop ships next year for transatlantic reconfigured. service after the war, the ship resumed its civilian role, in August 1920, amending its capacity of six years later, in 1916, when a major reconfiguration reduced the first class passenger complement 618-610, increased the capacity of the second class 614-950, and decreased dramatically third grade supplement for about three forths, of 1,998 to 640, to more accurately match the demand of passengers in the class.
Again, reconfigured for a person troop ship during the 7724-World War II, the Aquitania from eight years of military service during which he had sailed 500,000 miles and transported more than 300,000 soldiers.
Arriving in Southampton on December 1, 1949, the ship multiple paper ended 35 years of service, having sailed about 3 443 million miles in travel. He had been the last of the Cunard quad-tapered design.
Lunch, back to this at the Queen Mary 2, had been served at Tiffany's, if one of the stations of King's Court, and included meat tikka masala, rice, cauliflower with cheese sauce and chocolate fudge cake.
Although much Aquitania time, paper and mulitple fruitful career had ended in 1949, had, for the most part, continued to operate together, as originally conceived, Cunard transatlantic liners with two other, despite the fact that the Lusitania had been destroyed almost immediately after the entry into service. The third ship, however, does not emanate from a project Cunard gave his life for a shipbuilder on the Clyde, but by the enemy who had demanded his replacement.
Struggling to compete with Cunard and White Star Line projects that have regularly plied the Atlantic, the Hamburg-American Line had laid the keel of a new generation transatlantic shipping on June 18, 1910, is intended to be the largest capacity, largest passenger ship ever built gross weight. The specifications were sometimes surprising, measuring 919 meters long and 98 meters wide, the elongated, tapered tri-, 52,117 tons of ships, designated the Imperator, were moved by steam engines to four-bladed propellers feeding of 8,500 tons of coal nourish two 69 – and engine rooms of 95 meters in length respectively accommodate 908 first class, 972 second class, 942 third class passengers and 1,772 third grade class, the giant, headed by. a wheel of 90 tons, was baptized on 23 May 1912 and entered commercial service 13 months later, on June 10 from Cuxhaven to New York with an intermediate stop in Southampton.
The Imperator had a winter garden with First Class potted palms and a pool deck inside double.
Because the initial work had demonstrated top-heavy conditions, its three chimneys were shortened by nine feet during a fall retrofit.
Ultimately, prohibited from sailing due to the First World War German atrocities, the ship had been docked in Hamburg for four years until an agreement for the repair of war resulted in his transfer to Cunard in 1919 as compensation for the Lusitania sank German. Southampton rebased two years later, in April 1921, had been subjected to retrofit a home for which his technology engines that burn coal had been replaced with oil and had been reconfigured with 972, 630, 606, 515 and, second, third and tourist passenger first, respectively. Redesignated Berengaria, the ship joined Aquitania and Mauritania, the service operating Cunard's weekly transatlantic. Although it was originally planned to continue operating until 1940, its old-fashioned wiring system, which resulted in persistent fires aboard, had stopped his longevity of service possible, temporarily, leaving only the Aquitania and Mauritania until a new generation of ships of Cunard, offer double the tonnage of the existing projects could be in service:. The ship, of course, had the name of a current Queen Mary.
Dinner, served at the restaurant, La Piazza on board the (current) Queen Mary 2, had included a mixed green salad with ranch dressing, artichoke hearts; moussaka vegetable, pasta with onions, mushrooms, black olives, garlic and red tomato sauce, tiramisu and coffee.
Twilight could be determined more accurately, looking beyond the wooden deck with his Queen Mary I remember-line of beach chairs and down toward the sea instead of toward the sky. The first, a reflection of the past, had appeared a deep blue, reflecting the temporary glow of the sky during the early evening when the white mountain formations cumulous parted, creating a blue screwdriver. Then he quickly morphed into a blue winter and, briefly, a moody, cold, dark gray, the environmental conditions prevailing in many transatlantic crossings before, like the dark, billowing clouds gathered into a quilt tight, cohesive, making it even a momentary glimpse of the sun. Merging dimensionally with the ocean, the empty, amorphous referenceless cacooned the floating city to visibility extended no more than ten feet of either side. Two souls, well dressed and braved the fierce wind howling as they tried, backed by force, the circle the deck. Such was life on a transatlantic crossing.
As the day boundary, the demarcation line of midnight, the ship crossed the basin of the Newfoundland Grand Banks of Newfoundland and, indeed, reached the North American continent. Two days before cooking remained came to an end, the Port of New York.
Day Five
Wrestling fierce currents of the Grand Banks of Newfoundland in 0800, the Titan thundered elongated gray barreling over the surface, its peaks so high and frequent that they appeared in white crests of snow-capped mountains. The pitch was bumpy and inflexible. driving at 24 knots, the ship passed between the rails, turning on your center of gravity and each crest pinnacling victory with the franchise, before exploding into its next valley with the push of gravity-induced, its axis of rotation goes down mountain in the sea air suspension part time when even the stabilizers failed to dampen their decreasing sea-profile momentarily alone.
perception of speed was a function of distance, the lower down the ship in relation to the water line, faster than the gray surface seem to move out, their cascades of white foam and mist blowing directly into the windows and portholes.
Death at sea, but so far even beyond conception, had a brief cut my ticket to a murder mystery by Agatha Christie. Before he retired to my cabin the previous evening, a passenger, whose name I have momentarily forgotten, were continually paginated, both in theater and throughout the ship, with an increasing degree of urgency. During the morning, the lining in Then, for some inexplicable reason, had turned, seeking a position that would have led back to the UK. Later it was revealed that a man in Germany who had traveled with a group, was not located for some time, and his wife, who had not made the trip with him, had been contacted in Germany, where she finally found a suicide note. The man, who was elderly and very ill, had apparently made the crossing in order to take his own life, and that the ship had surrounded the area of suicide until a time beyond which he would have succumbed to hypothermia, even if he had survived the fall of the ocean.
The incident, immediately transcending initial hesitation between two strangers, had been the talk of the luncheon served in the Britannia restaurant that morning.
The chosen area, along the great circle route in the Grand Banks of Newfoundland could not have been more dangerous and every predecessor of the Cunard liner traced its path through it.
Glaciers descending the mountains west coast of Greenland with thunderous roars calved for the Davis Strait, forming icebergs that are taken to the south by the Labrador current, about 400 of them, rising 150 meters above the water line and weighing in excess of 100,000 tons, move south into the shipping lanes off the coast of Newfoundland. During the period April to July, the area outside of St. John is known as "iceberg alley." Given the size of smaller icebergs and its associated ice field, they are particularly difficult to detect, which represents a significant danger for a company to ship transatlantic crossing during this time and rightfully earning the title area of "graveyard of the North Atlantic."
Further aggravating the conditions had been substreams water temperature differential that originate along the continental margin of South America near the equator, where winds push them. Direction of the channel between Cuba and Florida Keys accelerating, following the 30 – to 50 miles wide east coast at 2 – to speed 6 km / h towards the coast of North Carolina, where the real substreams way, running toward Nova Scotia, at a rate of 150 million cubic meters per second.
It's the Great Circle route, east of Grand Banks Newfoundland, the collision between the warm Gulf Stream and the cold Labrador current occurs, producing different temperatures that create rain, storms, squalls, fog, the tumultuous waves, hurricanes, cyclones and winter. Outside the southeastern tip of Newfoundland, Cape Race, summer haze, sometimes lasting weeks, shrouds icebergs of visual perception.
Oblivious to these conditions, the 151,400 ton Queen Mary 2 has negotiated his way through their pods and bow whose electricity had been provided by a common, high-voltage main switchboard, which produced a 11,000-volt, 60 hertz, 3-phase current. The current itself had been provided by four Wartsila W46 V1646C, diesel generators and two 16.8 MW 25.0 MW gas turbine General Electric LM2500 +.
intrigue in the morning, once digested and discussed, allowed a greater focus on the plentiful breakfast served in the Britannia Restaurant, which had included grapefruit juice, poached eggs, crisp bacon, mushrooms, grilled tomato, fried potatoes, toast, croissants, French bread, butter, coffee and pastries peach.
By late morning, lining the long, majestic, red and black funnel, 165-year lineage to the ship which had lent its name to the huge restaurant carved his trench under brilliant blue skies reflected in equally deep blue sea, leaving a trail of white snow behind her stern, which stretched back to numerous intersections of all Cunard liners that had preceded it.
If it had been Berengaria "huge," adjective could not describe the size of its replacement, which emanated from an original design and not from an existing hull. The ship, which had been a pure and original design Cunard, not only launched a new generation of products, but quite a period again, known as the "age of four queens." The project, of course, had been the first to bear the name of the ship on course, the Queen Mary.
Incorporating the technological advances of 86 years Cunard's maritime design, the new flag, whose origins can be traced to 1926 when a substitute for Mauritania have been previously provided, had been conceived as the first of two 1000 feet long liners that would be fast enough to allow for five days and times of passage, therefore avoid the need for the Lusitania trio Berengaria-Mauritania-Aquitaine /. Although the keel had been previously established on January 31 1931 for a ship, then called 534 in the hull and John Brown shipyard on the Clyde Company, depression, paralyzing the building a year later, on April 03, 1934 intermittently allowing Normandy to take title to both the first 1000-footer and the first 60,000-ton liner +, as the fastest way to cross the Atlantic and earned him the blue beams. In December last year, had announced it would merge with Cunard White Star Line to form Cunard White Star Limited, the first having designated all its ships with "da" and ending the last to have used the "IC" end, as in "Titanic." The name "Queen Mary" would be the first to eliminate both.
Launched on September 26, 1934, the transatlantic elegant, elongated, tapered to three, with a length of 1018 meters and 118 meters wide, had a weight of 80,774 gross tons and was powered by four steam turbines connected quadruple-expansion through propeller shafts, the four external 35 tons, manganese bronze, four-bladed propellers grouped in pairs.
The elegant interior appointments had over 50 varieties wood, such as English yew, bird's eye maple, ivory, white sycamore, myrtle, Pacific, African cherry, and pear. Sun Deck The ship, boasting an avenue with open access to all 24 lifeboats, ended in a small, intimate balcony Grill, which offers an alternative, a-la-carte dinner menu overlooking the bow. Closed Promenade Deck, just below, characterized the public rooms, including a forward, 21-paned window of observation lounge and cocktail bar directly beneath the bridge, a studio, reading room, newsroom and library next to the door, and a drawing room, a newsroom second, and the playground starboard side. The main entrance hall, located behind, spanned the width of the ship and was accessed by glass doors on each side of the avenue and configured with a commercial gallery.
The travel agency and the suites were located one floor below the Main Deck while AH Decks were set even lower in the hull, and accessed by corridors Empire of wood panels.
The dining hall, measuring 160 meters long and 118 feet wide and 800 seats, was located on Deck C and counted with a high ceiling, columns, and one-by-13-24 foot mural of the Atlantic Ocean with a glass crystal, electronically operated model of the Queen Mary to indicate their position during transatlantic crossings. The cabin-class swimming pool, located on Deck D, presented golden quartzite, and a walking corridor led to crew accommodation; workshops, and warehouses.
Opened in service on May 27, 1936 on the Cherbourg-New York route Southampton, Queen Mary recaptured the rafters of the Blue Normandy three months later at an intersection west, reaching a speed of 30.63 knot between Rock and Bishop Ambrose Light, becoming faster, bigger and heavier lining up the superclass title had been overtaken by its transatlantic counterpart, the Queen Elizabeth. Despite having carried 56,895 passengers during their first year of service, the storm clouds of World War II thwarted their continued operation calendar, the last of which, from Southampton, had occurred on August 30, 1939.
Redesigned, now drab, military version, dubbed the "Gray Ghost," left New York to Australia to assume its role as a troop ship, maintaining the transatlantic ferry service until 1943 in July, which carried a record 16,683 troops in a single pass.
Dismantling of military service on September 27, 1946 and returned to Cunard, the ship had been reconfigured as a passenger ship with accommodation for 711 cabin, the first 707 customers and 577 tourist class, returning weekly scheduled transatlantic service on July 31, 1947 between Southampton and New York with the ship Queen Elizabeth.
And not usurped by a more advanced or newer nautical design, but once an aircraft, the Queen Mary, record passenger loads smaller and falling revenues, operated its last scheduled service from New York on September 22, 1967, having made 1001 crossings, during which she had sailed 3.7 million miles, carried 2.1 million passengers, and had earned $ 600 million in revenue.
His Last transaction ever took place later that year, on Oct. 31 when he embarked on a journey of 39 days for repositioning of Southampton with 1,040 passengers around the southern tip of South America to its new permanent and Long Beach, California, where he took his role as tying a hotel and tourist attraction.
Sailing 140 nautical miles in the Grand Banks of Newfoundland in 1200 noon, the present Queen Mary 2, the pursuit of a 250 degree position and velocity Steam 24-node, were positioned 115 miles south-southeast of Cape Race, having covered a mere 431 miles since yesterday's report, because the position of trying to rescue of the morning. negotiate rough seas with waves moderate, amid cold temperatures of 3 degrees Celsius, the ship had traveled 2,046 miles since starting with 1040 remaining for the New York station pilot.
The Queen Elizabeth, the second of two projects designed to Cunard weekly, bi-directional service liner, completed the world's most famous pair of ocean liners, but, unlike the initial belief, had not been an identical sister to the Queen Mary, but a totally separate sports, for example, only two against, four fireplaces and 12 as opposed to 24 boilers. Her keel, first place on December 4, 1936 in Clydebank, has resulted in a construction period of almost two years, leading to the launch and initial appointment on September 27, 1938. Weighing only 40 000 tonnes at present to 1,031 meters in length of the ship, 118 meters wide with a draft of 38 meters, had been transferred to a pier arms. However, Queen Elizabeth, like her sister, immediately fell victim to the war and, upon order by Winston Churchill, had been dispatched to New York, departing at 06 February 1940 and berthing, still unfit and only the essential conduit beside the Queen Mary one month later.
After one month anchor eight years, during which time had been converted into a military ship, the Queen Elizabeth had sailed to Singapore and finally, the transatlantic transfers of troops operated weekly between New York and Gourack, Scotland, carrying up to 15 000 soldiers who slept in layers, canvas bunks in two daily shifts.
Returning to Southampton on June 16, 1946, the troop ship 83,673 tons had been converted into a luxury liner, accommodating 823 first, 662 cabin and 798 tourist-class passengers, and operated its first scheduled service civilians four months later, on October 16. Although Queen Elizabeth had been almost as popular Queen Mary as its counterpart, with most passengers in a cross in one direction and the other in the opposite direction, the pendulum began Traffic to rock the British and U.S. transatlantic airliners, with the first monetary losses to be recorded in the early 1960s until the economic reality could no longer bear the ongoing service. Operating its final passage, in October 1968, Queen Elizabeth had served briefly as a hotel and museum in Port Everglades, Fla., but the neglect and financial costs quickly closed the business, leading to its sale to CY Tung, a shipping magnate shipping from Taiwan, which invested $ 6 million in its conversion into a floating university. Fire, whose origin could not be identified, erupted on January 9 and 10, 1972 while the vessel was in port in Hong Kong and excessive water applications only resulted in his death and final turn.
However, Queen Mary and Queen Elizabeth would become famous Cunard liners for most is out.
Dinner was served at the Queen Mary 2 Todd English Restaurant, a small 156-seat, reservations-only space located at the stern, stretching back to the days of the original Queen Mary's Balcony Grill. The Mediterranean-inspired cuisine had included Riesling white wine, baby corn and lobster soup with parsnip cream, black truffles, and potatoes, asparagus tart with caramelized onions, Fontana cheese, brown butter, and Morel vinaigrette, rack of lamb with confit crepenette ham, salads, roasted peppers, chickpeas, cucumber and yogurt, and rouille sauce with black olives, hot, molten chocolate cake surrounded by raspberry sauce and vanilla ice cream and cold coffee.
Night ordinarily veil draped over your day, reducing and ultimately eradicating all light. With the persistent cloud cover, relentless winter North Atlantic, however, not no light or color marked the transition day. Rather, as a light switch turn, the transformation was just over a prolonged denouement of gray to black, the horizontal external environment since there is no reference to the change of hue. Like the curtain falls, the day seemed symbolic of the curtain which had fallen definitely the Golden Age of transatlantic …
As the calendar day eclipsed the other, the Queen Mary 2 took over a heating to 249 degrees and a node speed 25.6 steam, now southeast of Cape Breton Island, Nova Scotia.
Six Days
Shrouded in fog during the night and continually piercing the darkness swallowing with his horn desolate, the mighty liner internally configured as a city at sea, with its nearly 4,000 inhabitants, penetrated the fog of emptiness in which neither light or external reference can be glimpsed. The 150,000-ton giant, swallowed by the elements, paradoxically, had been reduced to an infinitesimal, but as he nearly to the North American continent.
Maintaining a position 250 degrees in a small sea 210 miles east of nautical Cape Cod and a node speed steam-26 in 1200 to noon, the Queen Mary 2 sailed 648 miles from its position report 24 hours ago, now 2694 miles from Southampton with a gap remaining 388 km to New York Pilot Station.
Lunch served at Lotus Restaurant King's Court station, had included onions, chicken and vegetables, and basmati rice, onions and soba noodles with peanut satay light, rice with fried eggs and chocolate, graham cracker crust squares.
By 1500, the cold front had ernest now. The sky, revealing remarkable in light blue, has left a cloud of steam and temperatures of 11 degrees. The sea, a bright and dark-blue pipe in the flat-lined vessel starboard side, inducing a roll rate that even the extended outriggers could not completely wet. Following the course of 253 degrees and a 24-knot speed, the ship already on the outer perimeter of the Gulf of Maine, had reached 40 degrees, 44.853 'north latitude and 068 degrees, 11.27 'west longitude, the latter having unwound, like clockwork, from its 001 degrees Southampton coordinates. Only a few degrees of longitude remained before the ship arrived at Ambrose Light.
With the ship now eastern Connecticut, the transatlantic crossing, the suspension between continents, and return to the Golden Age opulent and elegant lifestyle liner, was quickly end.
Technological advances and the speed of most modern ocean liners, such as France, United States, and Rotterdam, along with changes in travel patterns, finally usurped the most famous pair of Queens ever to sail the seas, what took so a substitute Cunard and serious reflection on the possibility of a replacement should be designed in any way.
His successor, a version modernized the Queen Elizabeth called the Q3, had a length of 990 meters, capable of accommodating 2,270 passengers and a gross weight of 75,000 tons, as detailed of June 1, 1960 the project plans. Its engines largely based on the original Queen Elizabeth and generating between 85,000 and 95,000 horsepower of axis to allow 28.5 knot speed was configured with two to six blades, 31.75 tons, propellers, 19 feet in diameter, each headed by an independent set turbines, while two sets of double-reduction geared turbines were supplied with steam from three 278-ton high-pressure boilers water tube producing 850 pounds per square inch pressure with temperatures of 1,000 degrees Fahrenheit.
An examination of transatlantic passenger load factors, however, seriously questioned the economic viability of such a project. During 1957, for example, the proportion of a set to air traffic was 50:50, while eight years later, in 1965, only 14 out of 100 passengers actually traversed by sea. Therefore impossible to justify the size and cost of the original version, a small-scale project, Q4 called, was announced on October 19, 1961. With a small, 55,000 tons of gross weight, ship, small enough to negotiate all existing routes, including Panama and Suez canals and versatile enough to assume the dual role of the Atlantic liner and cruise ship had been designed as a floating resort, a destination itself, thus introducing a new concept of sea travel. The contract, awarded to John Brown and Company of Clydebank because of low construction cost and delivery date earlier, had been signed on December 30, 1964.
Her keel had been previously defined in the following year, on July 2, the same dock that was incubated Queen Mary and Queen Elizabeth and the ship, named the Queen Elizabeth 2, or QE2, was launched on September 20, 1967. Because the target what had happened to their predecessors, ie the sublimation of the Queen Mary in a hotel and a museum and shopping in France and the States United for Norwegian Cruise Line to operate as cruise ships that had been then considered the last great transatlantic cruise ship have been built.
Output of 50,000 hp less than the Queen Elizabeth to be replaced and operating out of four against two helices, the QE2, however, reached 29.5 knot speed in its tracks early on the Scottish coast.
The 12 dresses, 70,327 ton ship, built a 1/8-inch-thick steel and bearing a single funnel, extended 963 meters long and had been delivered to Cunard on 20 April 1969 in 29 million pound cost. Opened in service Regular passenger transport services in the following month, on May 2, between Southampton and New York with an intermediate port of call at Le Havre, the third of the eventual quartet Queens completed its passage of four days, 16 hours, 35 minutes at an average speed of 28.02-node, carrying 1,400 passengers.
Although the kind enjoyed 17 years of successful service, your turbine steam engine, which was essentially the same type have fed the original Britannia 1840, had burned about 200 tons of fuel per day and had become increasingly cost and maintenance intensive. Operating its last transatlantic crossing from New York on 20 October 1986 was taken out of service for conversion to diesel engine technology.
A 180 million pound contract signed with Lloyd Werft in Bremerhaven, Germany, involved the conversion of all local public passenger cabins and crew accommodation, and installation of nine years, MAN B & W-9-cylinder medium speed diesel engines produce 10,625 tons of 220 kW and 14,242 horsepower at 400 revolutions per minute, four of which were installed in the engine room forwards and five of which were installed in the engine room aft on media anti-vibration. propulsion engines, each weighing 295 tons and production 44 MW of power at 144 rpm, were connected through shafts 250 meters long, 22 feet two, the variable pitch five-blade, turning it off, 19 meters in diameter, 42-ton propellers were controllable from either the bridge or engine room. Two four-bladed, variable pitch bow 6.55 meters in diameter, installed 18 meters away in self-contained tunnels that passed laterally through the hull 18 feet below the waterline, were driven by a 1,000 horsepower electric motor and recessed behind hydraulically operated doors hydrodynamics to idle power. Four 12 m long, 70 square meters, aft extending, hydraulically operated stabilizers were stored in recess sides of double hull, while the direction was accomplished with a single 75-ton, semi-balanced rudder.
The QE2, which requires 179 days to convert, had been returned to Cunard on 25 April 1987 and continues to ply the oceans of the world 36 years after it entered service, replaced on the transatlantic route only by the ship as it sailed today.
Indeed, this Queen Mary 2 had been the culmination of technical development at sea, which had begun with the packages of wooden-hulled sailing 19th century. These had later incorporated wooden paddle wheels, steam engines alternative. Iron, replacing wood as the main material of hull construction, would have allowed an increase in forces significant proportions, thereby paving the way for larger projects with higher gross weights and an increased number of decks. Increased length and width ratios, with propeller-driven, reduced resistance to water vapor and higher speed, while compound steam engines, twin screws, and construction material steel pinnacles of ocean steam technology in 1895. turbine engines, computer-aided design, global positioning systems, Azipods, and gas turbines were combined in a single project that could collectively be classed vessel, transportation, machinery, building and floating metropolis with interior appointments such opulent and offers extensive installation so that any link with the sea had been completely severed in a disorientation a pleasant time to embark the ship.
Technological advances, however, had not been stuck with a maritime design, but had perpetuated over all other forms of transport: the transatlantic crossing, for example, had demanded six days by sea, but only six hours by plane subsonic and supersonic flight by three. Speed was proportionally greater, the time was reduced, and the land was in the process has been artificially reduced. But civility had also been lost …
Just a few hours he stayed to enjoy it before the port of New York, appeared at the front.
The last dinner at sea, served in the Britannia Restaurant, had included Pinot Grigio white wine, smoked trout mousse, creme fraiche and salad Waldorff onion, roasted tomato soup with basil cream, roasted Vermont turkey, whipped vegetable root, and Madeira reduction cranberry, amaretto hazelnut pudding with sauce anglaise and coffee.
Angled toward the front of the ship from the starboard side was the path of light, like a cracked glass ceiling, across the surface of the ocean of free sun, cylindrical, who had begun to fall evening preference toward the western horizon, a path, perhaps in the evening, the Port of New York, and the crossing of the termination of the sun symbol at the end of the transatlantic passage which can now be singularly revived aboard the Queen Mary 2. Settling into the horizon, it emitted an orange glow spoken and given to a sea of ice, blue reflective mirror. A slow cargo ship timber, age with rust, stalked the right side, its speed in an attempt terrible hold on the balcony leviathan-lined. The sun itself, a burning orange ball trickled behind the perimeter of the Atlantic, leaving only a sequence of orange and chartreuse energy.
Except for the plume of white smoke emanating rrom arch coal and red funnel cloud condensation without spotted the night sky, his velvet deep black glow pierced by periodic stars.
At midnight, the Queen Mary 2 passed south of Montauk Point on Long Island.
Day Seven
Entering New York Harbor off Ambrose Light in 0330, the giant still asleep sailed under the Verazzano-Narrows Bridge one hour, 15 minutes after seeking a position 006 degrees on a timber, cruise speed 9.3 knot. First light, tinged with orange, appeared behind the shining jewel superstructures of Manhattan off the starboard side. In 0540, now maintain a 33 degree position, ship skated on the blue sheet of reflective glass of the Hudson River 3.6 us, passing the tip of the needle-thin Empire State Building.
Starting in turn to starboard laborious Azipods through its rotation, the giant moved to its Pier 88 berth in front of a 118-degree position, launching their mooring lines at dawn after a 40 degree 45.982 'north latitude and 073 degrees, 59.917 'west longitude coordinate parallel to the Sea-Air-Space Museum Intrepid boat and its satellite sports paradoxically the Concorde, registered G-BOAD in British Airways livery, which, as the final transatlantic crossing to say, had represented the culmination of aeronautical development began with the subsonic commercial aircraft, pure jet that had preceded it. They had been the singular reason for the transoceanic travel of the end of the sea. The cost to speed ratio had proved too high for him and Concorde, as the original Queen Mary, had been withdrawn from service and reduction to a museum piece. But Queen Mary's next generation successor, the Queen Mary 2, alive, active in transatlantic service, and in high demand, leaving a question: if the ship had some form has not replaced the aircraft in an historic end of the cycle. The Queen Mary 2 would come out at night east of its junction with fare paying passengers. Concorde remain stationary, as an exhibition.
My trip was both a physical and historical, comprehensive and long distance, movement forward and backward values, an entry in the time tunnel to the Golden Age of transatlantic transatlantic voyage full of opulence, sophistication, elegance and civility, recapture a history, and thus re-experience, early-era values and an examination, perhaps in vain, the reason for his death.
Although the speed had reduced passage times, facilitating increased activity and achievement, increase the perceived value could only be equated with monetary value, resulting in gains of earthly possessions, commitments, but the soul, the body intrinsically supernatural behind every body. This commitment was the pivot point between a human and a human doing. Apparently ratios of the two, the soul and the body has fought with each other since the first man walked on the planet, leaving bodily pleasures for spiritual fulfillment in a conflict inherent between the worlds to which they belong heaven and earth. The more he immersed himself in the second, the more he lost the first. So completely had whole societies have tried to do so, as the Holy Roman Empire, which had fallen through, losing the very source that was created.
Walking the plank, I turned and looked at the transatlantic giant that had taken me 3082 miles nautical Atlantic. Maybe I'll cross again someday, I thought …
About the Author
A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.
