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A transatlantic crossing with the Queen Mary 2

Day One

Driving to the port of Southampton Mayflower Terminal and catching first sight of black and white hulled Queen Mary 2, the largest, longest, tallest, heaviest and most expensive ship ever built, evoked considerable excitement and admiration. coupled to a port on a 50-degree 54.25 'north latitude and 001 degrees 25.70' W, and 116.4 degrees compared with a compass, 17-deck Leviathan, with 1.132 feet long and 148 feet wide, made a gross weight of 151,400 tons and rise above the buildings and balcony-lined façade, eclipsing its 236.2 meters high. His draft extended 33.10 meters below the water line. The floating city, complete with their cabins, restaurants, shopping centers, libraries, theaters and planetariums, would be the bridge, in six days, the continents of Europe and North America, the equivalent in hours for the air crossing by 747-400, in itself, then the world's largest commercial airliner. However, the ocean crossing would politeness refinement, rejuvenation, emotional reparation, and return to the slower but more elegant era of steamboat travel, a journey, suddenly realizing, lead to a search of the maritime history of the past that had created this technology.

In contrast to the proliferation of modern boats Cruising with comparatively lower speeds and greater volume, the geometry of the square hats, the Queen Mary 2 was designed as a successor the next generation of the 35-year-old Queen Elizabeth 2 and, as such, should provide the same year throughout the year, the capacity of passenger transport, mainly in the rough North Atlantic, with a design that sacrificed revenue producing volume and lower cost of ship construction traditional cruise ship safety, speed and stability of the liner. Consequently, they had the same shape characteristic V hull configuration of the long line of his predecessors Cunard thicker steel construction that led to 40 percent cheaper than conventional cruise ships. Designed by Stephen Payne, whose inspiration for the bow had come from the Queen Elizabeth 2 and the wall of the brake of Normandy, was four times the first North screw ocean liner in the Atlantic from France in 1962. Payne himself, a naval architect born and raised in London, had been involved the Carnival Holiday, Carnival Fantasy, and Rotterdam VI projects. The latter, once the Statendam features a helmet, had offered less "square" shape of the hull of the traditional cruise ship, but was still considerably removed a line design complete.

Intended for primary Southampton-New York route, incorporating the dimensional restrictions issued by the United States port, including a funnel height, which cleared the Verrazano-Narrows Bridge for only three meters and a total length of over 1,100 feet of the pier of the Port of New York by 34 feet.

Built Alstom Chantiers de l'Atlantique in St. Nazaire, France, the Normandie was also constructed and designated G32 helmet by the yard, had Cunard Line was the first built outside the United Kingdom and, as Concordia, faster and so far the world's only supersonic airliner, became only the second British-French collaborative project of transport for the trans-Atlantic services, albeit through very different if not opposite, the modes.

Its interior offers space and comfort without equal. Of the 17 decks, the first four were for machinery, storage, and the 1254-strong crew, 13 were for 2,620 passengers and eight figure balcony staterooms. Highlights include a Grand Lobby, Royal Court Theater, the Theater and Illuminations planetarium, the Center for Internet Relations, Queen's Ballroom, a winter garden, nine of the main restaurants, 11 bars and lounges, a library of 8,000 volumes and a library, a program of lectures at the University of Oxford, the actions of the Royal Academy of Dramatic Art, five swimming pools, sports stadiums, a Canyon Ranch spa, a shopping pavilion and a nightclub. These appointments are my 'home' for the next six days.

Symbolically as reflected by its smaller predecessor QE2 docked at a considerable distance from his bow at the Queen Elizabeth 2 Terminal, Queen Mary 2 is a double gross weight increase over Equivalent to previous generation and, indeed, traced its lineage to a long road of Cunard ships, which had covered a period of 165 years. somehow the feeling that the imminent crossing would be not only a trip away, but a return in time.

Gently vibrates on your spine, the giant spread laterally beneath his bunk below the overcast metal at 18.10 local time.

Unlike conventional engines of technology propeller shaft of the older generation vessels, the Queen Mary 2 was powered by four instead of aft lower hull mounted Rolls Royce Mermaid pods electric motor, each weighing 260 tons and four fixed point, 9.900 pounds, stainless steel blades, and collectively produce 115,328 horsepower. The striker, outboard pair is fixed and always ahead and astern, while the stern, two prominent internal capacity azimuth of 360 degrees and has provided a propulsion and the government, obviating the need for the rudder. The advanced technology system, reducing complexity and weight and increasing the interior volume of the hull by the removal of associated equipment of the traditional engine configuration.

Three Rolls Royce variable pitch, transverse bow thruster propeller, producing 15.000 HP collectively force, provided port and starboard bow maneuverability at speeds up to five knots. At eight knots, when its effectiveness had been exceeded, they were covered by 90-degree rotation, the doors of fluid dynamics.

Led by the double water tugs outbreak of fire, the liner giant movement began logging in the watershed. Keep up 11.5 knots forward speed in the Solent, which began its starboard turn 140 degrees in Calshots Range in 1907, prepared for the maneuver similar to the brambles.

Compressed charcoal gray, the sun casts its bright orange stripes outward through the thin strip without hindrance on the western horizon. Assuming a 220-degree heading through Thorn Channel, the Queen Mary 2 began its starboard turn around the Isle of Wight.

The first dinner aboard the elegant, maritime engineering triumph had served in the 1351 term, three stories high, two-level Britannia restaurant that had offered a sweeping grand staircase, column supports, and a vault, backlighting, and glass ceiling are reminded and inspired by the lounges, large dining room of the 20th century French shirts as the Ile-de-France, l'Atlantique, and Normandie. The food itself, served on Wedgwood china and Waterford crystal, classified White Zinfandel wine, cream of mushroom soup mixed with croutons parmesan, crispy rolls and butter, oak leaves and Boston salad with carrots and sherry vinaigrette dressing shaving, rack of pork with mushroom ragout, truffle puree potatoes, morel sauce and sauerkraut, hot apple strudel with brandy sauce and coffee.

The thin line of orange lights outline the coast path in yes astern. Maintain a speed of 27 knots and a heading of 250 degrees, the solid rock, 151,000 tonnes of engineering mass plied the black channel and began great circle course, the Bishop Rock in the Scilly Islands. Later, the infinite Atlantic, and the path forged by every previous transatlantic Cunard. Morning, I begin scanning history.

Day Two

Dawn greeted like a long shirt tunnel distinguish wet gray. Locked between the dome of clouds over a bad mood and slate blue sea below, who spat white caps newspaper, black and red ship channeled moisture penetrated saturated in the morning, rain, sky emission and the whirling, swirling sea blend into seamless soak, gusty wind and ships bombed.

Any unwanted movement, however, was quickly and invisibly, dampened by the two pairs of 15.63 meters squared Brown Bros / stabilizers end Rolls Royce which were controlled by gyroscopic vertical reference tools and extended to 15 feet from the hull to counter the deployment of ships.

Soaking 348 meters in deep water 98 nautical miles from Ireland, at noon, the Queen Mary 2, had covered 418 miles since leaving Southampton yesterday.

The time involves intermittent clouds with a movement clockwise to the west, provides a reduction in force 4. The current force-5, breath of fresh air from the south, with 11.2 degrees Celsius air temperature, carried a 994-millibar pressure. The sea, with a moderate state 4, maintains a temperature of 10 degrees Celsius.

Afternoon tea, held at the Queen's Chamber, had been a British tradition and a delicious intermittency between lunch and dinner served at each crossing of Cunard, the latter of which 2002 were personal travel east on the Queen Elizabeth 2. Queen room itself the largest ballroom at sea, is an arched ceiling, double crystal chandeliers, blue and gold velvet curtain on the stage of the orchestra, a 1.225-square-dance floor, of foot, a live harp and small round tables with capacity for 562. Today presentation included eggs, ham and cheese, cucumber, tomato, beef, and the finger seafood sandwiches, cakes and jam with clotted cream and strawberry cream pies.

Afternoon tea in the sea can trace their lineage back about 165 years the theory. Einstein relativity somehow seemed to apply. Suspended between the mainland land mass and population, the boat seemed trapped in a void, a warp arrested in which the story appeared and captured the ship reconnect with their past, since it repeats again, a separation of this on earth and an approach to his past in the sea. It is this suspension of time, distance and place the wires in the past has served as Cunard's momentum. A man who had lived some 200 years, had made the trip possible today.

The man's name, of course, was the same as that which had honored a long line of constant Atlantic liners advance, Samuel Cunard. Born on 21 November 1787 in Halifax, Nova Scotia, as the son of Abraham, of Cunard, the same as a carpenter in Royal Halifax shipyards, had forged a maritime link with the physical entry into the world. His first venture was forced to award the contract to Royal Mail for the transportation of mail through the Boston-Halifax-St. The route of John after the cessation of the War of 1812 between Britain and the United States, while later cooperated with the steam ship first power project for Atlantic crossings. named the Royal William, the 160-foot long, 1,370 ton ship service was inaugurated in August 1931 between Quebec and Halifax, which requires 6.5 days for the trip.

The company that has ultimately led to his reputation, without however, came at the end of the decade, when the British government had announced its intention of subsidizing steam mail service between England and the States USA. In a formal proposal to meet the requirement, submitted on 11 February 1839, indicates a fortnightly service Cunard, Halifax steamer between England and vessels operated by 300 HP takes 48 crossings a year. awarded a contract by the Admiralty in June of 206 four-foot, 400-horsepower, 1,120 tons vessels ultimately to being appointed to the Acadia, New Caledonia, Columbia, and the Britannia, which finalized plans to serve Liverpool-Halifax to Boston route.

The newest ship, the Britannia, in fact it was the first to be completed. The 207-foot long, 34 feet wide hybrid spacecraft, built by African oak and yellow pine in the yard Robert Duncan in the River Clyde in Scotland, had offered a clipper bow three masts with square feet, and two mid-ships located, black-and-gold palette boxes that reached nearly 12 meters on each side and contained 9-feet wide, 28-foot-oars turning diameter of 16 revolutions per minute and operating out of a 403-hp, twin cylinder, side lever steam engine that burned 40 tons of coal per day through a single exhaust stack aft smoke. The engine, which requires 70 feet of the hull for installation, drew coal from a 640-tonne bunker.

Of the four decks, the upper deck, or main, is the captain and chief officer cabins, dining room, kitchen, mess, the cabins of the crew, the height, the bridge exhibits, and the dining room which, 36 meters long and 14 feet wide, had been the largest ship in the next room. two in the stern, related circular stairs to the second deck dining room, which housed the knights and ladies cabins, each with two bunks, a sink, a mirror, a sofa by day, and a port hole or an oil lamp, with shared bathroom facilities, equaling a 124-person capacity, of which 24 were women. Holds load, located on both sides of the machine downstairs and another with a capacity of 225 tonnes, together with the sail locker, the mail room, shops, neighborhoods butler and the cellar in the stern. Coal had been stored in the fourth, or lower deck.

The 1,154 tonnes Britannia, opened in service scheduled for July 4, 1840 Liverpool to Boston with a stopover in Halifax, operated the first transatlantic service of steamships, carrying 63 passengers and making 12 days, ten hours for 2534 miles in a nautical crossing speed of 8.5 knots, the third movement of pure sailing. After an eight-hour suspension in the port of Halifax, who followed Boston in another 46 hours.

On 5 January 1841, all ships of Cunard, four had entered the fleet.

The Britannia was made 40 trips round before being sold to the Navy of Prussia, who had become a pure sailing ship used for target purposes and renamed as Barbarossa. It ultimately collapsed in 1880. However, paved the way for a long line of Cunard liners come.

Biting rage, dark blue, white cap spit the North Atlantic in a 272-degree heading 1545, with its bow protruding, bulbous, the mighty Queen Mary 2, launched engineering triumph on its axis at a speed of 23.4 knots, the sun's rays are powerful enough to rip the fabric single cloud in a mosaic swollen, white air island. The ship had reached a 50-degree 12.036 'north latitude and 14 ° 26,312' E west coordinate.

The dinner that night, served in the Britannia restaurant, had included the Merlot wine, smoked black shrimp mousse and potato salad, Lollo Rosso and caramel apple salad with walnuts and cider vinaigrette, filet mignon and lobster tail with young children baked potatoes, polenta cake and asparagus in hollandaise sauce, banana chocolate cake with mango sauce, coffee and petit fours.

The Britannia, a ship design, was only the beginning, and that pale in comparison to Leviathan Cunard vessels produced in the 20th century.

Day Three

Continually throwing sea meant fan, Queen Mary 2 was launched through the dark blue, bright night of stars at its center of gravity as a rocker, his bow hitting the mountain wave depressions and the projection of the avalanche blank reactions at 45 degrees from its centerline.

Breakfast, lunch in the court of king its many seasons, had included an omelet of ham and peppers, bacon, Hashbrown potatoes, a grilled tomato, toasted white bread, and cranberry juice.

Negotiation 25 - to 30-foot seas in the Atlantic ridge, which includes the Continental Divide, the ship had sailed 590 miles in the period nautical 24 hours from 1200 midday yesterday, now pursues a 263-degree line, with the remaining 2075 miles to the Pilot Station New York.

Light rain is expected to dissipate, with clearing gradual.-5 The strength of the wind, northwest, there had been 9-degree Celsius temperature, with a pressure of 996.5 millibars. The sea, whose condition had shown a moderate "4," maintained a temperature of 12 degrees.

Looking towards infinity of the Atlantic, I could not help think that somewhere, if not in physical space, then in historical time, was the first of the great Cunard liners Atlantic which had probably been there during the early 20th century.

The design, the Lusitania, had originated in 1902 when JP Morgan has tried to create a conglomerate called the steam from the International Merchant Marine through the purchase of several existing companies, including the White Star Line. To ensure Cunard continued autonomy and deter their absorption into society in constant expansion, the British Parliament had granted a contract for 20 years and the grant to build two of the faces more and faster then the world and in the process of retrieving the speed record of the Germans had captured with three of its twin-screw ships.

Cunard seeking tenders for the two ships of four shipyards, specifies a 750-foot length, a width of 76-feet, and a capacity of 59,000 horsepower reciprocating engines reached by driving triple screws. The contract, awarded to John Brown and Company of Clydebank, Scotland, was in a 790-length foott and a width of 88-feet, exceeding the 30,000 tons of gross weight of 2,500 tonnes in the first half, and using the turbine engine technology, also for the first time, with a combined capacity of 68,000 horsepower, exhausted, in an effort to emulate the Germans, through four chimneys.

Construction, beginning in the fall of 1904, produced two of the largest, fastest and most powerful ever built Atlantic shirts with long and elegant designs, straight downwind, rounded bridges, and four fireplaces raked 787-foot sports lengths, widths of 87-feet and weighing 31,550 gross tons of steam-driven turbines aimed at quadrupling screws.

Amidships accommodate 563 passengers in first class, 464 second class passengers aft, and 1138 third party or third-class passengers in class the front portion of the hull, the first of two new appointments to the linings of luxury. A Georgian-style room wearing the colors of green light, a marble fireplace, stained glass panels and a 20-foot-high cupola. La Veranda Cafe had barred wall patterns and rattan furniture. The dining room of the twin-deck, was the first of its kind on a Cunard ship. The main hall had been decorated with mahogany paneling, while leading the smoking room dark Italian walnut. The second class dining room also sported the appointments of Georgia and the room had been decorated in Louis XVI style. With electricity for the first time, the Lusitania provided modern conveniences to passengers, including two elevators.

In her second westbound crossing, the lining beat all records for speed, an average of 23.993 knots and covering a 617-mile distance a single day, but ultimately broke the mark of 26 knots, reaching New York in four days, 20 hours.

His fate, however, would not remain so successful. Leaving England in its 202nd trip May 1, 1915 to 1257 passengers, 702 crew members and three stowaways, the ship had moved to Great Britain, sailing ten miles from the old head of Kinsale where he had struck by a German torpedo, and forward list to starboard. Slipping oceanward to 45 degrees, the arc of the first corner, it bottomed out 18 minutes later, tapping 1201 and killed on board, the result of a deliberate act of war.

Because no outcrop overlooking a land during the six-day voyage across the Atlantic, Queen Mary 2 seemed suspended in the void between the two continents, the journey on the course, speed, time, sea state, distance, and the inner life the storm, but always moving civilization on top of the sea.

Soldiers in the boat burned 3.1 tons of heavy fuel oil per hour at a load of 100 percent to run their diesel engines, or 261 tonnes per day to 29 knots with steam, while using 6 tons of marine gas oil per hour to run their turbines gas, or 237 tonnes per day, drawing from a tank of 1,412,977 U.S. gallons for the first and a tank of 966,553 liters for the second.

Your source of fresh water, produced from sea water for 3 Alfa Laval Plate Multi Effect Evaporators, is replenished at a rate of 630 tonnes per day, the satisfaction of their consumption of 1,100 tons daily. The capacity of the water tank came to 1,011,779 U.S. gallons.

A German-themed lunch, served in the royal court had included sausages, sauerkraut bacon, spaetzel cheese, baked potatoes, schnitzel, and black forest cake.

Maintaining a 261-degree heading and a speed of 23.1 knots steam the city at sea, had reached a 49-degree 43.705 'north latitude and 28 degrees, 25,458' west, by the position in 1500.

The Queen Mary 2 in Winter Garden, designed after the cafes in the gallery skylight Mauritania, had offered a 60-by-25-foot trompe l'oeil depicting a ceiling of lush green gardens, paneled walls looking through iron gates of hills, and furniture wicker, and was created to counter the cold, gray winter turbulent North Atlantic.

The Mauritania itself, the vessel that had inspired the winter garden, was the second of two early 20th century designs Cunard after the Lusitania. The nine-line coated with a capacity for 563 passengers in 253 cabins first class, 464 second class passengers in 133 staterooms and 1138 third-class passengers in 278 cabins, offered his own opulent appointments. The first class smoking room, for example, located in the stern, had stressed wall panels wood polished plaster friezes. The lounge, located on the boat deck and measures 80 by 53 feet, had been decorated with mahogany paneling, gold trim, long roof beams, bronze gold, and crystal chandeliers. The library, with panoramic windows, had been decorated with sycamore panels. The first class dining room, seating 330, had been set with long tables and swivel chairs white dress, and was decorated with polished ash, teak panels, moldings, and arched windows, while the second class dining room, with floors parquet flooring, carved oak panels from Georgia and cornices. A grand staircase, installed between the second and third funnels, five decks connected with the public rooms.

Entered service on 16 November 1907 between Liverpool and New York, Mauritania had been enhanced with four-bladed propellers, two years later in 1909, time that could reach the maximum speed of 26.6 knots. It had been only the first of several modifications. With the outbreak of World War I 1914, for example, which had been painted gray and briefly served as a troop transport, and again reliveried commercial service five years later in 1919, time when the company operated in Aquitania and Berengaria, offering weekly from east to west and service in the Southampton-New York route. It remained the fastest of the three.

However, other variations to the fire, resulted in the conversion to combustion technology engine oil and the reconfiguration of the cabin, reducing the ability of both second and third class passengers.

In its 27 years of operation, for 22 of which had held the speed record of North Atlantic until it has been captured by the Bremen in 1929, Mauritania had traveled about 2.1 million miles of Atlantic, Mediterranean, Caribbean and service before being usurped by two larger, more advanced Cunard bags. Making his last voyage on 26 September 1934, scraped the next year in Scotland.

That evening dinner, served in the Queen Mary 2 Britannia Restaurant, had highlighted the white Zinfandel wine, shrimp Thermidor in walnut brioche, smoked chicken salad and cob with bleu cheese dressing, grilled sea bass with Mediterranean vegetables and olive tapenade; FLAMBEE bananas foster with rum ice cream with raisins and whipped cream, and coffee.

The Lusitania and Mauritania replacements, although larger, could be a couple more varied: although he had been the third in the series, has been slower, while the other had been transferred from the enemy fleet, the Germans.

Day Four

Suspended in mid-Atlantic, the Leviathan of black hull, pursed his great circle on a 249-degree course of the game, eat the ocean gray, white and sparkling, with his bow with 21.7-knot appetite. Four hundred seventy miles off the coast of Newfoundland negotiated the boat from 3549 meters deep, having traveled 607 miles nautical in the period of 24 hours since yesterday, now 1615 miles of Southampton. In current 47-degree, 34.066 'north latitude and 042-degrees, 00.754 west longitude position is 1468 miles from its destination.

External conditions were mild: air temperature at 14 degrees Celsius, had joined a force-4 moderate breeze from the southwest cloud and low, with a 989-millibar air pressure. The sea, whose condition was mild, had a temperature 12.7 degrees Celsius.

If the triplet of early 20th century century Cunard liners might have sailed past Queen Mary 2, in chronological order, the Aquitaine have dragged both the Lusitania and Mauritania, third long, straight piped four ships built by John Brown and Company of Clydebank.

The ship of 45,647 tons, a 901-feet long and a width of 97-feet, had been both larger and heavier than its two predecessors, resulting in a capacity of 3,200 passengers. Launched on 21 April 1913, had begun trial runs at 13 months, reaching a maximum speed 24 knots, and entered commercial service on 30 May 1914 on the Liverpool-New York route.

Luxuriously appointed, including a long gallery leading from the main room with the smoking room decorated with a series of garden rooms, carpeting, Louis XVI style restaurant first class, a living room with Palladian columns, spanning two decks and the pool first installed on a Cunard ship.

Late to the North Atlantic, The Aquitania had sailed on the periphery of the First World War and which had been requisitioned by the government for military service as an armed merchant cruiser August 1914, but due to their excessive size, was recommissioned as a troop ship next year. reconfigured for transatlantic service after of war, the ship resumed its civilian role in August 1920, amending its capacity six years later in 1916, when a significant decrease reconfiguration of first-class passengers complement from 618 to 610, increasing capacity from 614 to 950 second class, and dramatically decreased complement the third class for about three quarters of 1998 to 640, more accurately meet the demands of passenger classes.

Once reconfigured to a ship of 7724 people of troops during the Second World War, the Aquitaine provided eight years of military service during which he had sailed 500,000 miles and carried more than 300,000 soldiers.

On arriving at Southampton on 1 December 1949, the multi-role ship ended 35 years of service, after having sailed about 3 million miles 443 trips. Cunard has spent quad-piped design.

Lunch, back in this at the Queen Mary 2, had served in the grill, in itself one of the stations of King's Court, and included beef Tikka Masala, white rice, cauliflower in cheese sauce and double chocolate fudge cake.

Although it's a long Aquitaine Mulitple paper and fruitful career had ended in 1949, had, for the most part, continued to operate in tandem, as originally conceived, with two other Cunard liners, despite the fact that the Lusitania had been destroyed almost immediately after entering service. The third ship, however, stemmed from a plan Cunard given life by a shipbuilder on the Clyde, but by the same enemies necessitated its replacement.

Trying to compete with the Cunard and White Star Line who now designs regularly plied the Atlantic, the Hamburg-America Line was because the keel of a new type of ocean liners on 18 June 1910, destined to be the highest capacity highest gross weight of the passenger ship ever built. The specifications were, by far, amazing: Measuring 919 feet long and 98 feet wide, the elongated, Tri-channeled, 52,117 ton vessel, named the Imperator, had been powered by steam engines around four-pitch propellers feeding of 8,500 tons of coal feeds two 69 - and 95-feet of engine rooms length, respectively. Welcome to 908 first-class, 972 second class, 942 third class, and of 1,772 third-class passengers, the giant, led by 90-tonne rudder, was christened on 23 May 1912 and entered service 13 months later, on June 10, Cuxhaven to New York with a stopover in Southampton.

The Imperator a winter garden is first class with potted palms and a double deck swimming pool deck.

Because the service had shown initial too heavy conditions, three chimneys were shortened by nine feet for a fall of adaptation.

Ultimately navigation banned because World War German atrocities, the ship had been docked in Hamburg for four years before a war reparation agreement led to his transfer to Cunard in 1919 as compensation Lusitania sunk by German. Southampton rebased Two years later, in April 1921, which had been an initial adjustment during which the technology of coal burning engine had been replaced by oil and that had been reconfigured with 972, 630, 606, and 515 first, second, third, and tourist passengers, respectively. Redesignated Berengaria, the ship joined the Mauritania and Aquitaine, the operation of Cunard's weekly transatlantic services. Although originally planned to continue operating until 1940, the cabling system old, resulting in persistent on the fires on board, had prevented its expected useful life, temporarily leaving only Mauritania and Aquitaine, until a new generation of Cunard liners, to offer twice the tonnage of existing designs, could enter service. That ship, of course, bore the name of the current: the Queen Mary.

Dinner, served in Restaurant La Piazza on board the (current), Queen Mary 2 had included a salad with ranch dressing, artichoke hearts, vegetable moussaka, pasta with onions, mushrooms, black olives, garlic and red tomato sauce, tiramisu, and coffee.

Dusk could be more accurately measured by looking beyond the wooden deck with Queen Mary I of line reminiscent of the loungers and out to sea instead of toward the sky. The first, a reflection of the latter, had turned a deep blue, reflecting the brightness temporary-afternoon sky as the white mountain formations cluster had separated, creating a rift blue. Then quickly metamorphosed in a dark blue and, momentarily, a cold, gloomy, gray winter, prevailing environmental conditions of many previous transatlantic crossings, as the dark, rolling clouds reassembled in a tight cohesion quilt, which makes even a glimpse of the sun. Merging dimensions with the ocean, the amorphous, empty the floating city Cacoon referenceless until visibility did not extend beyond ten feet of either side. Two souls, well-dressed, challenged the strong, the wind blustering in his attempt, backed by force, the circle on the deck. That was life on a transatlantic crossing.

As the day surrounded by the line of midnight, the ship crossed the basin of Newfoundland to the Grand Banks of Newfoundland and, indeed, reached America. Two days of steam is kept before reaching its conclusion, the Port of New York.

Day Five

Fight fierce currents of the Grand Banks of Newfoundland in 0800, the Titan thundered long shot on the gray surface, its peaks so high and frequently appeared white, snow-covered mountain peaks. The playing field was tumultuous and unforgiving. Propelled at 24 knots, the ship moved between feeders, rotating around its center of gravity and each crest pinnacling overcome with triumph, before exploding into the next valley to the gravity-induced momentum, its rotation axis is sliding down the mountain airborne sea where even part-time stabilizers were not enough to stop them falling momentarily Mar-attached profile.

Perception speed is a function of distance: the underside of the orbiter fell in relation to the water line, the fastest growing gray area seem to move on the outside, its cascades of white foam and steam explosion in the windows and skylights.

Death at sea, although at this writing still more beyond conception, had reduced my short tenure of a murder mystery by Agatha Christie. Before I retired to my cabin the previous night, a passenger, whose name I have momentarily forgotten, was paged continuously, both on stage and throughout the boat, with a greater degree of urgency. During the early morning hours, the shirt, then inexplicable reason, had become, for a title that would have been taken back to the UK. Later it was revealed that a man Germany, which had been traveling with a group, had for some time to contact them, and his wife, who had traveled with him, had been contacted in Germany, where he ultimately found a suicide note. The man, who had been elderly and very sick, apparently to make the crossing the purpose of ending his life, and the boat had surrounded the area of suicide until some time beyond that which would have succumbed to hypothermia, even if she had survived to fall into the sea.

The incident, which immediately transcends the initial hesitation between two strangers, has been the talk of formal breakfast served in the restaurant Britannia in the morning.

The target area along the Great Circle route from the Grand Banks of Newfoundland, could not be more dangerous and each predecessor Cunard had traced his way through it.

The mountain glaciers in Greenland's west coast down calved with thunderous roars in the narrow Davis, forming icebergs carried south by the Labrador current, about 400 of them, rising 150 feet above the water line and weighing more than 100,000 tons, moved southward to the shipping lanes off Newfoundland. During the April-to-July period, the area outside of San Juan is known as "iceberg alley. "Given the size of small icebergs and ice field associates, which are particularly difficult to detect, which represents a significant hazard any vessel engaged in a transatlantic crossing during this time and just win the title in the area of "graveyard of the North Atlantic."

Further exacerbating the conditions had been substreams temperature differential of water that originate along the continental margin of South America near Ecuador, where the trade winds push into the channel between Cuba and the Florida Keys. Accelerate, followed by 30 - to 50 miles wide on the east coast of 2 to 6-mph speed toward the Carolina coast North, where the substreams real form, which flows into Nova Scotia's 150 million cubic meters-per-second.

It is in the Great Circle route, east of the Grand Banks of Newfoundland, that the clash between the warm Gulf Stream and the cold Labrador current is carried out, producing different temperatures, which itself same rain, storms, rain, fog, tumultuous waves, hurricanes, winter, and cyclones. Outside the southeastern tip of Newfoundland, Cape Race, the sea fog summer, sometimes lasting for weeks, shrouds icebergs from visual perception.

Oblivious to these conditions, 151,400 tons, the Queen Mary 2 negotiated his way through their pods and bow propellers, that electricity was supplied by a high voltage main switchboard, which resulted one of 11,000 volts, 60 Hertz, 3-stage. The current was supplied by four Wartsila W46 V1646C, 16.8 MW diesel generators and two 25.0-MW General Electric LM2500 turbine gas.

The intrigue of the morning, once digested and discussed, has enabled more focused on the hearty breakfast served in the Britannia restaurant, which had including grapefruit juice, poached eggs, bacon, mushrooms, grilled tomatoes, fried potatoes, toast, croissants, French bread, butter, coffee and peach pies.

By late morning, the long shirt, majestic, red and black, channeled, 165-year lineage of the vessel that had given restaurant named after the massive, carved under his trench bright blue skies in the same-which reflects the deep blue sea, leaving a trail of white snow astern, going back to the innumerable crosses all Cunard liners, which had preceded it.

If the Berengaria had been "huge" no adjective could describe the size of its replacement, which derived from an original project and not a helmet for it. The ship, which had been designed Cunard pure, original, had not only launched a new generation of radicals, but a whole new period known as the "era of the four queens." The design, of course, was the first to bear the name of the current ship, the Queen Mary.

The incorporation of technological advances 86 years of design Cunard ship, the new flagship, which dates back to 1926 when a replacement for the first Mauretania had been planned, was intended as the first of the two shirts than 1,000 feet long which would be fast enough to allow the crossing of five days of schedules and thus obviate the need for the Lusitania / Berengaria Mauritania-trio Aquitaine. Despite the keel was first was established January 31, 1931 for a designated ship's hull 534 in John Brown & Co. shipyard on the Clyde, the depression halted construction a year later, on 3 April 1934 Normandie intermittent allowing for the title as much as 1000 the first footer and the first-line + 60,000 tons, as the current faster across the Atlantic, won the Blue Ribband. During December last year, had announced that it merged with Cunard White Star Line, which form Cunard White Star Limited, the first designated all of its vessels with the IA "," end and the last to have used the "ic" end, as in "Titanic." The name "Queen Mary" would be the first to eliminate both.

Launched on 26 September 1934, the elegant, elongated, three funneled liner, at 1,018 feet long and 118 feet wide, had a gross weight of 80,774 tons and had been driven by four steam turbines Quad-connected expansion, through the propeller shafts, and four external 35 tons of manganese bronze, four-blade propellers grouped in pairs.

The elegant interior appointments had over 50 varieties of wood, such as the English yew tree, bird's eye maple, white ivory Sun, myrtle sycamore Pacific, African cherry, and pear. The ship deck, wearing a walking open access to all 24 lifeboats, ended in the small, intimate Verandah Grill, offering an alternative to-the-dinner a la carte menu overlooking the stern. Promenade closed deck located immediately below, is the public main rooms, a front of 21 panels and windows of observation and Cocktail Lounge Bar directly under the bridge, a study, reading room, writing room, and the library on the port side, and a drawing room, a room writing second, and games room for children on the starboard side. The main lobby, located behind, spread the width of the nave and was visited by the glass doors on both sides of the promenade and a shopping arcade set.

The travel agency and the suites are located at a lower deck, main deck, while A through H were set even lower decks in the hull, and is accessed by wood Empire runners panels.

The dining room, 160 feet long and 118 feet wide and 800 seats, is in Pool C and featured a high ceiling, colonnades, and a 24-by-13-foot mural of the Atlantic Ocean with a glass, which operates the Queen Mary model electronically to indicate their position during Transatlantic crossings. The swimming class cabin pool, located on deck D, had highlighted gold quartzite, and an alley way leads to the accommodation crew, workshops, and warehouses.

Launched into service on May 27, 1936 on the Southampton-Cherbourg-New York route, the Queen Mary recovered The Normandie's Blue Ribband three months later at an intersection of the west, reaching a speed of 30.63 knots between the Rock and Bishop Ambrose of light, becoming in the fastest, largest and heaviest line until the superclass title had been overtaken by its transatlantic counterpart, the Queen Elizabeth. Although it had carried 56,895 passengers during its first year of service, the storm clouds of World War II thwarted their civilian operation continued, the last of which, from Southampton, had occurred on 30 August 1939.

Repainting, the now gray, military version, unofficially dubbed the "Phantom Gray, left New York to Australia, to assume its role as a troop transport, maintaining the transatlantic ferry service before 1943, in July the which led to a record 16,683 troops in a single step.

Discharged from military service on 27 September 1946 and returned to Cunard, the ship had been reconfigured as a passenger ship with accommodation for 711 first, 707 cabin and 577 tourist class guests, the resumption of a regular transatlantic service week of 31 July 1947 between Southampton and New York, with Queen Elizabeth.

Usurped, not by a nautical design newer or more advanced, but one aircraft in place, the Queen Mary, recording dwindling passenger loads and falling revenue, operated its last regular service in New York on 22 September 1967, having made crosses 1001, during which time he had sailed 3.7 million miles, it had carried 2.1 million passengers, and had earned $ 600 million in revenue.

His last operation was never done later that year by 31 October, when he embarked in a 39-day voyage from Southampton in 1040 repositioning passengers around the southern tip of South America to its new permanent in Long Beach, California, mooring in who assumed his role as a hotel and tourist attraction.

Sailing 140 nautical miles on the Grand Banks of Newfoundland at 1200 hours, the Queen Mary 2 present, follow a heading of 250 degrees and a speed of 24 knots of steam, was located 115 miles south-southeast of Cape Race, having traveled 431 miles from insignificant position report yesterday because rescue attempt in the morning. Negotiating a rough sea, moderate swell amid cold temperatures of 3 degrees Celsius, the boat had traveled 2046 miles since its release, with the season of 1040 for the start of the pilot in New York.

The Queen Elizabeth, the second of two designs for the Cunard weekly, bi-directional transatlantic service, completed the world's most famous couple of the liners, but, contrary the initial belief, was not identical to a sister Queen Mary, but a fully independent design, sports, for example, only two funnels against four and 12 compared with 24 furnaces. Her keel, first established on December 4, 1936 in Clydebank, resulting in a period of almost two years of construction, what the initial launch and appointment on 27 September 1938. weight of only 40,000 tonnes at the time, the 1031 meters long, 118 meters wide ship, with a project of 38-feet, has been moved to your dock equipment. However, the Queen Elizabeth, like her sister, immediately fell victim to the war and, order of Winston Churchill, had been sent to New York, departing on 6 February 1940 and the berth, still unable, with only essential plumbing, along with Queen Mary a month later.

After eight months of moorings, during which time he had become a military ship, the Queen Elizabeth had sailed to Singapore and ultimately contingent transfers operated weekly between New York and transatlantic Gourack, Scotland, carrying about 15,000 soldiers who were sleeping in levels canvas bunks in two daily shifts.

Returning to Southampton on 16 June 1946, the ship of 83,673 tons of troops had been converted into a luxury liner with a capacity for 823 first, 662 cabin and 798 tourist class passengers, and operated its first regular civil four months later, on Oct. 16. Although Queen Elizabeth had been almost as popular as the Queen Mary counterpart, with most passengers crossing on one in one direction and the other in the other direction, the pendulum had begun to traffic going towards the British and aircraft U.S. transatlantic passengers, with the first monetary losses that occurred in the early 1960s until the economic reality could no longer support uninterrupted service. operating its last crossing in October 1968, Queen Elizabeth had served briefly as a hotel and a museum in Port Everglades, Florida, but neglect and financial burden to the company so quickly, leading to its sale to the CY Tung, a shipping tycoon in Taiwan, which invested U.S. $ 6 million in its conversion into a floating university. Fires, whose origin could not be pinpointed, erupted on January 9 and 10, 1972, while the ship was in Hong Kong Harbor and excessive water applications only resulted in his disappearance and the final anxiety.

However, the Queen Mary and Queen Elizabeth would be the most famous Cunard liners who has sailed.

Dinner is served at the Queen Mary 2 is Todd English Restaurant, a small, 156-seat, reservations-only place located in the stern, going back to the days of the original porch of Queen Mary's Grill. The Mediterranean-inspired cuisine had included Riesling white wine, lobster and corn soup with whipped parsnip, black truffle and potato pie asparagus with caramelized onions, Fontana cheese, brown butter, and Morel vinaigrette, rack of lamb with confit crepenette handle a variety of salads roasted red peppers, chickpeas, cucumbers and yogurt and rouille with black olive sauce, hot, molten chocolate cake surrounded by raspberry sauce and cold vanilla ice cream and coffee.

Night normally covered her veil on the day, reducing and eventually eradicating all light. With the flip persistent unrelenting cloud Winter in the North Atlantic, however, no light or color mark the transition day. Instead, like a flipped light switch, the transformation was little outcome rather than a long gray to black, the external environment horizontal reference not to change the tone. Like a drop curtain, the day seemed symbolic the curtain had finally fallen in the golden age of transatlantic ...

As the calendar day eclipsed other, the Queen Mary 2 taken one 249-degree heat and a speed of 25.6 knots steam, now southwest of Cape Breton Island, Nova Scotia.

Day Six

Shrouded in fog during the night and continuously running through the darkness that surrounds his horn sad, shirt powerful internally configured as a city at sea with almost 4,000, entered the vacuum of the fog in which neither light nor external reference can be glimpsed. 150,000 tons giant, swallowed by the elements which, paradoxically, had been reduced to an infinitesimal point, but as they inched closer to the North American continent.

Maintaining a heading of 250 degrees a sea 210 miles nautical light east of Cape Cod and a maximum speed of 26 knots of steam at 1200 noon, the Queen Mary 2 sailed 648 miles from its position report for 24 hours and 2694 miles from Southampton with a gap of 388-mile remaining to the Pilot Station New York.

Lunch, served in the station restaurant Lotus of the King's court, had included the chicken, scallions, and vegetables, basmati rice, soba noodles with scallions and light peanut satay, egg fried rice, and chocolate squares Graham cracker crust.

In 1500, the cold front that had, in Ernest, passed. The sky, unraveling in remarkably brilliant blue, did not leave a cloud of steam and temperatures of 11 degrees. The sea, a brilliant, dark blue barrel in the flat-lined boat from the starboard side, inducing a rhythmic roll of the outriggers extended even could not stop completely. The implementation of a course of 253-degrees and a speed of 24 knots, the boat, now on the outer perimeter of the Gulf of Maine, had reached 40 degrees, 44,853 'north latitude and 068-degree 11.27' W, position, unwind with the latter, like clockwork, his 001-degree coordinate Southampton. Only a few degrees of longitude remaining until the ship arrived at Ambrose Light.

With the ship now to eastern Connecticut, the Atlantic crossing, the suspension between the continents, and a return to the Golden Age opulent and elegant lifestyle transatlantic liner, was quickly end.

The speed and technological advancement of modern liners, such as France, the United States, and Rotterdam, along with changes in travel patterns, ultimately usurped more Queens celebrity couple ever sail the seas, leading to replacement of both Cunard and serious consideration to whether the replacement should be designed at all.

His successor, a modernized version of the Queen Elizabeth appointed to Q3, included a 990-foot length, with capacity for 2270 passengers and 75,000 tonnes gross weight, as detailed on 1 June 1960 the design plans. Their engines, largely based on the original Queen Elizabeth and the generation of between 85,000 and 95,000 shaft horsepower to allow speeds of 28.5 knots, was configured with two six-bladed, 31.75 tons, 19 meters from the diameter propellers, each led by an independent group of turbines, turbines, while two sets of double reduction gear is supplied with steam three 278-ton high-pressure water tube boilers produce 850 pounds per square inch of pressure with temperatures of 1,000 degrees Fahrenheit.

An examination of trans factors Atlantic passenger load, however, seriously questioned the economic viability of the design. During 1957, for example, overall relationship to air traffic was 50:50, while eight years later, in 1965, only 14 out of 100 passengers actually gone through sea. You can not, therefore, to justify the size and cost of the original version, a reduced design, designated the T4, it was announced on 19 October 1961. With a small, 55,000 gross tons, the ship, small enough to negotiate all existing water courses, including Panama channel and Suez, and versatile enough to assume the dual role of covering the Atlantic and cruise was designed as a floating resort, a destination in itself same, thus introducing a new concept of travel by sea. The contract, awarded to John Brown and Company of Clydebank due to lower construction costs and the anticipated delivery date, was signed on 30 December 1964.

Her keel had been first established the following year, on July 2, in the same plaza that had been incubated Queen Mary and Queen Elizabeth and the boat called the Queen Elizabeth 2, or the Queen Elizabeth 2 was launched on 20 September 1967. Because the fate that had befallen his predecessors, namely, the sublimation of the Queen Mary in a hotel and a museum and purchase of France and the United States by Norwegian Cruise Line to operate as a cruise ship which was then regarded as the last great transatlantic liners that have been built.

The production of 50,000 horsepower less than the Queen Elizabeth to replaced and operating near two versus four propellers, however, reached 29.5 knots QE2 initial rate of the paths of the Scottish coast.

The 12-deck, 70,327 ton vessel, built in steel 1 and a single funnel 1/8-inch-thick sports, stretching 963 meters long and had been handed over to Cunard April 20, 1969 the 29 million Cost of a pound. Opened in regular service carrying passengers next month, on May 2, between Southampton and New York with an intermediate port of scale in Le Havre, the third final of Queens quartet completed its journey in four days, 16 hours, 35 minutes at an average speed of 28.02 knots, carrying 1400 passengers.

Although the type enjoyed 17 years of service successfully its steam turbine engine, which was essentially the same type that have fed the Original Britannia 1840, had burned about 200 tons of fuel per day and has become increasingly profitable and maintenance work. operating its last transatlantic crossing from New York on 20 October 1986, decommissioned for conversion to diesel engine technology.

A 180 million pounds contract signed with Lloyd Werft in Bremerhaven, Germany, involved the conversion of all public spaces, passenger cabins, and accommodation crew, and the installation of nine 9-cylinder MAN-B & W medium speed diesel engines 220-producing 10,625 tons or 14,242 kW HP at 400 revolutions per minute, four of which were installed in the engine room forward, five of which were installed in the engine room aft of antivibration mounts. propulsion engines, each weighing 295 tonnes and the production of 44 MW to 144 rpm, were connected by 250-foot wells, with two of 22 feet, variable pitch, with five blades, which turns out 19 meters in diameter, 42-ton propellers, which were controlled either from the bridge or engine room. Two of four shovels, pitch, 6.55 m diameter stern propellers, installed 18 feet away in self-contained tunnels that passed laterally through the hull of 18 feet below the water line, were driven by a 1,000 HP electric motor and recessed behind hydraulically operated, the doors of hydrodynamics in idle power. Four of 12 feet long, 70-square feet in area, aft-extending, hydraulically operated stabilizers is stored behind a double hull lateral niches, while management was performed with one ton of 75 -, semi-balanced rudder.

The Queen Elizabeth 2, which requires 179 days to conversion, they gave it to Cunard on 25 April 1987 and remains the world's oceans layers 36 years after their first entered service, replaced on the route only for the transatlantic ship which sailed today.

In fact, the Queen Mary 2 had this been the culmination of evolution Marine Technical, which had begun with the wooden-hulled sailing packets 19th century. These were subsequently incorporated wooden paddle wheels, piston steam engines. Hierro, replacing wood as a material of the main hull construction, had improved the strengths of significant proportions, paving the way for large designs with higher gross weight and a growing number of decks. longer than wide proportions, with the propeller propulsion, water resistance and reduced steam rates improved, while compound steam engines, two screws, and building material steel steam pinnacle ocean technology in 1895. turbine engines, computer-aided design, global positioning systems, azipods, and gas turbine combined in a unique design that could be classified collectively ship, transport, machinery, building, floating city, with details as opulent and offers installation such that any connection to the sea had been completely severed in a pleasant disorientation when boarded.

Technological progress, However, he was arrested with a maritime design, but had been perpetuated in all other forms of transport crossing the Atlantic, for example, has required six days by sea, but only six hours by air subsonic and supersonic aircraft three. Speed has been proportionately greater, time been reduced, and the land had, in the process, has been artificially reduced. However, also courtesy was lost ...

Only hours remained in which to enjoy before the Port of New York loomed ahead.

The last dinner at sea, served in the Britannia restaurant, had including Pinot Grigio white wine, smoked trout mousse, salad Waldorff, chives and cream, roasted tomato soup with basil cream sauce, roasted Vermont turkey, root vegetables whipped, and reduced cranberry Madeira amaretto hazelnut pudding with sauce anglaise and coffee.

Angled toward the vessel from forward, starboard side the road was illuminated as a threshold of cracked glass, through the ocean surface by the sun without barriers, cylindrical, which had begun its descent preventive evening to the western horizon, a path, perhaps, at night, the Port of New York, and the crossing of the ending-a sunset symbolic end of step of regular transatlantic, which now could only be singularly revived aboard the Queen Mary 2, the settlement. toward the horizon, producing a flash of color orange pronounced and rendered the sea, a reflection mirror of blue ice. A little bit heavy cargo ship at the age of rust, hiding the right side, its speed in an attempt regrettable that the domain on the balcony lined Leviathan. The same sun, a burning orange ball fell behind the perimeter of the Atlantic, leaving only Chartreuse an orange and then of energy.

Except for arcing plume of white smoke emanating from the Rrom of charcoal and red funnel cloud condensation without clouded night sky, intense, black velvet crossed by Glitter Star newspaper.

At midnight, the Queen Mary 2 passed south of Montauk Point, Long Island.

Day Seven

Entering New York Harbor off Ambrose Light in 0330, the sleeping giant still sailed under the Verazzano-Narrows Bridge one hour, 15 minutes later, following a 006-degree line in a timber, 9.3-cruise knot. The first light, tinged with orange, appeared behind the jewel-bright superstructures of Manhattan to the starboard side. In 0540, now maintaining a degree 33-item, the aircraft skidded on the blue sheet of glass reflection Hudson River of 3.6 knots, passing the needle fine point of the Empire State Building.

From your turn to starboard laborious azipods through its rotation, the giant moved into its Pier 88 berth in front of a 118-degree line, putting further dawn moorings in a 40-degree 45.982 'north latitude and 073-degree 59.917' west longitude coordinate parallel to the Intrepid Sea-Air-Space Museum and its ships by satellite, sports paradoxically Concorde, registered G-BOAD, the colors of British Airways, which, according to the media last transatlantic crossing, had represented the pinnacle of his commercial aviation development that began in the subsonic, pure airliners had preceded it. They were the only reason for the transoceanic sea travel disappearance. The cost to speed ratio had proved too high for the Concord and as the Queen Mary original had been withdrawn from service and reducing to a museum exhibit. But alongside the Queen Mary is the successor generation, Queen Mary 2, was alive in the transatlantic service assets, and in great demand, leaving the question of whether the ship had somehow replaced the aircraft, in a final historical cycle. The Queen Mary 2 will come out at night east at its intersection with paying passengers. The Concorde will remain stationary, as an exhibition.

My trip was both a physical and historical, covering the distance and time, movement forward and backward values, an entry in the time tunnel to the Golden Age of Ocean Travel Ocean Liner full of opulence, sophistication, elegance, and civility, a history of back, and therefore, re-experience, the first values of the time and consideration, perhaps in vain, for the reasons of his death.

Although the rate had reduced crossing times, facilitating increased activity and achievements, its perceived value increases could only be equated with monetary value, resulting in a increase of earthly possessions, but the compromises of the soul, the inward, supernatural entity behind every body. This commitment has been the pivot point between a being human and a human doing. Apparently relations between the two, the soul and body, have fought each other since the first man walked on the planet, the realizations waiver spiritual delights of the body, in inherent conflict between the worlds to which they belong, heaven and earth. The more immersed in the second, more was lost the first. So altogether the whole society had tried to do so, as the Holy Roman Empire, which had fallen completely, losing to the same source that had created.

Walking down the runway, I turned and looked at the giant ocean liner that had brought me 3082 miles across the Atlantic nautical. Maybe I will 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.

"THE RISING" Carving by Jason Swain

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