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The Transatlantic Crossing with the Queen Mary 2

One day

Addressing the port of Southampton Mayflower Terminal and catch the first glimpse black and white hull Queen Mary 2, the largest, longest, tallest, heaviest and most expensive ship ever built, evoked considerable excitement and admiration. anchored in the harbor at 50 degrees, 54.25 'north latitude and 001 degrees, 25.70' west longitude and 116.4 degrees toward the compass, the leviathan 17 dresses, with a length of 1132 meters and a width of 148 meters tall, had a gross weight of 151,400 tons and rose above the buildings with their balconies, facade lined, eclipsing it with his height of 236.2 meters. Its proposed extension 33.10 meters below the water line. The floating city, complete with cabins restaurants galleries, shops, libraries, theaters and planetariums, resolve, in six days, Europeans and North American continents, the equivalent in hours for the duration of passage 747-400 air by itself, then the largest commercial airliner in the world. But the ocean crossing yield civility, refinement, rejuvenation, emotional repair, and return to slower but more elegant era of steamship travel, the trip, I would soon find out, would lead to an investigation into the maritime history of the past that had created of this technology.

Unlike the proliferation of modern cruise ships, with their comparatively lower speeds and higher volume, hull geometry square, the Queen Mary 2 was designed as a successor to the next a-year-old Queen Elizabeth 2 and, as such, would offer the same year round carrying capacity of 35 passengers, predominantly in the rough North Atlantic, with a design that sacrificed revenue volume production and lower costs Construction of the traditional cruise ship for the safety required, speed and stability of the ocean liner. Resultantly, which had the same characteristic configuration V-shaped hull of a long line of predecessors Cunard, built of thicker steel that led to 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 Atlantic ocean liner France since 1962. Payne himself, a naval architect born and raised in London, had been involved with the Carnival Holiday, Carnival Fantasy, VI, and projects of Rotterdam. The last, which incorporates a time Statendam hull, had a less "hull shape boxy "than the traditional cruise ship, but had not yet been removed from a design rather full lining.

Intended for the main route Southampton-New York, which incorporated the constraints dictated by the dimensional door United States, including one tall funnel, which cleared the Verrazano-Narrows Bridge for just ten meters and a length which exceeded the total 1100 meters of quay 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 by G32 hull of the yard which had been 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 of transport intended to serve trans-Atlantic though for very different if not opposite, ways.

Its interior space and offers unparalleled comfort. Of the 17 floors, the first four to machinery, storage, and the 1254-strong crew, 13 were for 2620 passengers and eight cabins with balconies contained. Notable features included a Grand Lobby, Royal Court Theatre, Illuminations Theatre and Planetarium, Internet connections Center, Queen's ballroom, winter garden, nine major restaurants, 11 bars and lounges, a library of 8,000 volumes and a bookstore, a conference program of the University of Oxford, performances by the Royal Academy of Dramatic Arts five swimming pools, sports grounds, the Canyon Ranch Spa, a pavilion with shops and a nightclub. These appointments would be my home for the next six days.

Symbolically reflected by its smaller predecessor QE2 docked at a considerable distance from his bow at the Queen Elizabeth 2 Terminal, Queen Mary 2 was a double-weight two increase over its previous generation counterpart and, indeed, traced his lineage to a long path of vessels Cunard, which had extended a period of 165 years. Somehow I realized that the impending passage would be not only 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 the propeller-shaft conventional technology of ship engines, the older generation, the Queen Mary 2 was fed, instead of four on the aft hull bottom mounted Rolls Royce Mermaid electric motor pods, each weighing 260 tons and four fixed pitch, £ 9,900, stainless steel blades, and collectively produce 115,328 horsepower. The front engine Stern pair was fixed and provided forward and aft propulsion, while the stern pair featured interior capacity azimuth of 360 degrees, and since the propulsion and steering, eliminating the need for a rudder. The system of advanced technology has reduced both the complexity and weight and volume increase of the inner shell, eliminating the associated equipment configuration the traditional engine.

Three Rolls Royce variable pitch propeller cross-bow thrusters, collectively produce 15,000 horsepower from port starboard and maneuverability at speeds up to five knots. At eight knots, when their efficacy has been passed, were covered by 90 degrees of rotation the doors of fluid dynamic.

Led by two tugs water sprout shooting, the giant Electric began its movement lumbering down the basin. Maintaining a forward speed of 11.5 knot in the Solent, which began its turn to starboard 140 degrees Calshots range in 1907, ready for operation similar in Brambles.

Compressed into dark gray, the sun projected its bright orange streaks out through the thin strip, free on the western horizon. Assuming a position 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, triumph of maritime engineering had been served at 1351 seats, three-story high-level double Britannia Restaurant, which had a ladder, large scanning support column, and a dome, back-lit, stained-glass ceiling and reminded and inspired by the dining halls of the great 20th century French liners like the Ile-de-France, L'Atlantique, and the Normandie.'s own meal, served on Wedgwood bone china and Waterford crystal, had included white zinfandel wine, mushroom soup mixed with parmesan croutons, hard bread and butter, oak leaves and Boston salad with grated carrot and sherry vinaigrette, rack of pork with wild mushroom ragout, truffle mashed potatoes, Morel sauce, and sauerkraut, apple strudel with hot sauce, cognac and coffee.

The thin line of orange lights outlining the coast path behind the stern. Keep the 27 knot speed and 250 degree position, rock steady, the mass of engineering 151 000 tonnes doubled the black channel and began his large circle of course, Bishop of the Isles of Scilly Rock. Ahead lay the Atlantic and the infinite path forged by each of Cunard transatlantic before. Tomorrow, I would begin to trace the history.

Day Two

Dawn greeted like a long tunnel lining of indistinguishable gray, damp. Nestled between the dome and dark cloud on the slate below sea in March, who spat white periodic caps, black and red ship funneled penetrated the morning of saturated humidity, the sky and rain light emitting wheel, eddying sea merge into perfect, the stormy wind, ships bombarded bathe.

Any unwanted movement, however, was quickly and invisibly, dampened by two pairs of 15.63 square meters Brown Bros / Rolls Royce fin stabilizers that gyroscopic instruments were controlled by vertical reference and extended up to 15 meters in the ship's hull to counteract roll.

Diving in meters deep waters 348 nautical 98 miles off the coast of Ireland, at noon, the Queen Mary 2 had traveled 418 miles from his departure from Southampton yesterday.

Current weather meant intermittent rain with a clockwise motion to the west, predicted the fall of force 4. The current force in May, the cool breeze from the south with a temperature of 11.2 degrees Celsius in air, held a 994-millibar pressure. The sea state 4 with a moderate, kept at 10 degrees Celsius temperature.

Tea afternoon, held at the Queen's bedroom, had been a British tradition and a delicious flashing between lunch and dinner are served at each passage 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, presented a vaulted ceiling, twin crystal chandeliers, a blue and gold velvet curtain on the stage orchestra, a dance floor 1225 meters square, live harpist, and small, round tables, with capacity for 562. today's presentation included egg, ham and cheese, cucumber, tomato, meat, seafood and finger-sandwiches, scones with clotted cream and jam, pies cream and strawberry.

Afternoon Tea at sea could trace its lineage back nearly 165 years. Einstein's theory of relativity seemed somehow to be applied. Suspended between continent landmass and population, the vessel seemed imprisoned within an empty, arrested a web in which the story appeared and captured the vessel reconnected with its past, and once again repeated that a separation of this land and approach to his past in the sea. It was for the suspension of time, distance and place the wires from the past Cunard took it. A man who had lived about 200 years ago, had made the trip possible today.

The man's name, of course, was the same who had 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 in the Royal Naval Dockyard in Halifax, he forged a shipping route from the entry in the physical world. His original company was involved with a Royal Mail to award the contract for carriage of mail on the Halifax-Boston-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. Named the William Real, 160 meters long, 1370 tons of ships, had been inaugurated into service in August 1931 between Quebec and Halifax, requiring 6.5 days for the trip.

The company, which had raised its fame end, however, occurred at the end of the decade, when the British government has announced its intention to subsidize the steam mail service between England 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 operated by ships making 300 hp 48 crossings a year. awarded a contract by the Admiralty in June for four 206-meter long, 400 hp, ships of 1,120 tons in the last instance to be called the Acadia, New Caledonia, Columbia, and the Britannia, he finalized plans for serve-Halifax-Boston via Liverpool.

The last ship, the Britannia, had actually been the first to be completed. The 207 meters long, foot-wide hybrid power vessel 34, constructed of oak and yellow pine in African Shipyard Robert Duncan in the River Clyde in Scotland, had submitted a clipper bow, with three masted square feet, and two amidships located paddle boxes in black and gold that extended nearly 12 meters on each side and is 9 meters wide, 28 meters in diameter, blade spinning at 16 revolutions per minute and operate off a 403-hp, two cylinder steam engine beside the lever that burned 40 tons of coal per day exhausted through a single aft stack. The engine, which requires 70 meters of hull to the installation, called the coal from a bunker 640 tonnes.

Of the four floors deck, the upper, or principal, presented the captain and the chief cabin, pantry, kitchen, officers' mess, the cabin crew, relief, exposed bridge, and the dining hall, which, with 36 meters long and 14 meters wide, was the largest enclosed room on the ship. Two reverse, circular stairs connected the dining room with the second floor, which housed the lords and ladies cabins, each with two bunks, a sink, mirror, sofa days, and a port hole or an oil lamp, with shared bathroom, which equals a capacity of 124 persons, of whom 24 were female. The cargo hold, located on each side of the engine yet another lower floor and capable of holding 225 tons, with the sail locker, the fourth e-mail, shops, room steward, wine cellar and stern. Coal had been stored in the room or floor lower.

The ton-Britannia in 1154, opened in regular service in 1840, July 4 from Liverpool to Boston with an intermediate stop in Halifax, operated the world's first transatlantic steamship service, carrying 63 passengers and with 12 days, ten hours to traverse 2534 miles at a speed of 8.5 nm node, one-third of the journey made by Candle pure. After a suspension of port eight hours in Halifax, went to Boston in another 46 hours.

Until 1841, January 5, The four Cunard ships had joined the fleet.

The Britannia was made 40 trips back before being sold to the Navy of Prussia, who had converted a pure sailing vessel, used for target and renamed it Barbarossa. It was finally sunk in 1880. However, he paved the way for a long line of liners Cunard to come.

Biting anger, dark blue, white spitting cover the North Atlantic at 272 degrees, position in 1545 with its prominent, bulbous bow, the mighty Queen Mary 2 triumph of engineering encamped on its axis at a speed of 23.4 knot, the sun was strong enough to tear the fabric in a natural cloud mosaic puffy white island air. The ship had reached 50 degrees, 12.036 'north latitude and 14 degrees, 26.312' west longitude coordinate.

This evening dinner, served in the Britannia Restaurant, had included Merlot wine, smoked halibut mousse and jumbo shrimp in Russian salad, Lollo Rosso and apple salad caramelized walnuts and cider vinaigrette, filet mignon and lobster tail with young baked potatoes, polenta cake and asparagus in hollandaise sauce, banana chocolate cake with mango sauce, coffee and petit fours.

Britannia, as a ship design, was only the beginning, and that pales in comparison to the Cunard ships leviathan produced in the 20th century.

Day Three

Continually bowled sea signified swells, the Queen Mary 2 was launched through the dark star, bright, blue evening at his center of gravity, like a seesaw, its bow wave hitting the mountain valleys and designing avalanche white reactions in 45 degrees from its center.

Breakfast was eaten at the royal court with their machines, had included an omelet of ham and peppers, bacon, potato hashbrowned, a grilled tomato, white bread, and cranberry juice.

Trading 25 – 30 meters from the sea on the mid-Atlantic ridge, which covers the Continental Divide, the ship was 590 miles nautical within 24 hours from 1200 to noon yesterday, now pursuing a position 263 degrees, with the remaining 2075 miles to the Pilot Station in New York.

Light rain showers forecast to dissipate, with gradual clearing. The force of the wind-5 from the 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 major "Cunard liners of the Atlantic, it certainly had passed this way during the early century 20.

The design, the Lusitania, had its origins back in 1902 when JP Morgan had tried to create a conglomerate called International Mercantile steam Marine buying many existing businesses, including the White Star Line. To ensure the continued autonomy Cunard and deter its absorption in the enterprise constantly expansion, the British Parliament had granted a 20-year contract and grant to build two of the world, then the largest and fastest liners and in the process, regain the speed record, the Germans had captured three of its twin-screw ships.

Cunard, seeking proposals for the two ships of four yards, specified a length of 750 meters, a width of 76 meters and a capacity of 59 000 hp struck by reciprocating engines driving triple screws. The contract, awarded to John Brown and Company of Clydebank, Scotland, resulted in a length of 790-foott and a width of 88 meters, surpassing the gross weight of 30,000 tonnes from 2,500 tonnes for the first time, and employs technology to turbine engines, also the first time, with a capacity of 68 000 hp combined, exhausted, in an attempt to imitate the Germans, four chimneys.

Construction beginning in the fall of 1904, produced two of the largest, fastest and most powerful vessels ever built with Atlantic time, design elegant, straight bows, bridges and four rounded sports raked funnels 787 meters length, width of 87 meters and 31 550 tons gross weight powered by steam turbines for the quadruple screws.

Accommodating 563 passengers amidships first class, 464 passengers aft of the second class, and 1138 / 3, or third-class passengers class at the front of hull, the first of two new shirts featured opulent appointments. A Georgian-style hall sported a green light, a marble fireplace, panels of stained glass windows and a dome 20 meters high. The Veranda Cafe had latticed patterns of wall and wicker furniture. The dining room, dual-deck configuration, was the first of its kind on a Cunard ship. The main hall had been decorated with mahogany paneling, while the smoking room featured dark Italian walnut. The second class dining room also sported appointments Georgia and the room was decorated in Louis XVI style. Introducing electricity for the first time, the Lusitania from modern conveniences for its passengers, including two elevators.

On her second westbound crossing, the ship broke all speed records, with average of 23.993 us, 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, was not to be so successful. Departure from England on his quest for 202 on May 1, 1915, with 1257 passengers, 702 crew and three passengers illegal immigrants, the ship had approached Britain, sailing ten miles off the Old Head of Kinsale, where he had been broadsided by a German torpedo, advertising forward and starboard. Slipping oceanward at a 45 degree angle from the first corner, hit back 18 minutes later, exploding and killing 1201 on board, the result of a deliberate act of war.

Why not an outcrop of land is sighted during the six-day Atlantic crossing, the Queen Mary 2 appeared suspended in the void between two continents, traveling on the course, speed, weather, sea state, distance, and the interior life, the temporary, though the civilization on the move the sea.

Soldiering on, the ship burned 3.1 tons of heavy fuel oil per hour with a load of 100 percent for operating diesel engines, or 261 tonnes per day at a speed of 29 knot steam as it used six tons of marine diesel fuel per hour to run their gas turbines, or 237 tons per day, pulling out a reservoir of 1,412,977 liters and the U.S. for the first and a tank of 966,553 liters for the latter.

Your source of fresh water produced from water salt by three Alfa Laval Plate Multi Effect Evaporators, replenished at the rate of 630 tonnes per day, meeting the consumption of 1,100 tons daily. The capacity of the reservoir drinking water equaled U.S. 1,011,779 liters.

A German-themed lunch, served at the royal court, 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 had reached offshore to 49 degrees, 43.705 'north latitude and 28 degrees, 25.458' and longitude west by 1500.

The Queen Mary 2, the Winter Garden, designed after the terrace cafes skylighted Mauritania, presented one-by-25-foot trompe l'oeil ceiling 60 showing a lush, green gardens, panels wall that looked through the iron gates of rolling hills and wicker furniture, and had been created to combat the cold, winter, gray turbulent Atlantic North.

Mauritania is, the ship which had provided inspiration Winter Garden, was the second of two 20th century Cunard-projects shortly after the Lusitania. The nine decked liner, accommodating 563 passengers in 253 cabins first class, 464 second class passengers in 133 cabins, 1138 passengers and third-class cabins on 278, made its own opulent appointments. The smoking room of the first class, for example, located at the stern, had wall panels polished wood and plaster moldings. The lounge, located on the boat deck and 80 measuring 53 meters, was decorated with mahogany wall panels, frames of gold, long roof, beams, gilded bronze and crystal chandeliers. The library, with panoramic windows, was decorated with panels of sycamore. The dining room is first class, capacity to 330, had been configured with long white dresses tables and chairs, and was decorated with panels of polished ash, teak-framed and arched windows, while the room second-class dining with parquet floors, oak paneling and featured carved Georgian cornices. The grand staircase, installed between the second and third funnels, connected five floors in public rooms.

Entered service on November 16, 1907 between Liverpool and New York, Mauritania was fitted with propellers four spades, 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 as a troop ship, and renovated to return to commercial service, five years later, in 1919, at which time it operated in company with the Aquitania and Berengaria, weekly offering east-west route and service in the Southampton-New York. Remained the most Rapid determination of three.

Yet another modification, needed fire resulted in the conversion to the technology of burning engine oil and reconfiguration cabin, reducing both the second and third class passenger capacity.

In his 27 years of operation, over 22, who had held the speed record North Atlantic until it was recaptured by Bremen in 1929, Mauritania had sailed about 2.1 million miles on transatlantic Mediterranean and Caribbean service before being usurped by two larger, more advanced Cunard liners. Making its final passage in September 26, 1934, which was shaved the next year in Scotland.

This evening dinner is served at the Queen Mary 2 Britannia Restaurant, presented White Zinfandel wine, baby shrimp thermidor on walnut brioche, smoked chicken salad with bleu cheese dressing and cob, baked sea bass with Mediterranean vegetables and olive tapenade; flambee bananas foster with vanilla ice raisins with rum and whipped cream and coffee.

The Lusitania and Mauritania substitutions, although larger, would reveal a motley pair: despite one being the 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 leviathan black hull pursed his large circle on a course heading of 249 degrees, eating the sea gray and white foamy with his bow with an appetite 21.7 knot. Four hundred seventy miles off the coast of Newfoundland, the ship traded water depth of 3549 meters, having covered 607 miles nm during the 24 hours since yesterday, now 1615 miles from Southampton. In the course 47 degrees, 34.066 'north latitude and 042 degrees, 00.754 position' west longitude, was 1468 miles from its destination.

External conditions were mild: the air temperature at 14 degrees Celsius, had been accompanied by a breeze moderate force 4 out of low cloud and southwest, at 989 millibars, the air pressure. The sea, whose condition was mild, had a temperature of 12.7 degrees Celsius.

If the trio of first panels of the 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 time, stylish, quad-tapered vessels 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 leading both larger and heavier than its two predecessors, in a 3200 passenger capacity. Released April 21, 1913, began testing 13 months later, achieving a 24-knot maximum speed, and entered service commercial on May 30, 1914 in New York-Liverpool route.

Opulently appointed, he had a long hall that connected the main room with a smoking room decorated with a series rooms of furniture, a Louis XVI-carpet restaurant first class style, a ballroom with Palladian columns, which lasted 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 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 ship in the following year. reconfigured for ocean liner service after the war, the ship resumed its civilian role, in August 1920, amending its capacity to six years later, in 1916, when a major reconfiguration reduced the passenger First Class supplement 618-610, increased the capacity of second-class 614-950, and dramatically reduced third-class supplement for about three forths in 1998 to 640, to more accurately match the demand of passengers in the class.

Again, reconfigured for a 7724-person troop ship during 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 roles over 35 years of service, having sailed about 3 million miles in 443 trips. He had been last quad-tapered design of Cunard.

Lunch, back to this at the Queen Mary 2, had been served in rotation, by itself one of the stations at King's Court, and included meat tikka masala, rice white, cauliflower with cheese sauce and double chocolate fudge cake.

Despite the long Aquitania, role-mulitple, fruitful career and ended in 1949, had, for the most part, continued to operate together, as originally designed, with two other Cunard transatlantic liners, despite the fact that the Lusitania had been destroyed almost immediately after the service entrance. The third ship, however, emanated from a plan Cunard given life by a shipbuilder on the Clyde, but quite the enemy who had demanded his replacement.

Struggling to compete with the Cunard and White Star Line projects that have already doubled regularly the Atlantic, the Hamburg-American Line had laid the keel of a new transatlantic race on June 18, 1910, is intended to be the largest passenger capacity, greater the gross weight of the ship ever built. The specifications were sometimes surprising: measuring 919 meters long and 98 meters wide, elongated, tapered tri-, 52,117-ton ship, designated the Imperator, were powered by steam engines for propeller blades driven four off power of 8,500 tons of coal feeding two 69 – and engine rooms 95 meters in length, respectively. Accommodating 908 first class, 972 second class, 942 in third class passengers and 1772 class of third grade, the giant, run by a rudder 90 tons, was baptized on May 23, 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 conservatory First Class with potted palms and a deck indoor double.

Because the initial service had demonstrated top-heavy conditions, its three chimneys were shortened by nine feet during the Autumn retrofit.

Ultimately banned from surfing because of the First World War German atrocities, the ship had been docked in Hamburg for four years until an agreement for compensation for war resulted in his transfer to Cunard in 1919 as compensation for the Lusitania sank German. rebased Southampton Two years later, in April 1921, who had undergone an initial retrofit during which the technology of engines that burn coal was replaced with oil and had been reconfigured with 972, 630, 606, and 515 first, second, third and tourist passengers, respectively. Redesignated Berengaria, the joined the ship Aquitania and Mauritania, exploration of Cunard's weekly transatlantic service. Although it was originally planned to continue operating until 1940, its old-fashioned wiring system, which resulted in persistent fires on board, had prevented its longevity service anticipated temporarily, leaving only the Aquitania and Mauritania until a new generation of ships from Cunard, offering twice the tonnage of existing projects could be in service. The ship, of course, had the name of the 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, vegetable moussaka, 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 Mary with her I-line reminiscent of Queen loungers 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 at night, early, when the white backgrounds mountainous cumulous parted, creating a rift blue. Then quickly metamorphosed into a dark blue and, briefly, a dark, cold, gray winter, conditions environment prevailing in many previous transatlantic crossings, like the dark, billowing clouds clustered around a quilt tight, cohesive, making it difficult even a glimpse momentary sun. Merging dimensionally with the ocean, the empty, amorphous referenceless cacooned floating city extended until the visibility not more than ten feet from any one of its sides. Two souls, well dressed, braved the fierce wind, howling as they tried, backed by force, the circle of the deck. Such was life in a crossing Transatlantic.

As on the border demarcation of midnight, the ship crossed the Basin Newfoundland Grand Banks of Newfoundland and effectively reached the North American continent. Two days before cooking remained came to an end, the Port of New York.

Day Five

Wrestling currents fierce Grand Banks of Newfoundland in 0800, the Titan thundered over the elongated barreling gray surface, its peaks so high and frequent, which appeared in white crests snow-covered mountain. The pitch was bumpy and inflexible. Driven at 24 knots, the ship passed between the rails, turning on its center of gravity and each crest with pinnacling franchise victory, before exploding in a nearby valley with its gravity-induced momentum, its spin axis down the mountain in the sea air suspension part time where even the stabilizers did not dampen their downward momentarily March semidetached profile.

perception of speed is a function of distance: the lower down the vessel in relation to the water line, faster than the gray surface seem to move out, her cascade of white foam and mist blowing directly to the windows and portholes.

Death at sea, although she still beyond conception, had a brief spell my reduced to a mystery murder of Agatha Christie. Before he retired to my cabin the previous evening, a passenger, whose name I forgot momentarily, were continually paginated, both in the theater and throughout the ship, with an increasing degree of urgency. During the morning, the liner, then for some inexplicable reason, had turned around, looking for a position which led back to the UK. Later it was revealed that a man in Germany who had traveled with a group, had been for some time may be located, and his wife, who had not undertaken 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 to cross circulated with the aim of taking his own life, and that the ship had 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, which immediately transcending initial hesitation between two strangers, had been the Talk of formal lunch served in the Britannia restaurant that morning.

The area chosen along the great circle route in the Grand Banks of Newfoundland could not have been more dangerous and each predecessor Cunard liner had followed his path through it.

Down the mountain glaciers in Greenland west coast calved with thunderous roars for the Davis Strait, forming icebergs that are carried south by the Labrador current, about 400 of them, rising 150 meters above the water line and weighing over 100,000 tons, moving south to the shipping lanes off the coast of Newfoundland. During the period April-to-July, the area outside of St. John's is known as "iceberg alley." Given the size of smaller icebergs and their associated field of ice, they are particularly difficult to detect, which represents a significant danger for any company to ship a transatlantic crossing during this time and just make the area the title "Graveyard of the Atlantic North. "

Exacerbating conditions were substreams temperature differential of water that originate along the continental margin of America South, near the equator, where tradewinds push them into the channel between Cuba and Florida Keys. acceleration, following the 30 – to 50 km wide on the east coast in February – the speed 6 mph toward the coast of North Carolina, where the real substreams way, running toward Nova Scotia million a rate of 150 cubic meters per second.

It's the Great Circle route, east of Grand Banks of Newfoundland, that the collision between the warm Gulf Stream and the cold Labrador current occurs, producing different temperatures to create rain, storms, squalls, fog, tumultuous waves, hurricanes, winter, and cyclones. Outside the southeastern tip of Newfoundland, Cape Race, haze of summer, sometimes for weeks, rolling icebergs of visual perception.

Oblivious to these conditions, the 151,400 ton Queen Mary 2 negotiated their way through their pods and bow thrusters, whose electricity had been provided by a common, high-voltage main switchboard, which produced a 11 000 volts, 60 hertz, 3-phase current. The chain had it been delivered by four Wartsila W46 V1646C, diesel generators, 16.8 MW and 25.0 MW in two General Electric LM2500 + gas turbines.

intrigue in the morning, after digested and discussed, led to a focus on the abundant breakfast, served in the Britannia restaurant, which included, grapefruit juice, poached eggs, crisp bacon, mushrooms, grilled tomato, fried potatoes, white bread, croissants, French bread, butter, coffee and pastries peach.

To late morning, the liner length, majestic, red and black tapered, the lineage of 165 years for the ship which had lent its name to the huge restaurant carved his trench under bright, blue sky reflected in the same deep blue sea, leaving a trail of white snow behind your back, which extended back to the countless crosses all the Cunard liners, who had preceded him.

If the Berengaria had been "enormous," no adjective could describe the size of its replacement, emanating 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 coatings, but an entirely new period, known as the "age of four queens." The design, of course, had been the first to bear the name of the ship underway, the Queen Mary.

Incorporating the technological advancements of 86 years of Cunard maritime design, the new standard-bearer, whose origins can be traced back to 1926, as a substitute for Mauritania have been previously provided, had been designed as the first two meters long shirts that 1000 would be fast enough to allow for five days and times of passage, thus avoiding the need for the trio Berengaria Lusitania, Aquitania, Mauritania /. Although the keel had previously been established in 1931 January 31 for a vessel hull 534, then called the John Brown shipyard on the Clyde and Company, depression halted its construction, a year later, on April 3, 1934, intermittently allowing the Normandie to take the title as much as the first 1,000-footer and a-ton liner + 60 1000 / 1 that current as the fastest to cross the Atlantic, won 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 appointed all their ships with "ia" and ending with the last having used the ic "end, as in" Titanic. " The name "Queen Mary" would be the first to eliminate both.

Released September 26, 1934, the elegant, elongated, tapered three transatlantic, 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 shaft, four external 35 tons, manganese bronze, four-bladed propellers grouped in pairs.

The elegant interior appointments and had with over 50 varieties of wood, such as the English yew, bird's eye maple, ivory, white sycamore, myrtle Pacific, African cherry, and pear. The ship Sun Deck, sporting a ride with open access to all 24 lifeboats, which ended in a small, intimate balcony Grill, which offers an alternative, a la carte menu, dinner experience overlooking the stern. Closed Promenade Deck, just below, presented to the major public rooms, including one for the front, 21 observation window paned Lounge and Cocktail Bar directly under the bridge, a studio, reading room, writing room and a library next to the door, and a drawing room, a writing room in seconds place, and playground on the starboard side. The main entrance hall, located behind, he measured 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 deck below on Main Deck, while AH Decks were set even lower in the hull, and Empire corridors accessed by wooden panels.

The dining hall, measuring 160 meters long and 118 feet wide and 800 seats, was located on Deck C, showing a high ceiling, colonnades and a by-13 mural 24 meters from the Atlantic Ocean with a glass crystal, electronically operated model of the Queen Mary to indicate its position during transatlantic crossings. The cabin-class pool, located on D Deck, presented golden quartzite, and a short passage leading to crew accommodation; workshops, and warehouses.

Opened in service on May 27, 1936 in Cherbourg-New York route Southampton, Queen Mary recaptured the Blue beams of the Normandie three months later at an intersection west, reaching a 30.63 knot speed between Bishop's Rock and Ambrose Light, becoming faster, bigger and heavier than lining up Superclass title had been overshadowed by his transatlantic counterpart, the Queen Elizabeth. Despite having performed 56,895 passengers during its first year of service, the storm clouds of World War II thwarted their maintenance calendar, the last of which, from Southampton, had occurred on August 30 1939.

Redesigned, now drab, military version, officially dubbed "Gray Ghost," left New York to Australia to take its role as a troop ship, keeping the transatlantic ferry service in 1943, in July he carried a record 16,683 troops in a single crossing.

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, first 707, and 577 tourist-class people, resuming weekly transatlantic service scheduled for July 31, 1947 between Southampton and New York, with Queen Elizabeth.

Not usurped by one or more nautical latest advanced design, but once an aircraft, the Queen Mary, recording each dwindling passenger loads and revenues plummeting, operated its last scheduled service from New York on September 22, 1967, and 1001 crosses made during the which had sailed 3.7 million miles, carried 2.1 million passengers, and had earned $ 600 million in revenue.

His last operation ever occurred at the end of that year, on October 31 when he embarked on a journey to reposition 39 days from Southampton, with 1040 passengers around the southern tip of America South to its new permanent, Long Beach, California, where ties assumed his role as a hotel and tourist attraction.

Sailing 140 nautical miles at Large Banks of Newfoundland by 1200 hours, the present Queen Mary 2, continuous 250 degrees position and velocity of steam node 24, was placed 115 miles south-southeast of Cape Race, having covered a paltry 431 miles since yesterday's report, the position because of the rescue attempt of the morning. negotiation rough seas with waves moderate amid cold temperatures of 3 degrees Celsius, the ship had traveled 2046 miles since his departure, with the remaining 1040 for the Station in New York pilot.

Queen Elizabeth, the second of two projects for Cunard weekly, bi-directional transatlantic service, has completed the world's most famous pair of ocean liners, but, contrary to initial belief, was not identical to a sister of Queen Mary, but an entirely independent project, sports, for example, only two against four fireplaces and 12 as opposed to 24 boilers. Her keel, first on the December 4, 1936 in Clydebank, has resulted in a construction period of almost two years, leading to initial release and appointment on September 27, 1938. Weighing only 40 000 tonnes at present to 1031 meters length of the ship, 118 meters wide with a draft of 38 meters, had been transferred to the pier finish. However, Queen Elizabeth, like her sister, immediately fell victim to war and, upon order by Winston Churchill, had been dispatched to New York, starting on February 6, 1940 and dock, still unfit and only with essential pipeline, alongside the Queen Mary one months later.

After a month of tying eight years, during which time he had been converted on a military ship, the Queen Elizabeth had sailed to Singapore and finally operated transatlantic troop transfers weekly between New York and Gourack, Scotland, carrying up to 15 000 soldiers who slept in layers, bunks screen during two daily shifts.

Returning to Southampton on June 16, 1946, the ship of 83,673 tons of troops had been converted into a luxury liner, accommodating 823 first, 662 cabin and 798 tourist class passengers, and operated its first service civil estimated four months later, on October 16. Although Queen Elizabeth had been almost as popular as his Queen Mary, however, with most of the passengers at an intersection in one direction and the other in the opposite direction, the pendulum began to swing traffic for the British and transatlantic airliners U.S., with the first monetary losses to be recorded in the early 1960s until the economic reality could no longer withstand continuous service. Operating your last visit, in October 1968, Queen Elizabeth had briefly served as a hotel and a museum in Port Everglades, Fla., but the charges and financial negligence quickly closed the business, leading to its sale to CY Tung, a tycoon in Taiwan, which invested $ 6 million in its conversion into a university floating. Fires, whose origin could not be identified, erupted on January 9 and 10 in 1972 while the vessel was in port in Hong Kong and applications excessive water, only resulted in his death and final turn.

However, the Queen Mary and Queen Elizabeth would remain the most famous Cunard liners to have sailed.

Dinner was served at the Queen Mary 2's Todd English restaurant, small, with 156 seats, reservations only site, located at the stern, stretching back to the days of the original Queen Mary's Verandah Grill the. The Mediterranean-inspired cuisine, had included Riesling white wine, lobster bisque and baby corn with whipped parsnip, black truffles, and potatoes, asparagus tart with caramelized onions, Fontana cheese, butter and brown Morel vinaigrette, rack of lamb with confit crepenette ham, various salads of roasted red pepper, chickpeas, cucumber and yogurt, and rouille sauce with black olives, hot molten chocolate cake surrounded by raspberry sauce and vanilla ice cream cold, and coffee.

Night normally covered veil over the day, reducing and ultimately eradicate all light. With the cloud platform persistent, relentless winter North Atlantic, however, no light or color marked the transition day. Otherwise, as a turning light switch, the transformation was just over a prolonged denouement of gray to black, the external environment providing no reference to horizontal change hue. Like the curtain falls, the day seemed symbolic of the curtain which had fallen permanently in the Golden Age of transatlantic …

As the calendar day eclipsed the other, the Queen Mary 2 has assumed a degree of heating of 249 and a node speed steam 25.6, now southeast of Cape Breton Island, Nova Scotia.

Six Days

Shrouded in fog during the night and continually piercing the darkness engulfing his horn with abandoned, liner powerful, internally configured as a city at sea, with its nearly 4,000 inhabitants, penetrated the void of mist in which no light, no external reference can be glimpsed. The behemoth 150 000 tonnes, swallowed by the elements, paradoxically, had been reduced to an infinitesimal particle, but as he advanced further into the North American continent.

Maintenance from a position 250 degrees in a small sea 210 miles east of nautical Cape Cod and the 26-knot speed steam at noon in 1200, the Queen Mary 2 had sailed 648 miles from its position report 24 hours ago, now 2694 miles from Southampton with a gap remaining 388 miles to New York Pilot Station.

Lunch is served at Restaurant Lotus station King's Court, had included chicken, onions and vegetables, and basmati rice, soba noodles with onions and peanuts light satay, fried rice with egg and chocolate graham cracker crust squares.

By 1500, the cold front was, in ernest, passed. The sky, revealing the remarkable bright blue, it left a cloud of steam and temperatures of 11 degrees. The sea, a bright blue, deep, flat pipes on the vessel at the starboard side, inducing a rhythmic roll, which even extended stabilizers could not completely wet. Pursuing a course of 253 degrees and 24 knot speed, the ship already in the outer perimeter of Gulf of Maine, had reached 40 degrees, 44.853 'north latitude and 068 degrees, 11.27' west longitude, the latter having unwound like a clock, from its 001 degrees Southampton coordinate. Only a few degrees of longitude remained before the ship arrives at Ambrose Light.

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

The speed and technological advancement of modern ocean liners, such as France, the United States, and Rotterdam, along with changes in travel patterns, finally usurped the most famous pair of Queens ever to sail the seas, which caused both a substitute and serious consideration of Cunard the possibility of a replacement should be designed at all.

His successor, a modernized version of Queen Elizabeth called the Q3, featured by a length of 990 meters, with capacity to accommodate 2270 passengers, and a ton of gross weight 75,000, as detailed on June 1, 1960 the project plans. Their engines in largely based on the original Queen Elizabeth, generating between 85 000 and 95 000 shaft horsepower to allow speeds of 28.5 node has been configured with two to six blades, 31.75 tons, propellers 19 feet in diameter, each headed by an independent set of turbines, while two sets of turbines double reduction targeted were supplied with steam from three 278-ton high-pressure boilers, water tube producing 850 pounds-per-square inch of pressure with temperatures of 1,000 degrees Fahrenheit.

A Survey of Transatlantic passenger load factors, however, seriously questioned the economic viability of such a design. During 1957, for example, the proportion of traffic set-to-air was 50:50, while eight years later, in 1965, only 14 out of 100 passengers actually crossed by sea. Therefore impossible to justify the size and cost of the original version, a small project, called Q4, it was announced on October 19, 1961. With a reduced gross weight 55 000 ton ship, small enough to negotiate all existing routes, including the Panama and Suez canals and versatile enough to assume the dual role of Atlantic liner and cruise ship had been designed as a floating resort, a destination in itself, thus introducing a new concept of a sea voyage. The contract, awarded to John Brown and Company of Clydebank because of low construction cost and date of anticipated delivery, was signed on December 30, 1964.

Her keel had previously been established in the following year, July 2, in the same crib that had incubated the Queen Mary and Queen Elizabeth and the ship, named the Queen Elizabeth 2, or QE2, was launched on September 20, 1967. Because the fate that had befallen his predecessors, ie the sublimation Queen Mary in a hotel and a museum and the purchase of France and the United States by Norwegian Cruise Line ships to operate as cruise, which was then considered the last great transatlantic cruise ship being built.

Produce less than 50 000 hp Queen Elizabeth be replaced and running out of two against four propellers, the QE2, however, reached 29.5 knot speed in its tracks initial off the Scottish coast.

The 12 dresses, ship 70,327 tons of steel and a 1/8-inch-thick stretched funnel bearing a single, 963 feet long and had been delivered to Cunard on April 20, 1969 in 29 million pound cost. Opened in regular passenger service the following month, on May 2, between Southampton and New York with an intermediate port of call at Le Havre, the third of the Quartet for the end of Queens completed its passage of four days, 16 hours, 35 minutes on average 28.02 node speed, carrying 1,400 passengers.

Although the type enjoyed 17 years of service successfully, its steam turbine engines, which had been essentially the same kind of 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 October 20, 1986, was decommissioned for conversion to diesel engine technology.

A 180 million pound contract signed with Lloyd Werft in Bremerhaven, Germany, involved the conversion of all public places, passenger cabins and lodges crew, and installation of nine nine-cylinder MAN B & W medium speed diesel engines produce 220 tons of 10 625 kW and 14,242 kW 400 revolutions per minute, four of which were installed in the engine room to the front and five of which were installed in the engine room aft on media anti-vibration. propulsion engines, each weighing 295 tonnes and production of 44 MW at 144 rpm, were connected by shafts 250 feet long, two 22-foot, variable pitch five-blade, out, around, 19-meter diameter propellers 42 tons, which were controlled from the bridge or engine room. Two four-bladed, variable pitch bow thrusters of 6.55 meters in diameter, placed 18 feet apart in separate tunnels that passed laterally through 18 feet of the hull below the waterline, were driven by a 1,000-horsepower engine and electric flush ago hydraulically operated doors on hydrodynamic power idle. Four of 12 meters, 70 square meters, extending aft stabilizers hydraulically operated side recesses were stored under the double hull, direction as was done with a single, 75-ton, semi-balanced rudder.

The Queen Elizabeth 2, which requires 179 days for conversion, Cunard was restored on April 25, 1987 and continues to sail the oceans of the world 36 years after it went into service the first time, replaced on the transatlantic route only by the ship on which I currently covered.

Indeed, the present Queen Mary 2 had been the culmination of the technical development of shipping which had begun with the packages of wooden-hulled sailing 19th century. These were later incorporated wooden paddle wheel reciprocating steam engines. Iron, replacing wood as main material of construction of the hull, would have greater force of considerable proportions, thereby paving the way for larger projects, with higher gross weights and an increase in the number of decks. Higher proportions of length and width, together with the propeller propulsion, reduced resistance water vapor and speeds increased, while compound steam engines, dual screws, and construction material steel pinnacles of ocean steam technology in 1895. turbine engines, computer-aided design, global positioning systems, azipods, gas turbines and all combined in a single project that could collectively be classified ship, transport, machinery, building and floating metropolis with so opulent interior appointments and offers ease so extensive that no link with the sea had been completely cut in a pleasant disorientation when they boarded the ship.

Technological advances, however, not had been arrested with a maritime design, but had perpetuated over all other forms of transport: a transatlantic crossing, for example, required 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 was artificially reduced. But civility had also been lost …

Just a few hours that remained 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, salad waldorff mousse of smoked trout, creme fraiche and chives, soup roasted tomato with basil cream, roasted Vermont turkey, whipped root vegetables and cranberry reduction of Madeira; hazelnut pudding with amaretto sauce anglaise and coffee.

Angled toward the ship from the front starboard side was the enlightened path, like a glass ceiling cracked, across the ocean surface free Sun, cylindrical, which began its descent dusk, preferably toward the western horizon, a path, maybe in the evening, the port of New York, and the symbolic passage from closing, a sunset at the end of the transatlantic passage that can only be singularly revived aboard the Queen Mary 2. Settling toward the horizon, he emitted an orange glow pronounced and delivered to a sea of ice-blue reflective mirror. The slowly lumbering cargo ship, aged with rust, stalked the right side, its speed in an attempt terrible dominion over the balcony of leviathan aligned. The sun itself, a fiery orange ball trickled behind the perimeter of the Atlantic, leaving only an orange and chartreuse wake of energy.

With the exception of the plume of white smoke emanating arc Rrom coal and red funnel, without cloud condensation disturbed in the night sky, its intense, black velvet glitter star pierced by regularly.

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

Day Seven

Entering New York Harbor off Ambrose Light in 0330, the sleeping giant has sailed under the Verazzano-Narrows Bridge one hour, 15 minutes later, following a position 006 degrees in a timber, the speed 9.3 knot cruise. First light, tinged with orange, appeared behind the superstructure jewelry glow of Manhattan off the starboard side. In 0540, now the maintenance from a position 33 degrees, the ship skated on the blue sheet of reflective glass Hudson River of 3.6 us, passing the needle tip of the Empire State Building.

Starting to turn to starboard of work, through its azipods rotating giant moved into its Pier 88 before a vacancy position 118 degrees, casting their lines mooring post at dawn to 40 degrees, 45.982 'north latitude and 073 degrees, 59.917' west longitude coordinates parallel to the Sea-Air-Space Museum Intrepid and its satellite paradoxically boat sporting the Concorde, registered G-BOAD in British Airways livery, which, as the final transatlantic crossing that is, had represented the peak of aeronautical development began with the subsonic commercial airplanes, jet-pure that had preceded it. Had been the singular reason for the transoceanic March extinction of the course. The cost for speed reason had proved too high for Concorde and he, like the original Queen Mary, had been withdrawn from service and reduced to a museum piece. But Queen Mary's next-generation successor, the Queen Mary 2, alive, in service active liner, and in high demand, output to see if the ship had somehow replaced the aircraft in an historic end of the cycle. The Queen Mary Two would go at night on its way east with paying passengers. Concorde remain stationary, as an exhibition.

My trip was both a physical and a history, covering the distance and time, forward and backward movement of values, an entry in the time tunnel of the Golden Age of transatlantic travel ocean liner filled with opulence, sophistication, elegance and civility, a historical and, therefore, re-experiencing of values was early and an examination, perhaps in vain, the reason for his death.

Although the speed had reduced the crossing times, facilitating increased activity and achievement, its increase in perceived value could only be equated with monetary value, resulting in gains of earthly possessions, commitments, but the soul, the supernatural entity intrinsic behind every body. This commitment was the pivot point between a human and a human doing. Seemingly relations of the two, the soul and body have been fighting with each other since the first man walked on the planet, abandoning spiritual realizations for the pleasures of the body in an inherent conflict between the worlds to which they belong heaven and earth. The more immersed in the latter more he lost the first. Entire societies so completely had 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.

Echo Tropical Fruit and Vegetable Nursery in Fort Myers South Florida


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