Day One:
Guide to the port of Southampton Mayflower Terminal and get the first look at the white-black-hulled Queen Mary 2, the largest, longest, tallest, the heaviest and most expensive ship ever built, evoked considerable excitement and awe. Moored in the harbor on a 50 degrees 54.25 'north latitude and 001 ° 25.70' west longitude and 116.4 degrees compass, the decorations 17-leviathan, with a length of 1132 meters and 148 meters wide, featured a total weightof 151 400 tons and above the building, with its balcony-lined façade towers above the shade with its 236.2 meters. His design extended 33.10 meters below the waterline. The floating city, complete with cabins, restaurants, shopping centers, libraries, theaters and planetariums, would bridge, in six days, the European and North American continents, the equivalent in hours for the duration of the crossing of 747-400 , also the world's largest commercialAirliner. But the crossing of the ocean culture, elegance, rejuvenation, emotional performance repair and return the slower but more elegant era of steamship travel, a journey that I would soon find out would be to search for the maritime history of the past leadership , the technology's presence had created.
Unlike the spread of modern cruise ships, with their relatively low speeds, and greater volume, hull geometry, square, had designed the Queen Mary 2 asNext-generation successor to the 35-year-old Queen Elizabeth 2 and as such would have the same all year around to offer passengers functions, mainly in the rough North Atlantic, with a design that sacrificed revenue volumes and lower construction costs of traditional cruise ship necessary for the safety, speed and stability of the cruise ship. As a result, it featured the same V-shaped hull configuration characteristic of the long line of his predecessor Cunardbuilt with thick steel, which has conducted a cost of 40 per cent higher than that of conventional cruise ships. Designed by Stephen Payne, whose inspiration for the bow was made of the Queen Elizabeth 2 and the wall stop, from Normandy, was the first quadruple screw North Atlantic from the lining of France in 1962. Payne was a naval architect born and raised in London, with the Carnival Holiday, Carnival Fantasy VI and Rotterdam projects involved. The latter,The inclusion of a modified hull Statendam had a less "edgy" cruise ship's hull features more traditional, but still had a lot to design a full liner.
For the primary Southampton-New York, called the dimensional constraints imposed by the United States leads, including a high funnel, the Verrazano-Narrows Bridge eliminated only ten meters and a total length of 1,100 yards that built the pier in the port exceeded the 34 New YorkFeet.
Built by Alstom Chantiers de l'Atlantique in St. Nazaire, France, who had built the Normandy, which marked Hull G32 by the yard, was the first Cunard ship ever built outside the United Kingdom and as was the Concorde airliner faster and only supersonic world, was thought the second Anglo-French collaborative project traffic trans-Atlantic service, albeit with very different if not opposite modes.
ItsOffer of interior space and comfort without precedent. Of the 17 bridges were the top four for machinery, storage, and the 1254-strong crew, 13 were for 2620 passengers and eight balcony cabins content. Notable features include a Grand Lobby, Royal Court Theatre, Illuminations Theatre and Planetarium, Internet Connexions Centre, Queen's ballroom, a conservatory, nine restaurants, 11 bars and lounges, a library of 8,000 volumes and library, a university OxfordProgramme of lectures, exhibitions at the Royal Academy of Dramatic Art, five swimming pools, sports facilities, a Canyon Ranch spa, a pavilion with shops and a nightclub. These appointments make my "home" for the next six days.
Symbolically little from its predecessor the QE2 docked reflects a considerable distance from the bow to the Queen Elizabeth 2 Terminal, Queen Mary 2 has been a doubling of the overall weight than its counterpart of the previous generation, and also pursued hisAncestry far back in time Cunard ships, which had crossed the 165 years. I felt somehow that the upcoming intersection not only travel the distance, but a return over time.
Gently rocking the spine, the giant separated laterally from under the bed in the clouds at 1810 local time metal.
In contrast to the traditional engine-propeller shaft technology of the older generation boats, the Queen Mary 2, aft instead of four, led HullRolls Royce engine mounted electric bass Mermaid pods, each weighing 260 tons and four hard-, 9,900 pounds, stainless steel blades, and together produce 115 328 hp. The pair front side was fixed and made available in advance and aft propulsion, while the rear features in torque of 360 degrees, Azimuth and ability to provide both propulsion and control systems, eliminating the need for the rudder. The system of advanced technology reduces both the complexity and weight andan increase in the internal volume of the hull, eliminating the traditional configuration of the engine and associated equipment.
Three Rolls Royce engines, cross-bow bow, together producing 15,000 horsepower, provided the bow port and starboard maneuvering at speeds of up to five knots. At eight knots, if their efficacy had been crossed, were covered by the rotation of 90 degrees, fluid ports.
Led by two water-shoot to pull the shoot, the giantoceanliner heavy began his movement along the basin. Maintain a speed 11.5 knots in the Solent, began its 140-degree turn straight away to Calshot in 1907, ready for operations similar to Brambles.
Compressed shown in dark gray, orange stripes on the outer side of the sun by a thin strip of the free western horizon. Assuming a 220 degrees direction across the Thorn Channel, the Queen Mary 2, for their turn to starboard to round theIsle of Wight.
The first dinner aboard the elegant, maritime engineering triumph was in 1351-seat, three-story, two-level Britannia Restaurant, which supports a curved staircase, column, and has been described an arc, back-lit, stained-glass ceiling and reminded and inspired by the dining rooms of the 20 th Century French-liners like the Ile-de-France, L'Atlantique and Normandy. The same food, served on Wedgwood chinaand Waterford Crystal, was white Zinfandel wine included; cream of mushroom soup mixed with Parmesan croutons, crispy rolls and butter, oak leaf lettuce and carrots and sherry vinaigrette, shaved Boston, rack of pork with mushroom sauce, truffle mashed potatoes, morel sauce and sauerkraut, hot apple strudel with brandy sauce and coffee.
The thin line of orange lights in the back of the coast itself behind the stern. Maintain a speed of 27 knots and a 250-degreeVoice, the majestic rock-steady, 151,000 tons of mass of the black channel and engineering began with the great circle course from Bishop Rock in the Scilly Isles. Before him was the Atlantic Ocean and the endless path of each of the previous transatlantic Cunard forged. Tomorrow I start the analysis of the historian.
Second Day:
Dawn welcomes the coating to differentiate along a tunnel, wet gray. Nestled between the dome sullen clouds over the sea and the marine shale below, whichspit regular white caps came in black and red ship contraband saturated humidity morning, the rain that emit air, and the swirling, whirling sea merge into a single system, strong wind, dip bombed ship.
Any unwanted movement was smooth and invisible, attenuated by the two pairs of 15.63 square meters, Brown Bros / Rolls Royce fin stabilizers, which were controlled by gyroscopic vertical reference tools and extended up to 15 meters from the fuselage to meetShips roll.
Immersion in 348-feet deep waters to 98 nautical miles off the Irish had lunch with the Queen Mary moved 2418 miles after his departure from Southampton yesterday.
Intermittent light rain Current time brought a clockwise motion to the west, strong winds are expected and the fourth this force-5, fresh breeze from the south, coupled with a-11, 2 degrees Celsius air temperature was 994 -millibar pressure. The sea state 4 with a moderate, has received a10 degrees Celsius temperature.
Afternoon tea, held at the hall of the Queen, was a British tradition and a delicious intermittently between lunch and dinner every intersection Cunard, the individual last of which from 2002 was en route to the east of the Queen Elizabeth 2 was delivered. Queen's Hall, with the largest ballroom at sea, featured a vaulted ceiling, two candlesticks, a curtain of blue velvet and gold of the stage above the orchestra, a 1225 square feet dance floor, a liveHarpist and small round tables with seating for up to 562 presentation today contains egg, ham and cheese, cucumbers, tomatoes, meat and seafood sandwiches, scones with cream and jam, strawberries and cream cake.
Afternoon tea was able to follow his lineage back to the sea about 165 years. Einstein's theory of relativity seemed somehow to be applied. Suspended between the continent's land mass and population, the ship seemed trapped within a void, a chain owned seemed trapped in history and taken intothe ship to its past and once again is playing a separation from the presence in the country and its past approach to the sea. It 'been led to this suspension of time, distance and place, the threads of the past really Cunard. A man who lived 200 years ago, the trip was made possible today.
The man's name was, of course, the same one that graced a series of ever-advancing ships of the Atlantic, had Samuel Cunard. BornNovember 21, 1787 in Halifax, Nova Scotia, as the son of Abraham Cunard, himself a carpenter at the Royal Naval Dockyard in Halifax, who had forged a link physical input in the maritime world. His first venture had caused a contract to Royal Mail, e-mail about the Boston-Halifax-St transport. John is the way to end the war of 1812 between Britain and the United States as he determines later involved with the first steam-ship project for AtlanticIntersections. Royal called William, had 160 feet long, 1370 ton ship entered service in August of 1931 between the Quebec and Halifax, has opened requires 6.5 days for the trip.
The initiative, which had caused his final glory, however, came at the end of the decade, when the British government announced their intention to subsidize use steam mail service between England and the United States. In a formal proposal for the requirement to meet by February 11, 1839,Cunard outlined a bi-monthly, with steam-operated services between England and Halifax 300-horsepower boats that operated 48 intersections Annual Report. An order of the Admiralty in June for four 206-feet long, 400 hp, 1120 tons of vessels in the final analysis, Acadia, the Caledonia, Columbia, and Britain will be called finished, he plans to Liverpool-Halifax serve-Boston route.
The latter ship, the Britannia, was actually the first to be completed. The 207-feet long, 34 meters wide hybrid-Motor boat, the oak and yellow pine African site with Robert Duncan on the River Clyde, built in Scotland, had a bow clipper ship, with three masts and two square amidships position, black and gold paddle-box, the most advanced 12 meters on both sides and contained 9 feet wide, 28 meters in diameter blades rotating at 16 revolutions per minute and is off a 403-hp, twin cylinder, side lever steam engine that burned 40 tons of coal a day downloaded through a singlefunnel aft. The engine requires 70 feet of the trunk for installation, took out a bunker of 640 tons of coal.
Of the four bridges, the upper deck or main features of the captain and first officer cabins, dining room, kitchen, a square, crew cabins, surveying, bridge view, and the dining room, which at 36 feet long and 14 feet wide, the largest enclosed space was on the ship. Two aft of the dining room with spiral staircase connecting the second bridge, which housedMen's and ladies cabins' with two bunk beds, a sink, a mirror, a sofa bed and a door or an oil lamp, with shared bathroom, which is a 124-person capacity, 24 of whom were women. Cargo spaces on both sides of the bonnet and accompanied another deep with a capacity of 225 tonnes, the sail, the post office, shops, the administrator, the district, and the cellar in the back. Coal was the fourth or lower is savedDeck.
The 1154-ton Britain, the line in service July 4, 1840 from Liverpool to Boston opens with a stop in Halifax, operated the first transatlantic steamship service, and carries 63 passengers in 12 days, 10 hours to cross 2534 miles with an eight nautical , 5 knots, the third voyage of pure sailing done. After eight hours of suspension port of Halifax, held in Boston in another 46 hours.
January 5, 1841 with allfour ships had joined the Cunard fleet.
The Britannia also the first 40 flights before the Prussian Navy, which had used it converted to a sailing vessel and renamed the target purposes only sold Barbarossa. It was finally abandoned in 1880. However, it has paved the way for a long series of Cunard ships to come.
Biting the evil, dark blue, white, cap-spitting North Atlantic on a 272-degree position in 1545 with its prominent, bulbous, the mighty Queen Mary 2engineering triumph pitched on its axis at a 23.4-knot speed, the sun's rays having been powerful enough to tear the singular cloud fabric into a puffy, white mosaic of aerial islands. The ship had reached a 50-degree, 12.036' north latitude and 14-degree, 26.312' west longitude coordinate.
That night's dinner, served in the Britannia Restaurant, had included Merlot wine; smoked halibut mousse and jumbo shrimp on Russian salad; Lollo Rosso and apple salad with caramelized walnuts and cider vinaigrette; filet mignon and lobster tail with young roasted potatoes, polenta cake, and asparagus in hollandaise sauce; chocolate banana tart with mango sauce; coffee; and petit fours.
The Britannia, as a ship design, had been only the beginning, and would pale in comparison to the leviathan Cunard vessels produced in the 20th century.
Day Three:
Continually bowled significant sea swells, the Queen Mary 2 had pitched through the dark blue, star-glittering night at its center of gravity like a seesaw, its bow pounding the mountainous wave troughs and projecting avalanche-white reactions at 45 degrees from its centerline.
Breakfast, eaten in the King's Court with its multiple stations, had included a ham and pepper omelet, bacon, hashbrowned potatoes, a grilled tomato, white toast, and cranberry juice.
Negotiating 25- to 30-foot seas over the mid-Atlantic ridge, which covers the Continental Divide, the ship had sailed 590 nautical miles in the 24-hour period since 1200 noon yesterday, now pursuing a 263-degree heading, with 2,075 miles remaining to the New York Pilot's Station.
Light rain showers were forecast to dissipate, with gradual clearing. The force-5 wind, out of the northwest, had produced 9-degree Celsius temperatures, with a 996.5-millibar pressure. The sea, whose moderate state had been registered a "4," maintained a 12-degree temperature.
Gazing out toward the Atlantic's infinity, I could not help but think that somewhere out there, if not in physical space, then in historical time, had been the first of the "huge" Cunard Atlantic liners which assuredly had passed this way during the beginning of the 20th century.
The design, the Lusitania, had had its origins as early as 1902 when J.P. Morgan had attempted to create a steamship conglomerate called the International Mercantile Marine by buying several existing companies, including the White Star Line. In order to ensure Cunard's continued autonomy and dissuade its absorption into the ever-expanding corporation, the British Parliament had granted it a 20-year contract and subsidy to build two of the world's then largest and fastest liners and, in the process, regain the speed record the Germans had captured with three of their twin-screw vessels.
Cunard, seeking tenders for the two ships from four shipyards, specified a 750-foot length, a 76-foot width, and a 59,000-hp capability attained by reciprocating engines driving triple screws. The contract, awarded to John Brown and Company of Clydebank, Scotland, resulted in a 790-foott length and an 88-foot width, eclipsing the 30,000-ton gross weight by 2,500 tons for the first time, and employing turbine engine technology, also for the first time, with a 68,000-hp combined capability, exhausted, in an effort to emulate the Germans, through four funnels.
Construction, commencing in the fall of 1904, produced two of the largest, fastest, and most powerful Atlantic liners ever built with long, sleek designs; straight sterns; rounded bridges; and four raked funnels sporting 787-foot lengths, 87-foot widths, and 31,550-ton gross weights propelled by steam turbines geared to quadruple screws.
Accommodating 563 first class passengers amidships, 464 aft second class passengers, and 1,138 third, or steerage, class passengers in the forward portion of the hull, the first of the two new liners featured opulent appointments. A Georgian-style lounge sported light green colors, a marble fireplace, stained glass panes, and a 20-foot-high dome. The Veranda Café had latticed wall patterns and rattan furniture. The dining room, of dual-deck configuration, had been the first of its kind on a Cunard ship. The main lounge had been decorated with mahogany paneling, while the smoking room featured dark Italian walnut. The second class dining saloon also sported Georgian appointments and the drawing room had been decorated in the Louis XVI style. Featuring electricity for the first time, the Lusitania provided modern conveniences to its passengers, including two elevators.
On its second westbound crossing, the liner beat all speed records, averaging 23.993 knots and covering a 617-mile, single-day distance, although it ultimately broke the 26-knot mark, reaching New York in four days, 20 hours.
Its fate, however, was not to remain so successful. Departing England on its 202nd voyage on May 1, 1915 with 1,257 passengers, 702 crew members, and three stowaways, the ship had approached Great Britain, sailing ten miles off of Old Head of Kinsale when it had been broadsided by a German torpedo, listing forward and to starboard. Slipping oceanward at a 45-degree, bow-first angle, it hit bottom 18 minutes later, exploding and killing 1,201 on board, the result of a deliberate act of war.
Because not an outcrop of land is sighted during the six-day Atlantic crossing, the Queen Mary 2 seemed suspended in a void between two continents, the journey about course, speed, weather, sea state, distance, and interior life, the temporary, although ever-moving civilization atop the sea.
Soldiering on, the ship burned 3.1 tons of heavy fuel oil per hour at a 100-percent load to operate its diesel engines, or 261 tons per day at a 29-knot steam speed, while it used 6 tons of marine gas oil per hour to run its gas turbines, or 237 tons per day, drawing off of a 1,412,977-US gallon tank for the former and a 966,553-gallon tank for the latter.
Its fresh water supply, produced from seawater by 3 Alfa Laval Multi Effect Plate Evaporators, replenished itself at the rate of 630 tons per day, satisfying its 1,100-ton daily consumption. The potable water tank capacity equaled 1,011,779 US gallons.
A German-themed lunch, served in the King's Court, had included bratwurst, bacon sauerkraut, cheese spaetzel, roasted potatoes, schnitzel, and black forest cake.
Maintaining a 261-degree heading and a 23.1-knot steam speed, the city at sea had reached a 49-degree, 43.705' north latitude and 28-degree, 25.458' west longitude position by 1500.
The Queen Mary 2's Winter Garden, designed after the skylighted verandah cafes of the Mauretania, had featured a 60-by-25-foot trompe l'oeil ceiling depicting a lush, verdant gardens, paneled walls which looked through cast iron gates to rolling hills, and wicker furniture, and had been created to counteract the cold, gray, turbulent winter of the North Atlantic.
The Mauretania itself, the ship which had provided the Winter Garden's inspiration, had been the second of the two early-20th century Cunard designs after the Lusitania. The nine-decked liner, accommodating 563 first class passengers in 253 cabins, 464 second class passengers in 133 cabins, and 1,138 third class passengers in 278 cabins, had featured its own opulent appointments. The first class smoking room, for example, located in the stern, had featured polished wood wall panels and plaster friezes. The lounge, located on the Boat Deck and measuring 80 by 53 feet, had been adorned with mahogany wall panels, gold moldings, long ceiling beams, gilt bronze, and crystal chandeliers. The library, featuring bay windows, had been decorated with sycamore paneling. The first class dining room, seating 330, had been configured with long, white clothed tables and revolving chairs, and was decorated with polished ash, teak-molded paneling, and arched windows, while the second class dining room, with parquet floors, featured Georgian oak paneling and carved cornices. A grand staircase, installed between the second and third funnels, connected five decks with the public rooms.
Entering service on November 16, 1907 between Liverpool and New York, the Mauretania had been retrofitted with four-bladed propellers two years later, in 1909, at which time it could attain maximum speeds of 26.6 knots. It had been only the first of several modifications. With the outbreak of World War I in 1914, for instance, it had been repainted gray and briefly served as a troop ship, reliveried and returned to commercial service five years later in 1919, at which time it operated in company with the Aquitania and Berengaria, offering weekly east- and westbound service on the Southampton-New York route. It remained the fastest of the three.
Yet another modification, necessitated by fire, resulted in conversion to oil-burning engine technology and cabin reconfiguration, reducing both the second and third class passenger capacities.
In its 27 years of operation, during 22 of which it had held the North Atlantic speed record until it had been recaptured by the Bremen in 1929, the Mauretania had sailed some 2.1 million miles in transatlantic, Mediterranean, and Caribbean service before being usurped by two larger, more advanced Cunard liners. Making its last crossing on September 26, 1934, it was scraped the following year in Scotland.
That evening's dinner, served in the Queen Mary 2's Britannia Restaurant, had featured white zinfandel wine; baby shrimp thermidor on walnut brioche; cob salad with smoked chicken and bleu cheese dressing; roasted seabass with Mediterranean vegetables and olive tapenade; banana foster flambee with rum raisin ice cream and whipped cream; and coffee.
The Lusitania and Mauretania replacements, although larger, would prove a motley pair: although one had been the third in the series, it had been slower, while the other had been transferred from the fleet of the enemy, the Germans.
Day Four:
Suspended in the middle of the Atlantic, the black-hulled leviathan pursed its Great Circle course on a 249-degree heading, eating the gray and foamy-white ocean with its bow with a 21.7-knot appetite. Four hundred seventy miles off the coast of Newfoundland, the ship negotiated 3,549-meter-deep waters, having covered 607 nautical miles in the 24-hour period since yesterday, now 1,615 miles from Southampton. At a current 47-degree, 34.066' north latitude and 042-degree, 00.754' west longitude position, it was 1,468 miles from its destination.
External conditions were mild: the air temperature, at 14 degrees Celsius, had been coupled with a force-4 moderate breeze out of the southwest and low level cloud, with a 989-millibar air pressure. The sea, whose state had been slight, had a 12.7-degree Celsius temperature.
If the triplet of early 20th-century Cunard liners could have sailed past the Queen Mary 2 in chronological order, the Aquitania would have trailed both the Lusitania and the Mauretania, the third of the long, sleek, quad-funneled vessels constructed by John, Brown and Company of Clydebank.
The 45,647-ton ship, with a 901-foot length and a 97-foot width, had been both larger and heavier than its two predecessors, resulting in a 3,200-passenger capacity. Launched on April 21, 1913, it had commenced trial runs 13 months later, achieving a 24-knot maximum speed, and entered commercial service on May 30, 1914 on the Liverpool-New York route.
Opulently appointed, it featured a long gallery which connected the main lounge with the smoking room decorated with a series of garden lounges; a carpeted, Louis XVI-style first class restaurant; a columned Palladian lounge, which spanned two decks; and the first pool ever installed on a Cunard ship.
Late to the North Atlantic, the Aquitania had sailed on the fringes of World War I and had been requisitioned by the government for military service as an armed merchant cruiser in August of 1914; but, because of its excessive size, had been recommissioned as a troop ship the following year. Reconfigured for ocean liner service after the war, the ship resumed its civil role in August of 1920, amending its capacity six years later, in 1916, when a major reconfiguration decreased the first class passenger complement from 618 to 610, increased the second class capacity from 614 to 950, and dramatically decreased the third class complement by some three-forths, from 1,998 to 640, in order to more accurately match passenger class demand.
Once again reconfigured to a 7,724-person troop ship during World War II, the Aquitania provided eight years of military service during which it had sailed 500,000 miles and carried more than 300,000 troops.
Arriving in Southampton on December 1, 1949, the multiple-role vessel ended 35 years of service, having sailed some 3 million miles on 443 voyages. It had been Cunard's last quad-funneled design.
Lunch, back in the present on the Queen Mary 2, had been served in The Carvery, itself one of the King's Court stations, and had included beef tikka masala, white rice, cauliflower in cheese sauce, and double chocolate fudge cake.
Although the Aquitania's very long, mulitple-role, and fruitful career had ended in 1949, it had, for the most part, continued to operate in tandem, as originally conceived, with two other Cunard transatlantic liners, despite the fact that the Lusitania had been destroyed almost immediately after entering service. The third ship, however, emanated not from a Cunard blueprint given life by a ship builder on the Clyde, but instead by the very enemy which had necessitated its replacement.
Endeavoring to compete with the Cunard and White Star Line designs which now regularly plied the Atlantic, the Hamburg-America Line had laid the keel of a new breed of transatlantic liners on June 18, 1910, intended to be the largest-capacity, highest gross weight passenger ship ever built. The specifications were, for the time, staggering: measuring 919 feet long and 98 feet wide, the elongated, tri-funneled, 52,117-ton ship, designated the Imperator, had been powered by steam engines geared to four-bladed propellers feeding off of 8,500-tons of coal nourishing two 69- and 95-foot-long engine rooms, respectively. Accommodating 908 first class, 972 second class, 942 third class, and 1,772 steerage class passengers, the behemoth, steered by a 90-ton rudder, was christened 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 featured a First Class winter garden with potted palm trees and a dual-deck indoor swimming pool.
Because initial service had demonstrated top-heavy conditions, its three funnels were shortened be adapted by nine feet during a fall.
Ultimately, prohibited from sailing due to World War II atrocities committed by the Germans, had the ship in Hamburg for four years in the harbor until an agreement for the repair of war led to his being handed over to Cunard in 1919 as compensation for the German- Lusitania sunk. Indexed in Southampton two years later, in April 1921 he was exposed was the first retrofit was during his coal combustion engine technology, has been replaced with the oil and reconfiguredwith 972, 630, 606 and 515 first, passengers second, third, and tourism. Renamed Berengaria, entered the ship, the Mauritania, Aquitania, Cunard's weekly transatlantic service operating system. Although originally planned to continue to operate until 1940, its old-fashioned wiring system, which led to persistent, on-board fire had temporarily suspended its anticipated longevity of service, and only the Mauretania and Aquitania, until a new generation Cunard ships,provide twice the amount of the existing type was placed in service. The ship, of course, bore the name of the current Queen Mary.
Artichoke hearts, homecooked vegetables, pasta with onions, mushrooms, black olives, garlic and tomato red dining at La Piazza on board the (current) Queen Mary 2, including one he had served with ranch dressing green salad, tiramisu and coffee.
Twilight might be more accurately measured by the appearance of the wooden bridge withQueen Mary I remember his line to the sea and sun, rather than to heaven. The first, the mirror image of the latter had appeared a deep blue, reflecting the temporary brightness of the sky in early evening, when the mountain white cumulous formations were separated, and the creation of a division blue. And then quickly turns into a dark blue and, in short, a cold, sad, gray winter, the environmental conditions of many transatlantic crossings before,as the dark clouds floating assembled in a tight, closed lid, also hinder a brief moment in the sun. Dimensional fusion with the ocean, the amorphous cacooned, empty referenceless the floating city, until the visibility does not extend more than ten meters from each of its sides. Two souls, well dressed, has challenged the violent, rushing wind as they tried strengthened by the power of the circle bridge. That's life was an Atlantic crossing.
Limited as the day ofAt midnight, crossed the demarcation line ship from the dock Newfoundland Grand Banks of Newfoundland and effectively reached the North American continent. Two days before smoking was arrived at its final destination, the port of New York.
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