The Blue Peter Connection

Stephen Payne recently spoke to students at the Webb Institute, a noted Naval Architecture school I had once considered attending, about the design of the Queen Mary 2.  Below is a link to the video published by the school on YouTube.  It is a facinating recollection of the design process and Stephen's passion for ocean liners from an early age.  

Blue Peter is a name with little meaning to those on this side of the Atlantic or at least to me anyway. What is it? Sounds like it could be a bird. Maybe it’s some sort of exotic drink? I’ll take a Blue Peter….Or perhaps it’s some sort of medical condition afflicting only men. None of the above. It’s actually a children’s TV show from the UK and quite a famous one at that. It has the distinction of being longest running children's TV show in the world, having debuted way back in 1958!  Despite this, I had absolutely no clue what it was, even as Captain Ian McNaught mentioned it to my son Ryan during an impromptu conversation we had with him on the pier head in Newcastle back in October of 2008.


In probably my most memorable conversation we had with QE2's final Master, Captain McNaught rather skillfully wove into the conversation he was having with my son on the fate of QE2, a story about QM2's designer, Stephen Payne and Blue Peter as mentioned in the above video. Without mincing words, my son had told Captain McNaught that he was a bit mad at Cunard while at the same time very sad to see the ship being retired, especially since she was the last great liner of the UK. He had only got to sail on her once and like his father, could not get his head around the fact that this piece of maritime history and cultural icon was being lost to the UK. History was indeed repeating itself again as all this was sounding eerily similar to the retirement of Queen Mary back in the 1960’s.

 Ryan, unwittingly in the process of letting the captain know how he truly felt, gave me a sense of pride in that he was finally regurgitating all the things I had previously been telling him. But, I was also cringing as he was letting it all hang out, so to speak, and I did not know where this was all going. Was he going to spout off some of my thoughts about the crazy plans we were hearing at the time about removing the funnel or the fact that I really had no desire to go see her in Dubai, of all places? Please stay clear of how I felt about a piece of UK maritime heritage lost to an Arab country.  This conversation could have gotten a bit ugly and embarrassing.

Our trip around the UK was QE2’s final farewell lap and everywhere we went, her significance to the people and culture of the UK was readily apparent. People came out in droves to see the ship in every port. We had already been to Greenock, then on to Clydebank, and we had just sadly seen all that was left of her once proud her birthplace at the Titan Crane. Ryan had heard it all from me before and for the past week, had been bombarded with all these facts and the grim reality that the end was near was setting in. He even saw his dad getting a bit choked up at the “funeral service” at Liverpool Cathedral. Now, it was apparent that all of this had been absorbed. I don’t even need to call it brainwashing since he saw it all for himself. Ryan really did get the significance of the ship now. Especially now that the cruise was about to end, he was letting the Captain know his true feelings as only a nine year old could. Captain McNaught, though, handled this situation masterfully, and would turn things around and leave him with words of inspiration.

As any good company man would do, McNaught convincingly offered up the Cunard marketing spin that QE2’s time had come and she was going to be off to a much needed retirement. You know, that “do not fret, she was going off to a nice warm climate for her retirement, to be well cared for by her new owners” mantra that was also given out when they retired the previous Queens. He went on to point out that there’s her replacement, the Queen Mary 2, the world’s only remaining liner, for us to continue enjoying along with the newer ships, including the newly announced Queen Elizabeth. “So while it is sad, enjoy her while you can as there will never be another like her.” Those last words are particularly true. While Queen Mary 2 is a true liner, she was NOT proudly built in the UK on the Clyde.

In retrospect, I’m guessing that McNaught probably has said this response so many times before that it had become second nature and that he might even actually have convinced himself it was true. Now, I was listening intently since Ryan knew all about these two other ships from me and the company I had kept onboard. I think he also knew what ship McNaught would be captaining next, but Ryan asked him anyway, perhaps hoping to hear that he would eventually command Queen Mary 2, a fitting assignment both of us thought to command the current Cunard Flagship. We were also biased since our next cruise with Cunard was most likely going to be on Queen Mary 2. With a somewhat subdued voice, we were informed he would be sharing command of the Queen Victoria as his next assignment, but he went on to tell us a bit about his take on newest Cunarder in typical McNaught fashion.

Comparisons, McNaught style followed. In his discussion, pointing out just how special QE2 was, he dropped this gem. He was moving on, from the oldest to the newest of the Cunard fleet, going from the fastest to the slowest and then the piece de resistance, from the most beautiful to……and then he stopped. You fill in the blank. Clearly, his love for the ship was shining through. These last few cruises and all the retirement events were getting the best of him and it was obvious that this was going to be a difficult transition to his new assignment. (Since he’s not with Cunard or even at sea anymore, I don’t think I’ll be getting him in any trouble now mentioning this.)

After expressing to Ryan how lucky he had been to have experienced the ship, he went to commend him on his interest in ships and to inquire what career he was interested in possibly pursuing, pointing out that he obviously was interested in the sea and ships. Ryan mentioned he wanted to design another liner, as beautiful as QE2.  I think it was then that he mentioned that his son was following in his footsteps and inquired what I did. I mentioned that I was an Architect, but had also studied Naval Architecture and that was one reason why the ship was so dear to my heart as well. Now, I knew who Stephen Payne was, but Ryan was not quite up to speed on Queen Mary 2 facts (yet). McNaught then mentions to Ryan that a young boy had written in to a TV show and told them that he was going to design the next great liner to succeed QE2, which at the time, everyone said was going to be the LAST liner built. The boy was Stephen Payne and he followed his dream as he went on, remarkably, to design Queen Mary 2, to replace QE2, inferring to Ryan that he should pursue his dreams and never put any limitations on them.

After seeing Stephen Payne’s detailed explanation of the Blue Peter letter coming full circle, so nicely explained in the video, I am only further in awe of this remarkable achievement in fulfillment of his dream. This remarkable tale also further reinforces just how special QM2 is; taking me back to another special moment I had onboard QM2 last January. It was a sea day and I was standing in the photo gallery looking at a video playing on one of the monitors showing the ship’s christening by QEII. 

I was half paying attention to the video, while my main focus was the impressive wave action going on right outside the windows.  Moving along at a leisurely 22-23 knots through seas, with the ships bow pushing aside massive quantities of ocean, with the ever so slight ship movement was truly impressive.  There was the familiar creaking,  yet subdued from what we had come accustomed to on QE2, and the rush of water as the windows displayed the blue green sea.  With camera in hand, I was shooting out of the windows between the racks of photos for sail, despite the sign saying photography was prohibited.  I was shooting the sea, not the overpriced photos, and others were doing the same.  I was hoping to catch a big wave and the washer machine effect, but the seas were just not cooperating.  I could have stayed parked in this window seat for the remainder of the day.  It was then when it truly hit home that I was onboard a ship worthy of the title of Flagship and replacement for QE2.

It's been over three years now since my last QE2 cruise and over a year has past since our first Queen Mary 2 cruise, yet watching the Stephen Payne video brought back such vivid memories instantly.  Thank you Stephen Payne for fulfilling your dream and creating a worthy successor to QE2.  I hope to be around to see her replacement in thirty two odd years, or even more dreamily, when another true sistership built someday. Will Ryan go further in pursuit of a career in Naval Architecture? That remains to be seen.  If only I can get him away from his Xbox 360 and other distractions a 13 year old faces.

Tourist Navigation - QE2 Style

"Tourist Navigation," a phrase used to explain what the Captain of the ill fated Costa Concordia was attempting to do the night of the tragedy was a phrase I had never heard before until I heard the translation of the initial interview with Captain Francesco Schettino after he had fled the scene.  People are quick to point fingers at Costa, since they apparently authorized a similar stunt back in August of 2011, concluding then that Costa must share blame in the incident or even worse, that Costa directed him to perform this stunt.  In the end, it really doesn't matter.  After all, it was their Captain on their ship.  Costa is paying the price for this, period.  I do find it bordering on insanity, though, that some actually believe Costa  would have approved that exact course and that speed that this captain took.  Ultimately, it is the Captain's responsibility to plot a safe course and it appears that there was a severe lapse in judgement that led to this accident.  Plain and simple human error.  Not failures of equipment, or stupid orders from management, but in failure of judgement by the Captain. 

It was dark.  Passengers were either at the show or eating dinner.  No one knew of the "tourist navigation" except a select few crew and those people onshore who were alerted of the event.  No one should buy the Captain's flimsy attempt to justify this maneuver after the fact.  This was one foolish stunt done by a captain who will pay for the consequences for the remainder of his life.  I frankly don't care if Costa knew the captain was going to deviate from course and do this.  It really is irrelevant.  It was his course and speed that was reckless and irresponsible.  He's in command of the ship, whether on bridge or not, and not from Costa management back on land.

Contemplate this; turn ten seconds late and the ship would have ended up on the rocks.  Turn ten seconds sooner and Concordia arguably would have escaped this move unscathed and we wouldn't be writing and dwelling on this tragedy.  Approaching the island at 15 knots in a ship of that size should never have been contemplated.  This course and speed left no room for error and was done for absolutely no reason other than to show off.  The ship could easily have stayed a safe distance offshore and still performed this "bow." 

The picture above illustrates "tourist navigation" done the right way by Captain Ian McNaught on QE2.

While on board QE2's final lap of honor around the UK back in 2008, a trip which in retrospect, essentially was totally "tourist navigation,"  Captain McNaught announced the night of October 2nd that the ship would be making an early morning close pass of the port of Douglas on the Isle of Man.  This would be a special treat for those on board and onshore;  QE2 had never made a port call to the Isle of Man.  This would be her first and only, even if it was only a "flyby." 

QE2 and Cunard have one strong Isle of Man connection.  The Isle of Man is famous for their commemorative stamp issues, many of which feature Cunard ships.  There would be a commemorative issue for this occurrence, of which I purchased one on board, signed by the Captain himself.  Clearly, while this event wasn't officially listed on the voyage itinerary, it was a completely pre-planned event.

I managed to make it up on deck for the arrival in the early morning.  Daybreak was imminent and while the ship had slowed, the wind was bone chilling.

With the decks freshly washed down, the ship still lit up, and the sun on the horizon, the lighting could not have been better.

As we approached Douglas Harbor, the ship slowed to a crawl, but not the wind, which was blowing offshore.  This is as close as we were going to get.  In this photo, the wide angle lens makes it appear a bit farther, but still, we were a very safe distance offshore.

Off to our starboard, several smaller vessels arrived to take a closer look at us (lights off on the horizon).

The rugged shoreline of the Isle of Man reminded me of the coastline of Scotland.  Someday, I must return to the home of Thomas the Tank Engine!

 Actually, I really wasn't the only crazy one up here. Those passengers who got up and made it up to forward observation deck were all on the other side.   Damn it was cold!

You could actually make out cars lined up along the service road lining the cliffs.  I highly doubt Captain McNaught had alerted the island via Facebook we were arriving!

At absolutely no point did anyone view this as a dangerous, showboating maneuver.  That thought has never entered my mind on any cruise.  Captain McNaught had developed a bit of a reputation over the years for not putting QE2 in harms way, playing it safe to not head into port if the weather conditions were precarious, thus earning the nickname "no ports McNaught" from many.  QE2 is old school, without the maneuverability of the current crop of cruise ships, and thus required tugs in all ports. Good captains know the limitations and handling characteristics of their ship and McNaught respected this.  Plus, no captain in his right mind would want to put the Most Famous Ship in the World back in the headlines as was done previously with the Martha's Vinyard grounding incident of the 90's.

In retrospect, McNaught actually lived up to his nickname on this trip as well!  Our first port of call was to be Cherbourg, France on this trip, but this was changed due to high winds.  QE2 would never call on that port again.  As McNaught would say, his ultimate responsibility is the safety of the ship and passengers.  No arguments with me there.  Not a shred of doubt ever entered my mind that this was not his highest priority.  With the Concordia disaster, that unwavering faith is still very much present in my mind in regards to Cunard and their captains, but has been shaken somewhat with Costa, a line we have cruised on three times in the past. Is their a culture amongst the management and crew of Costa that would allow this to happen?  Questions in this line of thinking will need to be addressed in the various investigations and trials that no doubt will follow.

With our speed still at a crawl, Douglas Harbor was now at our stern.  Definitely not making 15 knots here!  I'd guess more in the neighborhood of 6-8 knots.

The ship then began to speed up and make a turn to starboard.

As seen here, as the ship is turning, the stern naturally swung wide, similar to what Concordia would have done with a last minute course correction, which ultimately resulted in the large gash and remaining boulder in her hull as her hull swung around and hit the reef.

Early morning sun on the horizon, a photographers delight for early morning light.

QE2's iconic open bridge wings in the dramatic early morning sun. I could have stayed here longer, but the wind and temperature forced me back indoors.

This was one of the few times I was able to be on the forward observation deck to enjoy the morning sun over the bow.  It was still cold, but worth it all.

With the Isle of Man to our stern, we were then off to Liverpool for QE2's final call which would include a memorable concert in the Liverpool Cathedral, and then glorious fireworks display at sailaway.


Now that is how "tourist navigation" is done!  Captain McNaught, and all Cunard Captains past and present, thank you all for a safe passage and the peace of mind we were aboard the safest ships in the world commanded by expert captains.



Interactive Winter Crossing - January 9, 2008

(note: check back over time as I add more information to these posts, such as additional video, menus, etc.)

Third full sea day and we're back to dreary weather again and Queen Victoria is off to port again.  Early in the AM, the switch had been made, with her dropping off speed and then slipping behind us, and then catching back up.  I wonder if we slowed down so she could catch up with all of her engines running!

Once again, my favorite area was off limits due to the high winds.  I spotted activity on the open bridge wing, one of QE2's now somewhat unique features among the current fleet of cruise ships, which predominantly have enclosed bridges, full width of the ship.

Turns out is was Captain McNaught, wearing glasses with what looked like one very lucky passenger.  I would make my attempt once again, writing the Captain to request a bridge tour, on this trip, only to be turned down yet again "due to security reasons."  At least I got a letter signed from the captain expressing his regrets.

Seas and wind pretty much curtailed all outdoor activities for the day.  At this point, I'm starting to appreciate the view a bit better, thinking to myself that at least the stern decks are tiered more like a traditional ocean liner, at least in appearance.  These areas are all large private balconied cabins and not public spaces such as on QE2.  Either way, I'm trying to like Queen Victoria from afar.

Here's a view of the port side Boat Deck, taken from the protected area near the stairs to the forward observation deck.  A few brave passengers were about, but walking on deck today, into the wind, was more challenging and the older passengers stayed indoors.

As you can see, it was windy and the spray off QE2 hull was in the air and wreaking havoc on my camera lens.



























Back inside, at the top of the A stairway, is a model that was once on display in the original configuration of the Britannia Restaurant.  I am not sure what the name or significance of this ship is.  It is not the Cunard's original Britannia as she was a sidewheeler.  The wall coverings and artwork in this stair are essentially as they were since the ship was built.  Carpets have been changed and the balustrade modified over time to comply with newer safety standards.  The A stair is a bit of a mystery to those unfamiliar with the history of the ship.  A few floors are bypassed at the upper levels, a function of the two class layout that the ship had when originally constructed.  I would use this stair every day to go from our 3 Deck level directly to the Boat Deck; a very nice workout to work off all the "Full English" breakfasts, pub lunches (with Guinness), and the wonderful dinners in Caronia Restaurant.

This carving was oddly positioned in the A Stair upper lobby, in front of what is now the Mauretania Restaurant.  This carving of Britannia was commissioned by Lloyds of London and presented to Cunard and one stood on display in the original configuration of the Britannia Restaurant.  Original plastic laminate wall coverings, whose pattern was specifically designed for the ship, along with some of the original modern art on display are visible to the right.  The red balustrade is original, but the metal handrail installed above to increase the height, are a later addition.

Additional information on the history and refurbishment of this iconic carving can be found here, on Commodore Warwick's son's QE2 website.

Queen Victoria turned on all her exterior lights early on in the afternoon as the skies darkened.  She was looking rather smart cutting through the seas now.  I kept saying "she's the future so embrace her."  Still, the funnel, a clear QE2 knock-off, appears oddly placed towards the rear, instead of more amidships as QE2's, probably purely a function of locating the engines farther aft closer to her Asipod propulsion units.

Here, I believe I am standing just outside the revolving door entrance to one of the main gift ships, protected a bit from the elements as it began to rain again.  It appeared that the seas had kicked up a bit too in response to the higher winds.

Those standing beside me, chatting about Cunard's future and clicking away at the same time were treated to a few spectacular moments.  I wished I had a better camera at this time to capture this in the low light conditions.

We were have such a grand time on board doing nothing (well not really since the days were filled with Cunard Enrichment lectures, bridge lessons, and elegant dining) and thoroughly enjoying it
; so much so that these are all the photos I took for the day! 

QE2's Last Master Captain McNaught Responds to Forum Questions

Captain Ian McNaught, with Paying Out Pennant flying in New York

Captain Ian McNaught has gratiously responded to questions posed to him on the QE2 Story Forum here.  The last series of questions were posed by yours truly, with interesting responses on the viability of getting QE2 back up the Clyde to her birthplace.  With deliberate tact, he addresses the embarrassing grounding on the final approach to Southampton as well as any future plans on returning to Cunard to captain QM2, a desire expressed by fellow Cunarders and McNaught fans.  Also included in the article were several photos I took onboard while docking in Manhattan in January 2008 and in Greenock in October 2008.

Recently, I found my documents from my first time on QE2 in October 2000.  In the Daily Programme, it listed Captain McNaught as "Staff Captain."  With this information, I can now state that I was onboard with Captain McNaught for my entire 22 cumulative days spent onboard!

Captain Ian McNaught Leaves Cunard for Seabourn Cruise Line

Former Master of Queen Elizabeth 2, Captain Ian McNaught, has "resigned" from Cunard Line and will be transferred to a position at the ultra-luxury brand of Carnival Corporation's Seabourn Cruise Line.  This news was first reported here and later confirmed when questioned on the Cunard Facebook page. 

While disappointing news, this really should not come as a shock.  You could hear the difference in his voice in the noontime captain's reports from Queen Victoria posted to YouTube.  That energy so evident while onboard QE2 was missing.  Things just did not seem to be the same as demonstrated by a recent report of an interview while onboard Queen Victoria that ended quite abruptly, very uncharactaristically for the Cunard captain that personified all things Cunard. 

That particular cruise out of New York was not going well in the first place, having been delayed due to a problem with the pod propulsion of Queen Victoria.  This problem resulted in missed ports without the reserve speed available, such as would have been the case on QE2, to make up time.  I am sure this thought did not escape him at that time.  Then there was the naming of the master of the new Queen Elizabeth and the apparent snub by Cunard.  It has been speculated that he was deeply disappointed that he was passed on this appointment.  I too was disappointed, having booked the Maiden Crossing of Queen Elizabeth with the utmost certainty he would be appointed her command.  In fairness to Cunard, they appointed fellow Captain Chris Wells, who has previous experience in the fitting out of Queen Mary 2, who will oversee the completion of the ship in the yard in Italy.  On the otherhand, to help ease the pain of the retirement of QE2, having Captain McNaught at the helm of her replacement would have eased the pain for many, myself incuded, and would have been a nice bridge from the past to the future. 

Those who have had the pleasure to sail with Captain McNaught saw firsthand his deep affection and respect for the significance of QE2 and what she meant for so many loyal passengers, fans, people of the UK, and others throughout the world wherever she sailed.  Without a doubt, he has been the most accessible Captain we have sailed with which combined with his personality, has earned him many loyal fans.  We were even contemplating switching our booking next January on QE to QV for our tandem Atlantic Crossing just to be onboard with him and recapture some of the spirit of our past cruises with him.  There is a palatable difference with him at command throughout the ship.  His energy and demeanor transferred throughout the ship. Without him, it just seemed like everyone was just going through the motions. 

Captain McNaught will fit into the more intimate ships of Seabourn quite easily, where he will shine in his interaction with passengers.  Unfortunately, the "Yachts of Seabourn" as they are billed, are very small, exclusive cruise ships, which are out of my price range at this time.  At first, I took this news similarily to hearing the news that QE2 was sold; total shock.  Now, seeing that he is still within the Carnival group of cruise lines, I see this a bit differently.  Captain McNaught belongs at the helm of a true OCEAN LINER.  I am confident we will see his return to Cunard in the future for the ultimate command of Cunard's new flagship, Queen Mary 2.