QUEEN MARY 2: A Decade At Sea
by Chris Frame
It doesn’t seem that long ago that the idea of a transatlantic liner built in the 21st century was considered an impossible dream. Ocean liner enthusiasts and shipping fans alike often discussed the likelihood of a replacement for QE2, generally considered to be the ‘last of the great transatlantic liners.’ However most considered such talk as mere ‘wishful thinking.’
However, when the giant Carnival Corporation purchased the ailing Cunard Line in April 1998, there was renewed speculation as to the future of the transatlantic liner. As Carnival set about revitalizing the Cunard fleet, the rumour mill erupted with new talk of a successor to QE2.
Then, on June 8, 1999, the rumors became reality. At a press conference, Cunard Line’s then CEO, Larry Pimentel announced ‘Project Queen Mary’, a project that morphed into QM2.
Pimentel said, “The project will lead to development of the heaviest liner ever built – the epitome of elegance, style and grace…It is our objective to build a new generation of ocean liner that will be the very pinnacle of the shipbuilder’s art; the realization of a dream of another time… Our goal is nothing less than to create a new Golden Age of sea travel for those who missed the first,”
Chantiers de l’Atlantique, the French shipyard that gave the world the opulent Normandie, was contracted to build the new ship. Carnival Corporation’s Vice President Chief Naval Architect, Stephen Payne, lead the design team. They created a vessel that was, at the time of her maiden voyage, the longest, largest, tallest, widest and most expensive passenger ship ever built.
In the lead up to QM2’s debut, a brilliant marketing campaign (brainchild of Cunard’s CEO Pamela Conover and her Miami based team) ensured the public were aware of the rich heritage of Cunard, and the importance of QM2. It built excitement around the soon to be crowned monarch under the guise of “Can You Wait” – which saw elegantly dressed passengers in everyday surroundings, dreaming and yearning for their upcoming voyage aboard QM2.
This, along with the natural PR value the ship’s dimensions generated, (not to mention the fact she was the first transatlantic liner built in 30 years), led to a booked out inaugural season for the ship.
Having been formally handed over to Cunard Line’s Commodore Ronald W. Warwick on 22 December 2003, QM2 was officially named in Southampton by HM Queen Elizabeth II on 8 January 2004. The ship’s maiden voyage departed four days later, which saw her sail to Fort Lauderdale, Florida.
So what makes QM2 so special?
During her decade of service she has achieved many great feats that, in the 1990’s, would have sounded far-fetched at best.
Firstly, she was the world’s largest passenger ship when she entered service. At 151,400grt and 1,135ft in length, she remains one of the largest ships afloat to this day, and by far the largest ocean liner built.
QM2 offers passengers the world’s first seagoing planetarium, she has the largest dance floor at sea and the world’s first seagoing version of Canyon Ranch Spaclub.
The ship has offered education lectures by Oxford University, she has hosted celebrities including Archbishop Desmond Tutu, and former President George H. Bush, and her biggest and best stateroom (the Balmoral Suite) spans two decks – it even has it’s own gym equipment!
Her career, so far, has been peppered with unique events and activities, which add to the sense of awe and wonder that surrounds the ship.
In July 2004 she made an historic call to Hamburg where over 1 million people lined the banks of the River Elbe to witness her arrival. A spontaneous party broke out in the parkland near to where the ship was docked, which lasted all night until her departure, the following day.
The following month, she was in Piraeus, Greece for a stint as a hotel ship for the Athens Olympic Games. QM2 hosted then British Prime Minister Tony Blair, then French President Jacques Chirac, former US. President George H. Bush and the US. Men’s Olympic Basketball Team.
In 2007, QM2 rendezvoused with QE2 in Sydney Harbour during her inaugural world cruise. The event marked the first time two Cunard Queens had met in Sydney since the original Queen Mary and Queen Elizabeth were in the port during World War II.
While the event was well marketed by Cunard’s Sydney office, no one could have imagined the turnout. Millions (yes, millions) of people flocked to the harbor to witness the two Queens meeting. Sydney was left in a standstill, with stunned commuters unable to get home for hours; roads were jammed and traffic on the Sydney Harbour Bridge was at a standstill while train and ferry services struggled to keep up with the demand.
In 2008, QM2’s elder fleet mate, QE2, retired. This occasion saw a number of meetings of these great ships, which culminated in the tandem transatlantic crossings in October. After QE2 was decommissioned, QM2 became the last transatlantic liner in regular service.
This service became very valuable in 2010 when the Icelandic Volcano, Eyjafjallajökull, had a series of eruptions. With aircraft grounded across Europe, a significant waiting list developed for QM2, which offered a rare alternative to the suspended transatlantic air services.
In 2012, QM2 joined Queen Victoria and Queen Elizabeth to celebrate the Queen’s Diamond Jubilee. The three ships were berthed in Southampton to mark the occasion, with QM2 carrying a large “Congratulations Ma’am” banner.
This past year QM2 made headlines a number of times. In July she sailed on her 200th transatlantic crossing, which drew media attention on both sides of the Atlantic, while in September she offered assistance to Canadian rower Mylène Paquette (during her solo transatlantic attempt).
In 2014 the ship will sail on her annual world cruise. She will spend an extended season in Australian waters, completing a circumnavigation of the island continent. This is a repeat of a voyage that she completed in 2012, which was sold out within minutes of going on sale; such is QM2’s appeal ‘down under’.
And with 2015 being Cunard Line’s 175th anniversary, the future looks good for QM2. Already, Cunard have announced a circumnavigation of Great Britain aboard the famed liner, which will see her rendezvous with Queen Victoria and Queen Elizabeth in Liverpool, Cunard’s traditional homeport.
As we celebrate a decade of QM2, she stands as a testament that anything is possible. The transatlantic liner is alive and well thanks to this unique ship. Happy Birthday QM2! And many happy returns!
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You can keep track of QM2 on Chris’ website at www.chriscunard.com, Facebook page – www.facebook.com/chriscunard or on Twitter @ChrisCunard or check out his QM2 book at www.qm2book.com
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“Can you wait………”
Oh yes, those public relations advertisements, I looked forward to them in many magazines, each one a nod to the expected new liner, QUEEN MARY 2, these were vague ads at best, merely suggesting something new and elegant was to be at sea, and unabashedly Cunard. My very favorite ad was set in a typical home kitchen, lady of the house dressed to the nines and fussing about her cooking a meal, while she day dreamed about this new Cunarder, and relishing a sailing in the ship.
Can you wait, it was asked, and wait I did, a wait that has not let me down with the outcome of the ship meeting my expectations, exceeding them and then some.
Thank you Martin, this is a wonderful capsule of the great ship, supplemented with Chris Frames wonderful photographs.
A perfect tiding for the New Year.
Hi Kenneth, I should add that the entire piece is written by Chris Frame, I merely assembled the article and posted it. I was surprised that 10 years have passed. All the best, Martin
Martin
By all means please send my praises along to Chris. This is a very important milestone for passenger ships and those that love and enjoy sailing them.
For some reason, it seems that the QM2 has been around LONGER than a decade, not sure why that is?!
My take on her is that she is a “wasted” ship.. built and designed at enormous effort and expense to be a unique EXPRESS LINER, she is presently operated at turn of the century speeds, a 150,000 get UMBRIA with yards of gold and art auctions, and in fact takes one day less to cross the Atlantic than say QUEEN ELIZABETH which is a much more rational design with far better interior arrangement and flow. And from recent reviews, better cuisine and service, too.
If anything, the last decade has seen the final morphing of the trans-Atlantic crossing into a seven-day cruise. I am not sure we can blame QM2 for that, but it does make one wonder why they bothered.
Personally, having crossed in QM2 twice and found her interior confusing and her decor largely disappointing, I’d rather cross the Atlantic in QUEEN ELIZABETH. But 7-8 days to cross the North Atlantic? Last time I did that was aboard the sublimely wonderful STEFAN BATORY and she was worth every minute. Carnivalised Cunarders in a fogbank for a week…. no thanks.
Thank you Kenneth for the kind words.
I remember the “will they, won’t they” debate about ‘Project Queen Mary’ and then, the announcement that indeed they will build this magnificent ship – what a great moment.
The ‘Can You Wait’ that best sticks with me was the woman in a ball gown at the photocopier of her office, dreaming of a transatlantic crossing on the worlds largest liner. Cunard did such an excellent job with the marketing of QM2 in the lead up to her introduction into service.
All the best for a happy and healthy 2014 and hopefully see you aboard QM2 one day!
Surprised also that she has been around 10 yrs already ! Not such a big deal !! I agree with Peter Kohler !
Nice to hear from you Chris!
For some reason the cloud that hangs over the QM2 and her alleged waste of time, that is, the length of time to perform the transatlantic crossing are three fold, as I have been expressly enlightened by two of her captains and numerous ships officers, as follows:
First, foremost, savings on fuel. Not much say some of you? Well, as a Cunard Diamond Member, in excellent standing for longer than the QM2 has sailed, it saves us, me and now hubby, hundreds of US $’s per sailing, which for non-diamond members, that sum is tacked on to their crossing or cruise fare. Price of fuel is dictated on an open – rolling price gauge and it varies depending upon the price as of the sailing. Incidently, Cunard is one of many passnger lines that actually add a fuel surcharge to their passengers for sailings.
Second, repeat passengers revel in the number of days taken to perform the longer crossing, QE2 had her crossings lengthened, as did SSUS, and others. It is that simple, and more sublime for the on board experience is to be savored, not merely sleep, eat and leave quickly. and……
Alas, true as it is, to generate money with on board expenditures. Somebody and somehow salaries, food, fuel, on board items must be paid for.
Kenneth, I don’t recall USL extending UNITED STATES’ crossing times during her career. Where did you read this? She was a five-day boat in 1952 through 1969. The only North Atlantic superliner to have her crossings extended during the classic era was ss FRANCE in 1974 from 5 to 6 days.
The reasons for longer crossings are obvious I think. Money. What I think going from 5 to 7 days does is end any real notion this is viable TRANSPORTATION alternative. Folks who love crossing by sea, great and good on them, but I can’t see it helps spur the essential new generation to try it to get from A to B.
Well done Chris Frame for this superb article and lovely pictures
Having travelled numerous times on this great ship, many being its maiden voyages , it’s been a life’s experience each time.
The ship is an icon as the last remaining ‘liner’ and as such commends respect and a special place in modern maritime history.
May she continue to travel the oceans and bring pleasure to all those who have the sence to realise the special experience they share as they travel on this ship.
I look forward to seeing you lecture on board once again.
I would like to congratulate Chris on his article celebrating the 10th anniversary of QM2, and welcome him to his first post on MaritimeMatters.
I wondered too if the ship would ever be built and I am glad she was.
Many years ago my late partner worked for Trafalgar House, the company that acquired Cunard Line and which was the first company to save the line from extinction. While Trafalgar House poured a great deal of money into the QE2 they also pulled together a disparate fleet of interesting but ill-matched ships. Many times (for hours and hours we’d discuss what Cunard/Trafalgar House ought to do). It seems that a more than equal amount of time was spent in the board room with similar discussions, and believe me that there were many occasions when it seemed that they were on the brink of making some new and exciting decision regarding the line or even the possibility of a new ship and then they’d back track. When Kvaerner took over Trafalgar House the very last thing they wanted was an ailing cruise line and the initial plan was to get rid of Cunard as quickly as possible but then they realised that perhaps that was not the cleverest idea, maybe they had come to appreciate that the name Cunard did still have some power or influence in the cruise/travel industry. Anyway, eventually they did of course sell Cunard to Carnival. My partner and I knew Stephen Payne when he was very young and studying naval architecture but unfortunately my partner died before even the announcement was made that a new Cunard liner would be built and that its designer would be Stephen Payne. How that would have pleased him, though I do not know what he would have made of the Queen Mary 2. However, a Cunard fleet with a ‘new’ ocean liner plus two new purpose-built cruise ships (whether I like them or nor being irrelevant) is everything that we used to sit and fantasise over for the future of Cunard.
I do sometimes wonder whether I should sail on the Queen Mary 2, I read about her, remember my pre-maiden voyage visit to her and watching her sail off on the voyage. Then I look again at her interiors and I realise that she’s not really a ship for me. I’m just glad that she’s there.
Peter
I recall from guest lecturere’s that the SSUS did have her crossing lengthened, having never sailed the ship, I can not say from personal experience- urban myth or “sea myth”? It is probably noted in the many books and on line that are available someplace. At this point and stage of the game, does it really matter?
Thank you Martin! The first of many I hope! Have read Maritime Matters for as long as I can remember so it’s great to contribute.
George, thank you also for the comments. It’s true, she is certainly unique.
I can absolutely understand Peter’s comments relating to her speed – for those of us who love the tradition of the transatlantic crossing, it really would be superb to have a 5-night pairing. Having sailed on QM2 when she was going 30 knots, it is an experience unlike any-other, especially at the stern where you can see the wake and feel the pods.
But, for the majority of her passenges, I dare say the 7 night crossing is better; because QM2’s crossings have become a holiday. An experience that is more than just getting from A to B, and 5 nights isn’t enough time for most.
This is perhaps why QM2 may well be the last of her kind (sans Titanic II if that comes to fruition). With QV and QE able to do Transatlantics, albeit slower and possibly less-comfortably than QM2, what motivation is there to build another. Time will tell I guess, but that in itself makes QM2 even more special.
Happy new year everyone!
Chris.
Yep, Kenneth it really does matter. The problem with the internet is that “urban myths” have a way of becoming “facts”. I can assure you that the crossing times for SS UNITED STATES in fact never changed, she was still a “five-day” boat between the Channel Ports and New York. From 1952 to 1969. The one alteration to her routine was in 1962 when she began to call at Bremerhaven in addition to Southampton and Le Havre which added of course to her total voyage duration but her speed trans-Atlantic and her crossing time remained the same throughout her career.
Both Clive and I knew Stephen Payne “back when” and way before he started his career as a naval architect.. I thought then he was quite mad to want to make a career in something then as dodgy as designing new passenger ships!
The sad thing about QM2 is that Stephen was obliged to compromise so many of his visions for the ship in an effort to get Carnival to build her as a proper 5-day ship in the first place.. it’s not just speed but strengthening the hull etc to weather the pounding ships at that speed endure in open seas etc. It was all about economy then hence her extra deck of veranda cabins adding to her top heavy look and her stumpy funnel etc. But as I said, it was all done and they still weren’t satisfied with her takings and so she became a 6-day boat, then a 7-day one and one wonders if they are done yet. It’s like breeding a race horse and five years later find she’s pulling a laundry wagon.
Peter, QM2 never sailed 5 day t/a’s. By the time QM2 entered service, even the legendary QE2 was doing 6 night crossings.
Bah humbug – even a champion race horse, male of course, can go to stud, after pulling a laundry wagon.
I like the “old” girl. I love the slightly nonsensical interior layout, the random pieces of art (some of the best hidden away) and finding the ballroom absolutely empty in the mornings; perfect for a coffee and a read. I love the contributions of the shipyard workers in G32. The food and service were just fine (perhaps I am easily pleased) and my wife appreciated the smoother passage than on the QE2, but where’s the funnel bar for Bloody Marys in the morning!! I do hope they don’t do a sudden, radical refit on her, and instead just let her gather flavour over the years, keep up the maintenance and keep a consistent crew. And maybe lose a few of the ye olde Cunard heritage photos.
I see many mixed reviews for her but when my wife and I book next time we will probably book the Queen Mary.
Yes, sorry, Richard… quite correct. I meant to say that QM2 was indeed DESIGNED to be able to cross in five days but yes, she has only done it in 6.
The extra cost for all this now un-used potential was enormous, not just the extra horsepower but all of the strengthening of her framing, heavier plating etc that costs a bomb.
QM2 is at least an interesting ship and a bona fide one-off one in an era of tedious “platform” mods a la the VISTAs. She’s certainly a better seaboat than QE2, wonderfully quiet and stable but I honestly would love to read some rational explanation by whoever designed and laid out her unfathomable interiors. Her deck plan was jawdropping a decade ago and remains even more so today. And worse, there’s no easy way to alter or improve it. She’s a quirky mess and maybe that’s the one endearing aspect of her. Oh that and the Winter Garden…. (!)
Ahh Peter, Can you imagine a QM2/ QE2 dual 5 night tandem. That would have been fun!
Having worked for US Lines to the bitter end in 1969, the UNITED STATES was a 5 day ship when sailing to Le Havre and Southanpton. The extra day was when she sailed to and from Bremerhaven, usually in the off season, with stops in Le Havre and Southampton
There probably will never be an ideal or perfect ships deck plan and public room or pool layout to please everyone. If I reflect back to many of the ships and their spaces that I sailed in, that is that case with some, although it is nothing I may have thought of at the time, and do not dwell on now.
There is one major flaw with the QUEEN MARY 2 and I find it a distraction: Kings Court. This dreadful buffet area is poorly planned, not serving a liner well, aesthetically, or otherwise. It is a total wreck for maneuvering and I avoid it 24/7.
THE SS UNITED STATES has had some mention in some of the above comments, and this seems to be the place to mention the following.
Our local daily, The Daily Press, had yet another article on the Big U, this time what would have been a full page, page 3, had there not been a large ad sharing the page with the article. It appeared in today’s Sunday edition.
There is nothing new in this article, nor are the photos new, or so they seem, since they were not dated, however, they are color photos of the ships exterior.
The article is to be credited to Hugh Lessig, reachable at: hlessig@dailypress.com as this account is published with the article. A telephone number at the newspaper to reach Mr. Lessig is available, however, as printed in my copy of the paper, one digit is missing from the phone number.
Also listed is the website for the conservancy, which will oversea the eventual outcome of the ship.
The article is an SOS for the ship and its looking for a home to keep her.
I pass this along only in the hope that there may be ideas and suggestions that Mr. Lessig is searching for, and maybe some of you may wish to contact him.
I certainly hope she’s not the last liner. Of course, it’s still too early to say.