QE2 Story Forum
General QE2 => Miscellaneous QE2 => Special Features => Topic started by: Isabelle Prondzynski on Feb 04, 2012, 02:21 PM
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Ask the engineer!
Following our recent newsletter, and our request to crew members to host a month of questions and answers from the Forum, Rod very kindly volunteered to host an "Ask the Engineer" session.
Rod will introduce himself to us once more, tell us what he did on board, and from when to when, and he will invite our questions.
If other ex-QE2 engineers wish to contribute in answering the questions, you too are very welcome.
And now, thank you Rod, and over to you :) .
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Thank you for the trust you have placed in me!
I first joined QE2 as an Indentured Engineer Apprentice, in 1971, btw Cunard SteamShip Lines last Engineer Apprentice with John Chillingworth who later became Chief Engineer.
After 7 months we went back to college for our final year in Liverpool, and then back to QE2. I retired from QE2 December 23rd 1988.
I served as Boiler Room Engineer, Engine Room Engineer, Maintenance Engineer, Kitchen Engineer, Laundry Engineer, Deck Engineer and Hotel Service Engineer. I did no service down below after it converted to Diesel Electric apart from on the Hotel Systems. So I know very little about that plant apart from the basics. Big, noisy and horrible. (I was brought up on steam!)
I will endeavor to answer any and all questions, but, I will not incriminate myself or any of my former colleagues or even Cunard Line.
I look forward to this opportunity.
Don't forget while my memory is pretty good, I did leave 23 years ago.
Rod
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Thanks Rod for been next in line, its nice to see other crewmembers coming forward with their stories.
I served as Boiler Room Engineer, Engine Room Engineer, Maintenance Engineer, Kitchen Engineer, Laundry Engineer, Deck Engineer and Hotel Service Engineer
From those above jobs which one do you lke most? And please tell us how would your daily routine at sea be in that job?
Cheers.
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Louis, as I am sure you know. EVERY job on QE2 had its ups and downs, its goods and bads.
The one I really liked was Hotel Service Engineer which was basically in charge of most of the jobs that I mentioned. It was the Senior Engineer position, until they created the Ships Service Manager. for all Engineering to do with the "Hotel" plumbing water fridge hospital boats kitchens etc.
My day would start at around 0630 with coffee on the helicopter deck then down to the Main Control Room to see if there were any problems I should know about from their side. Then to the plumbers shop, my HQ, to read the logs, see if there was anything from overnight etc Get the work tasked out etc. Then a walk around the ship which would usually take around an hour or so to check on various projects. In my day we carried both a radio and a pager. You stopped off in all the area that we covered. Sometimes you would be caught up in an idea from a Chef who wanted to move this to there etc....you would have to give an opinion as to weather it could be done and where it could be done. While a lot of people came up with a LOT of great ideas to improve their dept.... to move say an oven could cost over $20,000. Its a ship, everything is permanently mounted to the deck. Ships staff did not always have the technology or the ability to do that. One of our biggest problems was the Aluminum deck. We had no capability to weld there. Also because of fire risks, whatever was below had to be stripped.
The day would generally end around 1800.
As all Officers, we were on call 24/7. Then you had the dreaded "Niagara, Niagara, Niagara" calls!
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Hello Rod, How many crew worked in your team when you were Hotel Service Engineer? Did the team require to have different skills to carry out the various day to day maintenance onboard ship?
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As HSE i usually had 2 Engineer Officers and 12 Mechanics, Asst Mechanics working under me. After the re-engining they changed the Engineering Dept all around, Brought in a position of Ships Service Manager that also had Carpenters, who used to work for the Chief Officer. They also did away with some of the positions I held...basically thinking...well he's in charge let him do it. For electrical work if I could not do it myself then I would grab whoever was willing, ranging from the Chief Electrician on down. It was easy to do when you were the Kitchen Engineer as everybody liked the "Chefs specials"
The Hotel Service Dept, later Ships Service, looked after ALL of the machinery and equipment that had nothing to do with the Main Engine room. Obviously we assisted "the down below crowd" as needed as we had the welders etc.
We also looked after things like the Hospital equipment, mechanical side of the radars, bridge windscreen wipers, fuelling boats...not many people know that QE2 had 2 gas stations on board.. If you didn't know who to call,,,HSE!
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Thanks Rod, I have always thought of the role of engineers as versatile and challenging and from what you have said it certainly sounds like a challenging job. My Dad's qualifications were in Electrical and Mechanical Engineering. He always said that the engineers were the problem solvers and from what you have said so far it sounds like you were faced with more than a few problems on a daily basis.
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Rod, thank you for this opportunity to ask you even more questions than we have already done!
Were the engineers all one team under the Chief Engineer, or were they several teams under various chiefs of various departments?
Did the engineers mix with one another during their off-duty hours, or did they mix more with the other crew with whom they were most in contact (e.g. kitchen, hotel, etc.)? No doubt of course there is no general reply to this...
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Thanks Rod, I have always thought of the role of engineers as versatile and challenging and from what you have said it certainly sounds like a challenging job. My Dad's qualifications were in Electrical and Mechanical Engineering. He always said that the engineers were the problem solvers and from what you have said so far it sounds like you were faced with more than a few problems on a daily basis.
That is very true. Especially on a ship in the middle of the ocean. You were frequently tasked to fix something that you had no idea what it did nevermind what was wrong. Like the bedpan washer in the hospital!
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Rod, thank you for this opportunity to ask you even more questions than we have already done!
Were the engineers all one team under the Chief Engineer, or were they several teams under various chiefs of various departments?
Did the engineers mix with one another during their off-duty hours, or did they mix more with the other crew with whom they were most in contact (e.g. kitchen, hotel, etc.)? No doubt of course there is no general reply to this...
You are more than welcome.
Yes the Chief Engineer was in overall command of the Engine Dept. Hotel Service was a sub dept.
We did get together frequently in the Wardroom, basically every day! Like all other places, if someone shared your interests then you met and socialized,. Working hours also came into it. A lot of Hotel Officers were on duty when we were off duty.
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Hi Rod,
About (weekly?) safety drills, training and the Engineering Dept.
At a guess, as far as dangerous surroundings/ working conditions go,
not a lot of passengers would have been aware that this department was almost certainly the most vulnerable.
For the drills, did these happen more frequently, and where did they take place?
And training on the job - did this require a great deal of supervisory time too?
(We saw the deckies doing lifeboat drills etc - but there were few blue and white overalled crew amongst them)
(PS You'll be interested to know that the book 'We Couldn't have Done it Without Them' : The MN in the Falklands - the Admiral i/c is full of praise for the legendary 'Can do' approach of the MN on both the Atlantic Conveyor and the liners :) )
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As hotel service engineer, I assume you oversaw the cinema operations as well. Curious if QE2 went until the end with carbon arc changeover operation, or did they switch her over to xenon and platters? Also, I assume she had alternators with the steam plant, although in 1969 I guess she still could have been DC with MG's for the electronics until the changeover to diesels. Could you clarify? Thanks, Rod.
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A couple of questions, which I can't remember if I've asked you before !
(1) do you remember my Dad David? A turbine specialist who flew in from John Browns Engineering to provide expert assistance and advice as necessary... John Chillingsworth says he remembers him, but thats the only person I've found so far!
(2) Were you sad when re-engining time came? Did you think it was a good idea (before they did it) - and was it unexpected how it turned out in the end? As an engineer, are you amazed it was possible at all on a complex 20yr old ship? (I am!).
(3) are you surprised that a crew of people who had never set foot on QE2 as a Cunarder, have managed to keep "her lights on" and her lum reeking for 3 years? As an engineer, for her future, do you hope the engine rooms can be kept intact for her future static role?
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Hi Rod,
About (weekly?) safety drills, training and the Engineering Dept.
At a guess, as far as dangerous surroundings/ working conditions go,
not a lot of passengers would have been aware that this department was almost certainly the most vulnerable.
For the drills, did these happen more frequently, and where did they take place?
And training on the job - did this require a great deal of supervisory time too?
(We saw the deckies doing lifeboat drills etc - but there were few blue and white overalled crew amongst them)
(PS You'll be interested to know that the book 'We Couldn't have Done it Without Them' : The MN in the Falklands - the Admiral i/c is full of praise for the legendary 'Can do' approach of the MN on both the Atlantic Conveyor and the liners :) )
Weekly safety drills were held. They were announced to passengers but did not affect them. All of the Engine Dept were qualified firefighters, as this was obviously our biggest worry. The drills for the most part took place in the machinery spaces or working spaces, and there were simulations towards the latter part of my time. Most involved just getting people used to the equipment, knowing how to set it up and use it.
On the job training was commonplace for everything. Officers as well as crew. Sometimes you would come across a never happened before situation and you had to do it. It did take quite a bit of time up but fortunately most of the Engine Staff were a quick learn
Had not heard of that book...will try and get a hold of it...Thanks!
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As hotel service engineer, I assume you oversaw the cinema operations as well. Curious if QE2 went until the end with carbon arc changeover operation, or did they switch her over to xenon and platters? Also, I assume she had alternators with the steam plant, although in 1969 I guess she still could have been DC with MG's for the electronics until the changeover to diesels. Could you clarify? Thanks, Rod.
No Jeff I did not. That came under the Electrical side of things. An Electrical PO was employed as the projectionist. Never had anything to do with it sorry.
As a steam ship she had 3 turbo alternators generating at 3.3kV which was then stepped down in most cases. The biggest electric motors were the boiler fan motors that weighed about 3 tons each. Not much electronics were used to begin with except where you would expect to see them ie bridge etc. Most of the engine room controls were compressed air to operate valves etc. A Ferranti Argus computer was the first computer ever fitted on a UK merchant ship and it was used for data logging in the machinery spaces, could be used for hotel stores control and weather routing. First time it was used for weather routing it ran the ship into a storm. Hotel Dept didn't like their stores being controlled by the ER so data loging it was! Computer and equipment took up a 20' x 20' room. After re-engining it was all done by a destop!
Another thing the comp did was if you pushed the alarm bell in one of the elevators it printed out in the control room. A Chief Engineer, Jack Marland was showing off to pax who asked" well what if we get stuck". well you just push this button like this and in a couple of seconds this phone will ring....well the phone didn't ring ....Chief was not impressed withj the MCR watch!
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A couple of questions, which I can't remember if I've asked you before !
(1) do you remember my Dad David? A turbine specialist who flew in from John Browns Engineering to provide expert assistance and advice as necessary... John Chillingsworth says he remembers him, but thats the only person I've found so far!
(2) Were you sad when re-engining time came? Did you think it was a good idea (before they did it) - and was it unexpected how it turned out in the end? As an engineer, are you amazed it was possible at all on a complex 20yr old ship? (I am!).
(3) are you surprised that a crew of people who had never set foot on QE2 as a Cunarder, have managed to keep "her lights on" and her lum reeking for 3 years? As an engineer, for her future, do you hope the engine rooms can be kept intact for her future static role?
1) I remember the name. But most of my time as a Junior was spent in the Boiler Room, so was not very involved in turbine work. When I was in the Engine room, fortunately not a whole lot went wrong. I hasten to add that was more by the grace of God than my doing.
2) YES!. I had done a cruise on the Cunard Princess, and while it was great fun. (Well apart from being stuck in a bed for 3 hours, but thats another story!) The one thing that struck me was the vibration! It was annoying and irritating. You had to be careful what you left on the desktop or it would end on the floor. I also noticed the smell. I suspect that that was more a design problem though.
As an Engineer I tend to be practical so therefore, I realized that if Cunard were to be able to keep QE2 going, the "Greyhound of the Seas" then something had to be done. To keep her going on steam with something like a 20% efficiency was totally impractical. The Navigators and route planners definately did all they could do...mad dash to Everglades then slow cruising. But we were still being undercut by more modern ships. Cunard was also very slow to modernize. Personally I also think that they were too slow to bring out QE2. Would QE2's technical problems have been greater if it had come out earlier? Probably. But, so much of QE2's equipment was revolutionary and that caused some of the problems. Think your Dad will agree with that. Was I amazed? You betcha! Some of the things we saw at Bremmerhaven were unbelievable. The fact that it all came together basically on time is unbelievable. To see one of those engines being lowered into place..IT AIN'T going to fit...well it did..and guess what a few more too!
3) NO! QE2 is a much easier plant now than it ever was as steam. If you have the basics on a diesel plant and are shown the ropes..you should be OK. Yes I hope the ER's are kept intact. But again the economics come into play. Say she goes to Soton as a hotel. What would be the price of shoreside power over ships power. Environment, would she be able to meet any existing laws regarding a permanent powerstation, because esentially that is what she would become. To remove the engines though I think would be cost prohibitive. I would just like to see her running around the ocean somewhere. Preferably under the British flag, but I do not think that is going to happen.
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Thanks, Rod. Great Info! I know the old Queens were basically DC ships with a few functions supplied with AC from motor generator sets (electronics, radar, radios, cinema amps, etc), while the QE2 we now know had turbo alternators which supplied AC current which undoubtedly had to be rectified for lift motors, etc. Moral, you can't win! I do recall on the original QE you couldn't even plug in an electric razor if it was AC no matter the voltage. Nothing but those funky lumiline style incandescent lamps running on DC.
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I first joined QE2 as an Indentured Engineer Apprentice, in 1971, btw Cunard SteamShip Lines last Engineer Apprentice with John Chillingworth who later became Chief Engineer.
What does an Indentured Engineer Apprentice do?
Did you choose QE2 or were you offered the apprenticeship there?
What were your first impressions when you stepped on board and knew this would be your workplace for the foreseeable future?
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Isabelle, An Indentured Apprentice was an old fashioned way of getting a training.
http://en.wikipedia.org/wiki/Apprenticeship.
When I was at school and shall we say...causing a bit of trouble, I applied to join the Royal Marines as an Officer and after as selection course was accepted. But they required more exams than I was prepared to take. So I went to the Careers advisor and told him I wanted to work with my hands, travel and didn't want a 9-5 job. Here just got some literature from the Merchant Navy. He set me up an interview with a local company, Salvesens of Leith, nr Edinburgh. They offered me a job as an Apprentice. Problem was Salvesens was a whaling company and I didn't really want that! SO....I had travelled on Cunard and at that time Cunard was still the first name in shipping. I applied and was interviewed and accepted.
Basically they would train me to become one of their Engineers. 2 years at college, they paid..and paid me, 6 week vacation course during the summer holidays. Then a year at sea an an apprentice engineer, now called Cadet, then a year back at college and at the end I would be commissioned as a Junior 5th Engineer.
My Father, myself and a Master at school had to sign the indentures, basically a contract, that laid out the terms of employment. And salary I was to be paid. Total time of the Apprenticeship was 4 1/2 years. Salary for the final 6 months was 406 pounds sterling, about $ $800 at the time.This was 1973, my final year. If I decided that I wished to drop out there was a penalty laid down that I had to repay Cunard. My apprenticeship was with the Cunard Steamship Company which operated the passenger liners. Cunard Line at the time was just a holding company. At that time, the "Cunard" fleet was one of the largest in the world.
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But because I had signed on to Cunard Steamship basically I was destined for QE2. John Chillingworth and I were Cunard Steam Ships last apprentices. They stopped taking them for quite some time after that.
Chillingworth and I as the first part of our segoing, were flown out to RMS Franconia that was on the NY Bermuda run. Old ship, built in 1954 I believe. When you went from the Engineers change room on the top deck, to the Engine room, temp outside the elevator was 186!! I kid you not.
We did the final 3 months on the Franc, which BTW Cunard sold to the Russians who operated her as the Fedoyr Shalyapin, for many years. Then got a months leave and joined the QE2 in Soton. When I first walked into the control room...it was WOW!!!!
Scotty did beam me up to the Enterprise! So modern, so high tech...I was GOBSTRUCK!
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Thank you, Rod! Sounds just incredible...
In your work, I suppose, you did not normally have anything directly to do with the passengers. Did you think this was an advantage or a disadvantage? Did you meet passengers quite a bit in your leisure time?
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Thank you, Rod! Sounds just incredible...
In your work, I suppose, you did not normally have anything directly to do with the passengers. Did you think this was an advantage or a disadvantage? Did you meet passengers quite a bit in your leisure time?
In my down below work I had nothing to do with the pax apart from keeping the lights on for them. Didn't Motel 6 steal that?
They occasionally saw us in our boilersuits running down all 14 flights of stairs "E" was favorite, when the Engineers alarm sounded and occasionally saw us during the "panic", depending what it was. These interactions were usually short.
We met with pax in the public rooms, at the Captains Cocktail Parties, if we went, there was no order to go...but it was free booze.
When I went over to the Hotel Service side, there was a lot of interaction with pax. If there was a job on deck they all wanted to know what was going on. My uniform as HSE was blue trousers, white shirt, with epaulettes, and alot of time was spent in pax accom. There were always questions.
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continued:
Was this an advantage or disadvantage?
You have to remember that ...OH say from 70- 80 Cruise lines were evolving. Passengers wanted something different, they wanted to talk to the people that kept the lights on....This was a whole new ballgame for a lot of folks> Pax and crew. My "Blue Book", my rules and regs as an Officer as issued to me dated 1969, IN BOLD CAPS stated that: " If in the course of their duties, an Officer is engaged in conversation by a passenger, they are to break off the conversation as quickly and as politely as possible."
But times were changing, but when I first joined QE2, we were encouraged to go to Captains Cocktails. But there was always that rule in the back of our heads. I never agreed with it. But it was difficult.
When I came back as a Junior Engineer, it had all changed...we got a discount in the public rooms, some Chiefs "encouraged" us to go to Cocktail parties. My thought was...If somebody is going to pay my wages...I am going to try and be nice to them!
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Hi Rod
Thinking about things from your/ an engineer's perspective, it would be fascinating to know more about QE2 with regards to refits, port days and perhaps most of all - the time of her being fitted out for her 'trip' to the Falklands.
Taking the latter first - maybe you aren't able to say much about what your work involved then (during the fitting out period)...
On the other hand, it would be really interesting to know just how the fitting out for the change of service (as STUFT) was accomplished in such a short time.
The refits too, I guess these were done under the same type of orders / requirements as well - did all these need to be completed all to exceptionally tight deadlines - and if there were hold ups, what happened next?
On port days - were you always required to be on board and working?
(I've always felt so guilty, just sort of swanning off to enjoy the 'local scenery' on what almost certainly might have been the busiest day for you guys!)
Very many thanks to you.
Rosie
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Rosie, As far as the Falklands conversion goes there is nothing secret. The only secrets about that time would be the thoughts of the Admiralty etc. Those we will eventually find out. MAYBE!.
Before the ship arrived in Soton, the RN had decided what they wanted, naval architects had decided what they could have and plans were already in the works. Costs were not an issue so work went on 24/7 and the Vospers unions shelved any demarcation issues. A Royal Navy working party, RN 1701 if I remember correctly, that would stay with the ship, worked with the Hotel Dept on berthing and messing arrangements etc some of the 1 deck cabins had 14 people sleeping in them! I had to work with "Mad Mike" the Marine major who was in charge of getting all the troops ashore in San Carlos Water.They cut the Q4 bar off and installed things like landing lights etc and of course the 2 helo decks. At the pointy end they put another helo deck but it was not much use with the ship doing 30 knots. Behind the bridge, in the "Barn" the installed their secret satellite comms gear. Don't forget, in those days satellite was only used by the military. Frequent meetings were held with ships staff to keep us updated. Racks of big bulky timbers were placed in the 6 deck alleyway for damage control in case of torpedo attack. We installed over 30 washing machines and dryers in the room service pantries for the troops. Ships staff had to complete various forms etc, were issued with POW cards, and explained that when announced, we would fall under military rules and regs, instead of Cunard rules and regs. That included the death penalty for certain offences! We helped the military set up various offices and classrooms and away we went.
I later met up with one of the permanent RN party, whom I had last seen painting the aft helo deck. He was my sons High School Principal...in Florida!
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For Rosie continued:
Regarding time off. If you were on the 4 on 8 off watches then you obviously could go ashore during your off duty hours, or you could come to an arrangement with another Engineer to do your shift and and you would do a shift of his in his port of choice. Some of the seniors would try and make arrangements, on longer cruises for each member of the watch to get a "watch off"
My bosses would always give me Nassau because they loved seeing me being picked up by a huge cabin cruiser. For most of my time on board Nassau was an anchor port after this nasty reef attacked the hull. (I was born in Nassau and had a lot of friends there. On one occasion the Governor, Sir Roland Symonette, sent his limo to come and pick me up for lunch. My bosses loved that.
The worst place for me for refit work was Hong Kong. Most of the passengers would depart on tours and we would go in for a heavy session of pipe replacement. We still managed some time off though even if only to go ashore for a walk and a meal. Hong Kong was essentialy a mini refit. There were always time constraints in everything you did on board repairwise, especially when pax were on board. You were aware that some were paying $1000/day so really they should have water for 24hrs of that day.
Major refits were always governed by time. Work usually had to be done in a particular order and of course the ship had to sail on time. Did they try and go too far sometimes???? Probably! By the way the major cause of floods after a refit was not because of work not being done, but by major leakage of pipework. This would happen after a refit where the ship was completely dead. Pipes would cool. Especially if the refit was in winter. Put water through the pipes then heat it up a bit and bingo! Niagara, Niagara, Niagara!
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Still for Rosie:
Pax would tell the newspapers that the ship sailed when it wasn't ready...not the whole truth. With over 30 miles of copper pipe, all covered in insulation, was impossible to examine it all.
Believe it or not I used to enjoy refits.
Sorry about the long winded reply.
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Rod, what sort of "domestic" work did you have to do? I imagine that much was done for you -- cleaning your cabin, washing and ironing your uniform, cooking your meals and washing your dishes.
Were there other domestic chores that you would be expected to do for yourself?
Did you have a cabin steward? If so, was the cabin steward responsible only for crew, or did s/he also work in passenger cabins?
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Rod,
given that the British Merchant Navy (when we had one) required vast quantities of three types of liquid to function (sea water
to float in, bunker fuel to keep the engines running and cold beer to keep the engineers going) was it not a huge and traumatic
culture shock when you became part of the (in)famously dry USN family? ;)
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Did you have a cabin steward? If so, was the cabin steward responsible only for crew, or did s/he also work in passenger cabins?
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Isabelle,
Yes we had a cabin Steward that made the bed cleaned the shower vacuumed the carpet etc. The standards varied considerably and most of the time you ended up by doing some of the work yourself. You could ask for a morning wakeup call and tea/coffee etc.
When I was a Cadet/Apprentice the Engineers steward was a man? named "Jane" He/she would bring you your cup of tea and say 7:30 Mr Fair....ten minutes later head in the door...7:40 Mr Fair....ten minutes later...MR FAIR...IF YOU ARE NOT OUT OF THAT BED IN 1 MINUTE I AM COMING IN THERE WITH YOU!. Got you moving.
You did tip the Stewards if they did extra like keep your fridge stocked etc. The PO in charge while I was there was Joe Yexley who also ran the Wardroom bar. He did the barbills etc ordered supplies. When the NUS went we took it on ourselves.
As far as laundry went we did our own boilersuits/coveralls, uniforms went to the laundry and personal gear most people washed themselves. All meals were in the Wardroom. Basically a reduced TOW pax meal sent up and reheated...some things do not reheat well!
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NOW THEN YOUNG HORSEBRUSH!
To get to your point. After I left the sea I cut down on my drinking considerably. Not because I needed to, medically but because the boredom was not there. Yes I still drink, but only beer..and frequently and watchkeeping times...as a country and western song says"Its 5oclock somewhere"
As far as the culture shock ...nah not really. I love teaching the kids of the US Naval Sea Cadet Corps. I take a weeks vacation every year to run a training for them where I am in charge of up to 120 kids ages 10-18. I have to find the venue, arrange the kids from all over the US. Arrange the other other Officers/Instructors, come out with a budget, usually around $800/kid...tax dollars. Get the budget and training plan approved and carry it out! Great fun....and when the parent or the young kid comes up to you at the end and says thanks....thats better than cold hard cash!
I am now a LCDR in the USNSCC, the highest rank attainable. Will try and attach some pics.
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Great Pics Rod, looking good!!
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Thank you. The last pic was taken at our meeting site. He's the puppy I used to "threaten" the Cadets with. Sadly the gator was removed. Can't find one around here to save my soul!
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Hi Rod,
This has been such a brilliant topic, I've thoroughly enjoyed reading it, thanks so much! (I read all forum posts even though I often don't get a chance to reply, or only reply briefly).
I've given it a plug on Facebook and Twitter - image attached to show you.
Cheers,
- Rob
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Rob, I appreciate that! I will checkout the FB page. I am of FB my self, as Rod Fair, but also on the QE2 section there. Totally different group on there though that do ocassionaly overlap.
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Our Facebook page is https://www.facebook.com/TheQE2Story
Its sole purpose in life is to promote this forum - most of the time its used simply to point people to topics on the forum, such as this one!
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NOW THEN YOUNG HORSEBRUSH!
Sorry Mr Fair Sir,
I meant no disrespect to you or your orginisation. However, I feel I must relate the tale of a mate of mine and his experience of the United States Navy. As a young man he was an aircraft mechanic RN
on the old (or, rather the old old) Ark Royal. Anyhow he managed to get himslf onto an RN/USN exchange scheme and wangled a cruise on the USS Nimitz. Now this was not only an honour, but a great experience
for a junior rate like him. He'd come from a ship that was older than him to this state of the art bit of kit. Everything was big and new and worked, the accomodation was 5 star, the food was amazing.
However, one thing did rather take the gilt off the gingerbread. It wasn't so much the
lack of two tinnies a day from Her Majesty, more what he took instead. After a few days of coffee and coca
cola he was bouncing off the bulkheads and had to have a quiet word with himself.
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Sadly, well not so sadly, I do not go to sea anymore...the opportunity exists but timing has to be right. I went to sea with 20 Cadets about 5 months ago on a Coast Guard patrol boat was meant to be a 2 hour trip at 55 knots....trip out was good...but then we sucked a coconut into an engine and trip lasted 4 hours.
On one training I did..We took the Cadets for a flight in a C-130, meant to be landings and takeoffs... NAH they took us to Puerto Rico for lunch...from Florida.
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Are there any Ex QE2 engineers lurking here?
I know a of ex Rolls Royce Fitter who spent time on her several times with regards to stabiliser gear. He mentioned that she was a pig to work on, especially during her steam days.
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Hi Rod,
This is very off topic - but, 'hey!' as it's about welding hopefully it can stay a while before shifting off!
Did the uptakes inside her funnel ever need welding?
Was thinking any leaks could have been dodgy - and yet at sea, hot too....
Thanks
Rosie
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Apparently her Signal and Sub Deck suites leaked quite badly during heavy rain.
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Rosie, Engineering question, ask the Engineer thread...not off topic.
I assume you mean after re-engining?
If that is the case, then no I was not aware of any problems. BUT, remember I left at the end of 88, re-engine was 86.
Quick science lesson here for all not just Rosie.
When you burn/combust any fuel, it creates water and, CO2, these combine together to form carbonic acid, which is the main component of "acid rain" High sulphur fuels also make sulphuric acid. In the US for instance, diesel fuel is regulated to sulphur content. This obviousley goes up the chimney as soot/vapors etc...throw in a steam leak or some other added moisture and it will eat through metal over a period of time.
As a steam ship, "combustion gas" leaks were a constant problem. MANY times, before drydocks, boiler room staff would wear gas masks for their health, while on duty. Because of the soot that also came out of the leaks in the chimney, when you shampoos your hair after watch...lather would be black. Have often thought of suing Cunard because of my hair loss!
Leaks were identified every year and put in the drydock list. Many would be rejected because of cost.
Boiler room Engineers before refit every year would go up the chimney, identify, and mark wit an arrow and year, the leak...some leaks had 4 years!
Regarding hot....The Franconia, my first ship, waiting for the elevator to take you down to hell....186 degrees!, engine room platform under the big fan...120!
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Are there any Ex QE2 engineers lurking here?
I know a of ex Rolls Royce Fitter who spent time on her several times with regards to stabiliser gear. He mentioned that she was a pig to work on, especially during her steam days.
Your friend was right! But formed a great bunch of people
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Apparently her Signal and Sub Deck suites leaked quite badly during heavy rain.
Most of that was due to cracks in the aluminum. Constant problem at that level including the Engineers accom.
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Ok Rod, here's one for you.
How hard would it, and how costly, to reactivate QE2 to sail herself to Asia (hypothetically) after four years being idle. Eg: propellers, propulsion motors, thrusters (only one of which works), anchors, rudder etc etc.
At the end, your thoughts on whether there is any way we see her sailing there herself or is it tugs only?
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Ok Rod, here's one for you.
How hard would it, and how costly, to reactivate QE2 to sail herself to Asia (hypothetically) after four years being idle. Eg: propellers, propulsion motors, thrusters (only one of which works), anchors, rudder etc etc.
At the end, your thoughts on whether there is any way we see her sailing there herself or is it tugs only?
AS to cost...how long is a piece of string? AND how far are you going to stretch the string? In other words...impossible to gauge.
IF, they have excersied the props, the remaining engines, etc etc I see no reason why the ship cannot sail under her own power,
REMEMBER!!!! I was not a "down below" Engineer at re-engining, or, after. The motors we were told when it was decided to re-engine would have a life of 40+ years. The diesels, with maintenance, 50+ years. That may have been pie in the sky. When I was on we carried a crew of MAN people making sure that maintenance etc was kept up to date and do major repairs. I do not know the condition of the ship prior to entering Dubai, but I am told that it was a going concern as a seagoing vessel and it was kept that way.
The Chinese will not be worried as to Lloyds or any other agency. If they have control they will just sail it and be damned. Thrusters, no problem, that is what tugs are for. For safetys sake I would hope that the new owners would test a few things out.....before they embarked...but depend how desparate they are.
Remember the Chinese and "saving face" ???
I suspect that QE2 WILL SAIL TO HER NEW DESTINATION UNDER HER OWN POWER!
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Thanks Rod, that is interesting....IF she does move to her new destination under her own power, does it follow that the hotel would be powered from the engine room, not shore-side?
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Sorry Mr T, missed your question!
In my opinion, it would depend on cost. If you keep the engines running, obviously there would be maintenance costs, cost of fuel etc etc. If you put her on shore power , those costs are passed on to the power supplier and you pay for them. Seriously though I do not think it would be economical, to power the ship, LONG TERM, using its own engines. If you want to do the weekend cruise thing...then you could probably install the equivalent of a "charging plug" But remember, that the Hotel side of QE2 is a huge power consumpter! To run it alongside would probably require its own electricity substation.
Another thing I brought up in another thread. STEAM!!! QE2 would still require steam. All the galleys would have to be changed over to electric heat. Steam to heat fuel for pumping. The laundry, hot water, swimming pool heat. Steam was used in the reheat water that provided heat to the a/c. So there you are talking a massive chunk of change to convert to electric power from shore side! Also, QE2 was designed to run on an electrical frequency of 50 hertz. Most of China seems to be on that frequency...but the US is 60 hertz....will make a difference.
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In checking Alan's QE2 calendar, I see that April 29, 1987 marks QE2's maiden voyage as a motor vessel. For those working aboard QE2 at that time, do you have any new thoughts about the re-engining as we approach this anniversary ?
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Hi June
There's a considerable amount of detail throughout the Forum regarding the conversion from Steam to DE.
Here's something for starters, and I'll continue to look for more info for you, time-permitting. :)
https://www.theqe2story.com/forum/index.php/topic,1039.0.html
and Rob's THe QE2 Story website has a truly impressive amount that you may enjoy too!
http://www.roblightbody.com/liners/qe-2/1987_Refit/
Posts on her second maiden voyage (1987) may also contain more relevant details for you.
Hope this is of interest!
Rosie
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Hi Rosie - Thank you very much for the links to the wealth of information here on The Forum. I was hoping to hear from some who were aboard at that time and hear their thoughts now after more than 25 years have elapsed. June :)
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Rob's THe QE2 Story website has a truly impressive amount that you may enjoy too!
http://www.roblightbody.com/liners/qe-2/1987_Refit/
Yes, I agree. If you are looking for any information on the QE2's re-engining, then look on Rob's brilliant website! :) I would also be interested to hear some of the thoughts of engineers and crew too.
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we will see...my expertise is limited....was only an Engineer.
'Only' an Engineer - FGS Rod (for goodness sake!)
Your 'home' couldn't have survived without you - could it?
Here's the next question - nothing to do with Steam on the other topic - Sorry! 8)
BTW - who did all the ordering / stowage etc of equipment specifically requested by the Engineers Dept?
(just wondering when computers were used for the ordering of 'stuff'?)
If you ran out of 'stuff' - was it flown out to the next port of call?
(They do this on the current Cunarders - or for example, QV was held up by the shore-side Argentinians in Puerto Madryn and we waited, and waited for strawberries!!)
Rosie
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(They do this on the current Cunarders - or for example, QV was held up by the shore-side Argentinians in Puerto Madryn and we waited, and waited for strawberries!!)
Rosie
I can't imagine QE2's sailing being delayed due to revictualling issues. If all stores were not onboard by sailing time then they were left dockside, unless absolutely crucial to Ship's Operations.
Off topic, but I recall one World Cruise when we were seriously running low on toilet paper. Supplies were brought onboard in China, but were not of a suitable quality (think of something akin to using rolled sandpaper). There were untold complaints from guests and crew alike and further supplies had to be rushed out to the ship by plane, if memory serves me correctly, at the next port of call.
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Off topic, but I recall one World Cruise when we were seriously running low on toilet paper. Supplies were brought onboard in China, but were not of a suitable quality (think of something akin to using rolled sandpaper). There were untold complaints from guests and crew alike and further supplies had to be rushed out to the ship by plane, if memory serves me correctly, at the next port of call.
I find that story quite amusing. ;D
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Of course Cunard being Cunard, the crew (with the exception of those cabin staff who purloined a few of the new rolls for their personal use and Officers such as myself who "acquired" some of the new rolls for our cabin toilets) had to make do until the Chinese supplies ran out.
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Yes, I agree. If you are looking for any information on the QE2's re-engining, then look on Rob's brilliant website! :) I would also be interested to hear some of the thoughts of engineers and crew too.
Obviously I'm not an Engineer so I can only add my experiences as a lay person. I joined 6 months into QE2's return to service when most of the post-refit problems had been sorted out. Those that remained were to do with the vibration from cavitation on the rear section of the hull due to the Grimm Vane Wheel issues (covered extensively elsewhere in this Forum). Repairs were made in Southampton in July '87, when the remainder of the vane wheels were cut off and in Bremerhaven in July '88, when new propellers were fitted (?). Until then noise and vibration was a major issue in the aft pax and crew cabins especially on TA's. Once this had been sorted out the re-engining proved it's worth on numerous occasions with speed runs across the Atlantic or to make up time to get back on schedule after delays due to fog. Not to mention the improvement in running costs due to lower fuel costs.
Not an engineering issue granted but a problem that did emerge after the Big Refit in the first year was the amount of new crew taken onboard. Many of the NUS Hotel Crew pre-1986 did not rejoin QE2 on the new contracts, consequently a lot of experience was lost to the ship. Cunard sourced a lot of the new crew from shoreside, some very young and many who had never been to sea before. A combination of long hours, long contracts before leave and difficult working conditions resulted in a high turnover of staff. Pe-dating the Cunard White Star service, Cunard alongside CSM initiated an induction course shoreside for all new crew members to prepare them before joining in Southampton covering Cunard standards of service plus Basic Sea Survival Course.
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Not an engineering issue granted but a problem that did emerge after the Big Refit in the first year was the amount of new crew taken onboard. Many of the NUS Hotel Crew pre-1986 did not rejoin QE2 on the new contracts, consequently a lot of experience was lost to the ship. Cunard sourced a lot of the new crew from shoreside, some very young and many who had never been to sea before. A combination of long hours, long contracts before leave and difficult working conditions resulted in a high turnover of staff. Pe-dating the Cunard White Star service, Cunard alongside CSM initiated an induction course shoreside for all new crew members to prepare them before joining in Southampton covering Cunard standards of service plus Basic Sea Survival Course.
I remember being told by John Duffy on his table, that when he was interviewing people for the QE2 for her re-entry into service he was up in Scotland and went to breakfast and asked a member of the Hotel staff why all these people were lined up, to be told Oh they are here for the Cunard interviews, John Duffy then thought it better to skip breakfast and asked for a pot of coffee to be bought to him and he got the interviews started.
He always maintained from that particular set of interviews out come one outstanding employee who joined QE2 and ended up on QM2. Before leaving. I have to agree he never said a truer word. :D
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He always maintained from that particular set of interviews out come one outstanding employee who joined QE2 and ended up on QM2. Before leaving. I have to agree he never said a truer word. :D
That has got the old grey cells going, trying to figure out who that person might be!
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That has got the old grey cells going, trying to figure out who that person might be!
Two words
Doris & Varda ;) and if that isnt a clue....
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No more need be said, Gotcha! ;)
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Hi Rod - Do you remember what your thoughts and impressions were when you first walked aboard QE2 as an Indentured Apprentice Engineer ?
June :)
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Star Trek!
Having come from 2 ships, RMS Franconia and the Port St. Lawrence that were both knocking on in years, walked into the Main Control Room...air conditioned, consoles, chairs with wheels, big windows.
Star Trek was truly my first thought!
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Thanks, Rod ! What was your very first assignment, whether it be task or instruction ? :)
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First assignment was 8-12 in the boiler room. I believe the Engineer over me was a guy by the name of Dougal Woodward.
Interesting side note about Dougal........
Supposedly he was only going to sea to make a bit of money, yada yada yada...but he decided he liked it. His wife was not happy kept on pleading for him to retire...he was about 26 or so... his wife started taking matters into her own hands....kept on hiding his Discharge Book in more and more difficult places to find. Once she even buried it in a flower bed...without the discharge book...you do not sail!
He retired.
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Hi Rod -
Thank you very much for your reply and information. What specifically did you have to do or were responsible for during that time as an apprentice in the boiler room ?
Poor Dougal ! quite a story.
June :)
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Basically...learning. sometimes you would be used as an extra hand.
For a couple of months I was used as the watchkeeper when they were short staffed!
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Hi Rod -
Thanks very much for your reply.
In the learning process, were you individually instructed by other engineers, shadow them, be assigned tasks or all of these and others ?
What did the watchkeeper have to do ? For how many things and what kind of things were you responsible ? Was the boiler room controlled manually, automated, or a combination of both ?
Thanks again !
June :)
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You were not individually instructed per se. You learned how to do a task, then that was your task. AKA give the Engineer a break! You were a shadow, almost monkey see monkey do. Remember these were Engineers not teachers. Some were very, very good as teachers. Others???? meh!
Offship for a bit...there was one Senior Engineer on the Franc, also later QE2, who was a SUPERB teacher! Ron Bradley. If you asked him a question, he would in all likelihood do one of his "back of a fag packet" drawings and explain it in words you could understand.
You also had to trace out various piping systems etc.
Watchkeeping has been described as: "Hours and hours of sheer boredom, interspersed by moment of stark terror"
Each watch was assigned a boiler, sometimes you would paint it, polish the brass, anything to pass the time. Waiting for the moments of stark terror. You also had to do water tests and chemically dose the boilers, that was mostly 4-8 though.
You watched! Dials gauges pumps...if the ship was underway you might do a few minor repairs. Entering and leaving port you had to reduce/increase the number of fires in the boilers, under direction from the Control Room.
As far as manual/auto..... both.
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Rod: Just curious...was it common to change out burners (e.g. larger/smaller) depending on whether in port or steaming and depending on speed, or was it generally a case of leaving the same ones and just lighting off more or less of the same burners? Thanks much!
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NO Jeff there not larger or smaller.
Each boiler had 7 burners. 5 were hand operated and 2 supposedly!!!!!! operated from the Control Room.
As demand for steam increased/ decreased, then we would put in/take out burners, and of course the associated air dampers as requested by the MCR.
If we got a report of black smoke either from the bridge or the smoke watcher (for leaving/arriving) then we would have to find the problem, inform the MCR we were...say...taking out number 5 and putting in number 7, or whatever. Burner tip could be worn/blocked...fix the problem and get it ready for max speed.
There were only 2 sizes of burner tips. Regular and one that I NEVER saw, that was the one for firing the ship up from dead cold, ie refit on diesel.
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Thanks, Rod.
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Star Trek!
Having come from 2 ships, RMS Franconia and the Port St. Lawrence that were both knocking on in years, walked into the Main Control Room...air conditioned, consoles, chairs with wheels, big windows.
Star Trek was truly my first thought!
Sorry to bring back up this old post, but that does sound brilliant! :)
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Watchkeeping has been described as: "Hours and hours of sheer boredom, interspersed by moment of stark terror"
Hi Rod - Please give us some examples of "stark terror". Thanks ! June :)
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Belting along the North Atlantic, in very rough weather. Overides not put on the boiler shutdowns, ship takes a heavy roll, water in the boilers takes a somersault. 3 boilers think they are out of water and shut down!
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Then what...?
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MCR told TCR to shut in engines, told me to get the boilers relit. I kinda took the quick way out...And manually opened the fuel valve that had shut, allowing fuel to 7 burners at once.
PLEASE DO NOT TRY THIS AT HOME!!!!!!!!!!!!!!!! I swear that the boiler front moved about 6"! It was something that had never been covered in training, not many of the seniors had ever done it, or at least admitted to doing it. The other 2 boilers I did one fire at a time.
Lessons learned, don't do that, but also, put the manual overrides on in rough weather.
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Hi Rod,
Another 'Minties Moment'! Love It! And it brought back dim memories.
Back in the early 70's I can recall a CPO taking me through the boiler-relight procedure and me hoping I never had to do it in anger. This was on a steam frigate with Babcox boilers, and I seem to recall they had 7 or 9 burners and a 'half' burner.
When manoeuvring the watch chief would signal for 'Up a Half', or "Up 1.1/2' or 'Up 2', or down as required, and look out if you got it wrong.
The thought of you firing seven at once has me cringing - I would have been crapping myself if present. Probably because we have an understanding of the fuel explosion potential when the purging isn't done for the required time before ignition.
Lucky the T.A.s/ feed pumps/fans etc., didn't stop.
Don't know if you are onside with the weather gods up your way, but can you please ask them to melt the snow in Buffalo so we can drive through from Toronto to Boston on Dec 6th. Then doing Amtrak down to NY for 6 days, then down to Philly for a couple more, then Washington/Virginia for a week for my lad's engagement party, then home to Xmas sunshine and 20 - 30 degrees C., I hope.
Cheers
Skilly
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Thanks, Rod and Skilly, for your messages ! Who else was there to witness the 7 burners coming on at the same time ? What is the procedure for lighting one at a time ? Skilly, have good travels ! June :)
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Skilly first,
Have not heard that "Minties Moment " in many, many years! Thank you!
I certainly would not do it again. NO doubt about that. I said the boiler front moved 6' well the soot that rained down on us, was amazing.
We were extremely lucky. Alarms were going off all over the place, fortunately the ER guys were able to throttle back rapidly. Load was automatically shed. AND yes I nearly had to use that "Break glass in case of emergency" box that contained new undies.
I was not castigated over the incident, basically it was the first time for everyone!
After that, in rough weather, manual overrides (for the non Engineers, handjacks for Skilly), were put on.
Basically I made a decision after an order was given, and it worked!
I was an Engineer Cadet at the time. In charge of the boiler room. Had been at sea maybe 8 months?
To June:
My fireman was there he had been at sea about 5 months longer than me!
The procedure for lighting a boiler, from cold is that you put the burner in, and there is a contraption, called an ignitor, about 5 foot long, that you put in through a hole in the boiler front, turn on the fuel, pull the trigger and the end of the ignitor creates a carbon arc and the fuel is ignited. As the boiler is cold...you need to warm it up gradually. If you have had extensive brick work repairs done....it literally may take days, depending on who is in charge. You may put a fire on for an hour, then off for an hour. Once they have decided that the brickwork is good to go, then you start building pressure, maybe put 2 fires on. Watch the water levels, because water expands when heated, (ever overfilled your electric kettle?), When pressure starts to build up, you have to open the drains, in the steam lines, to let condensation out. Water is not good for turbines! Main steam valve from the boiler, you would open 1/4 turn at a time, again to warm things through. The whole process, again depending on who was in charge, could take 6-10 hours.
Lighting a hot boiler.... Please to not fire me Skilly....
If for whatever reason, 1 boiler had shut down while running, you would shut ALL fuel valves to the burner, withdraw all but 1 burner and, of course air supplys, usually #4 and if you went by the bible, you would drag out the ignitor etc etc. If it was within a couple of minutes you became an atiest and lit the fuel off the back wall of the boiler. Then you would put the other burners in as soon as needed. Min 3 was required to make 850 psi.
Sorry to be so long winded, but it is not easy to make it short!
Back to Skilly, sorry nothing with the weather gods here. But take your lifejacket!
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Thanks, Rod, very much, and I appreciate very much your detailed explanations ! June :)
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Hi Rod -
It's me again !
Was the blast from all 7 seven burners coming on at the same time felt and heard throughout the ship ?
How did your fireman react and what did he do ?
After being in dry dock, how long did it usually take to fire up all three boilers ?
Were the turbines under steam ever brought up to their maximum horsepower ?
Regarding the turbines, could you please explain how the dual-tandem reduction gears work ?
Thanks much !
June :)
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Hi Rod,
A wee bit off topic, but have just been told that 'Aruba Jones' (one of QE2's original 1969 engineer cadets, from Manchester) has failed his medical and is now on the beach at age 65. Brian was my 1/E for years, before getting my job when I smashed my back up and got carried off.
Another one bites the dust.
Skilly
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when I smashed my back up and got carried off.
Hello Skilly, therein surely must lie a tale... not a happy one, it seems...
Did it happen in the course of duty?
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June,
7 burners at once...not the whole ship, but I am sure that the people living directly above felt a little bit of vibration!
My fireman kinda just stood agape as I did. You being an American would remember the quote from Urkel "Did I do that?"
Firing up from cold. I had only one instance of that Rotterdam in the 70's. The drydock insisted on completely dead ship.
Because you have to warm everything through, brickwork, piping etc etc You would put one fire on for about 10 minutes....then gradually increase the time. As pressure built up you would let a little bit of steam through to the engine room to let their systems warm up. Then you have the inevitable leaks, which have to be fixed. Some requiring complete shutdown. I believe in Rotterdam it took nearly 48 hours before we let steam in any quantity through to the engine room and alternator room.
In a loss of power situation at sea it could take 16 hours to get full power back. Because of close tolerances in the turbines, they have to be constantly turned when cooling down/heating up. In a blackout event this would have to be done by hand with a gigantic ratchet. Don't forget no ventilation, so temps were up in the 180's.
Double reduction gearing....on this one June going to keep it as basic as possible. Turbines rotate at thousands of rpm, shafts at 165-175 max.
You had 2 turbines on each shaft, high pressure and low pressure that had to be geared down.
Dual tandem double reduction allowed both turbines to be attached to the same gear box.
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Skilly, I remember "Aruba" very well. He was a TCR Engineer when I joined. Yes I do know how he got the name of "Aruba" , NO I will not repeat it until they come up with a "THE QE2 STORY....the "X" rated edition!
About a year after I joined as a Cadet, I believe he went to the "small" ships.
I think that if I had stayed at sea....I would have bitten the dust as well!
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Hi Rod -
Thanks very much for your message.
Just didn't know how loud a "whump" seven large burners would make coming on at the same time.
Thanks for letting us know the amount of time you actually experienced in firing up the boilers from a dead ship.
Incredible about cooling down the turbines in blackout and the work temperature.
That actually answered what I was unsure about in that both the high pressure and low pressure turbines are attached to the same gear box.
June :)
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A picture showing Aruba Jones , 3rd from left, having a beer on paradise beach Nassau February 1972
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Thanks JayCee,
You must have really done some fishing through the basement to find that one!
I'm going to frighten him with that photo. I'll sneak it to his wife, and she can sit it alongside the one of him in his cadet's uniform in his lounge.
I believe the Aruba incident is probably why he got transferred to Caronia 8)
I would have picked him out no trouble. But, time favours no man (especially ship's engineers for some reason), and when one has a succession of good cooks on board, and one has stayed on the same ship (a self-discharging mini-bulk cement carrier) for 26 years, then naturally the elastic expands, as witnessed by the attached photo I took on 30.10.2009.
The gentleman standing to the right is an ex-captain of the old 'Doulos' about 5 years back, and another shipmate of mine who lives not far from me.
Cheers
Skilly
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That Martin Harrison next to Aruba?
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One of Rod and other engineers 1972 Tavern on the Green New York wedding of David McFee (Fido) QE2 engineer
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Hi Rod -
Thinking back about your time on QE2, what is the first thing that comes to mind ?
June :)
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Hi Rod -
Thinking back about your time on QE2, what is the first thing that comes to mind ?
June :)
Careful Rod!
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Hi Rod -
Thinking back about your time on QE2, what is the first thing that comes to mind ?
June :)
After coming from a ship that was launched in 54 or 56, I walked into the air conditioned control room immediate thought was "Beam me up Scottie"
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Really awesome !! :)
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Hi Trevor -
I am bringing forward this topic as it does not appear that you have found it yet.
A lot of good information and interesting reading here.
June :)
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Hi Trevor -
I am bringing forward this topic as it does not appear that you have found it yet.
A lot of good information and interesting reading here.
June :)
Thank you, June! :)
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Hi Rod!
I was just wondering if you remembered my dad Dusty Miller?( John Miller) who worked for months on end as as a specialist welder on stand-by in the late 70s (was on 1977 world cruise definitely and others up to 1985)as his company designed the boilers
(Foster Wheeler I think?)..in case they broke down....he was on a few world cruises and TAs- stories galore!
He absolutely loved this ship. Highlight of his career. One world cruise he did not a lot he said except weld a stainless steel table leg in the galley! He passed away three years ago sadly. I never cruised on QE2 but after he did four months at sea I met him in Southampton and had the privilege of boarding for the evening aged 15 with my Grandmother and was shown around the ship including the boiler room of course!!
Thanks for reading!!
Debbie Elcock
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I believe I do remember him! Nice guy! In fact all of the welders they brought on, far too often I might add, were great guys and very good at their jobs. They were always willing to teach too!
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Thanks Rod! He was a nice guy and trained many an apprentice in his day.
I’m attaching a photo- later in life but just looks older! He also worked on “The Love Boat” and Canberra but QE2
Was his biggest passion. When he retired he was presented with a QE2 in a glass case!!
He mixed with passengers( including celebs he cheekily befriended!) and regularly met up with the captain so perhaps some others reading this might
Also recognise him! He was a very funny man and loved a drink!
Thanks again
Debbie
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Thanks Debbie for sharing your Dad's story and picture (I have rotated the picture for you)
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Thank you Lynda! Realised after it has gone😱