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!*»•* V/mJit
1 4
The Liner
led ocean liners their husbands,
ALL PHOTOS COURTESY OF
utes past midnight on 4 May 1982 and was immedia^ requisitioned for war service. Later that morning, !• passengers disembarked after breakfast, and various a mal cleaning up chores were done for the remainder o day. At 2200, tugs carefully swung the 963-foot l|n^j troopship around in the turning basin so that her starb° side lay against the quay.
iifl?
use, and the carpet was being destroyed. Some m up mous deep blue carpet of the “D” stairway was ta V and stored, exposing the bare deck, which corn p|y
minor
Beautiful weather and thousands of people greeted the Queen Elizabeth 2 as she made her way upstream toward Philadelphia on 25 April 1982. Residents of Delaware, New Jersey, and Pennsylvania lined the coastline and packed the broad container wharf at the Packer Marine Terminal to catch a glimpse of the majestic liner as she dominated the river skyline. During the next three days, 12,000 privileged souls paid $50 to $500 each for the pleasure of either breakfast, cocktails, or dinner on the ship. The special occasion for the Queen Elizabeth 2’s maiden arrival in Philadelphia was the grand opening of “Century Four,” the year-long tricentennial celebration (1682-1982) of the founding of the city of Philadelphia by William Penn.
The reception given the QE 2 was exuberant, even if security precautions were tight. In addition to the normal concern over Northern Ireland, the outbreak of hostilities between Great Britain and Argentina over the Falkland Islands 8,000 miles away in the wintry South Atlantic had heightened concern. U. S. Coast Guard vessels were very much in evidence on the Delaware River. Despite the troubles elsewhere, summer conditions prevailed in Philadelphia, and the maiden visit of the QE 2 was both a commercial success and a public relations triumph. Every newspaper, radio, and television station had covered the arrival of the largest passenger liner to dock in the city of Philadelphia.
Even when she departed around noon on 29 April, people crowded into every small vantage point along her route to the sea to see her off. After a brief stop at Lewes, Delaware, to drop the pilot near the old stone ice breakers, the QE 2 put out to sea for what everyone thought would be a normal run to England.
All of her officers were concerned about developments in the South Atlantic, but few thought there was much likelihood of the QE 2 taking part in the hostilities. At one point, First Officer Philip Rentell and Second Officer Paul Jowett, on the 8-12 bridge watch, became interested in calculating the fuel, time, and distance factors at various speeds for a run from England to the Falklands. Captain Alexander J. Hutcheson, discovering the two junior officers and their calculations, had laughingly told them, “You two will have us down there yet!” Little did he know that within days, the statistical information would be of value. The officers on the bridge calculated that the QE 2 would travel the 8,000-mile route at a speed of 27Vi knots over ten and one half days, during which her engines would gulp 6,000 tons of oil. That oil would have a retail value of more than one million dollars at $ 180 per ton for the one-way trip.
The shocking news that the liner actually was to be requisitioned for trooping duties came by unofficial channels. On 3 May, as she steamed along the southern coast of England bound for Southampton, some of her crew listening to the BBC news heard that their ship had been requisitioned by the government. When Captain Hutcheson was phoned by an enterprising BBC reporter and asked about the requisitioning, all the captain could answer was that he knew nothing about it officially. The ship’s officers naturally felt they should have been given
some forewarning of these developments, but they later learned that the news had been released prematurely 111 London. Following confirmation, Captain Hutcheson formally announced to passengers and crew shortly after 1300 hours that the QE 2 would be withdrawn from commercial service upon arrival at Southampton.
The QE 2 was due to dock late that evening. As she steamed up the English Channel with her lights ablaze, there was considerable excitement on board. The Queen Elizabeth 2 officially came alongside her berth at two mu1'
Conversion work to prepare the ship for her tr0°^0.,[ assignment began on 5 May. Between 5 and 9 May- ^ of the decorative pictures and valuable furniture were .j) moved from the ship and stored in warehouses ashore-^ plants also had to go, as well as the casino equipment , QE 2’s own china, glassware, and silverware were lected, packed, and stored. In an effort to protect the ^ peting, sheets of hardboard were laid over all carpe0{ the public rooms, passageways, stairways, and in s0 ^ the cabins. This activity was successful only in areas riencing light usage. During the voyage, it became nc ^ sary to remove the hardboard covering in the v'cl!l.l,in' “D” stairway near the entrance to the Columbia ^
Room because the boards were deteriorating unt*e/,he fr
oftn ,
withstand the wear. In other areas, the carpet J^jji would have to be replaced when the liner returne trooping duties. s< the
Because of the adaptability of modem helicopte^j ;lfi broad open expanses of the QE 2’s decks both f°re ..feW were perfectly suited for the aircraft—with just ^d
—>. alterations. Chief Officer Ronald Warwi
^irst Officer Rentell discussed the plans of the ship with lieutenant Commander David Poole of the Royal Navy and then escorted him around the open decks. Suddenly, ae immensity of the task sunk in as decisions were made |° slice off the Upper Deck Lido in line with the Q4 Bar n°w the Club Lido Bar) as well as all the associated substructure down to the Quarterdeck level. This would ^able the after end of the QE 2 to be converted into a anding pad and service area for helicopters. The Forward garter Deck would be extended toward the bow and over
The question of what would support the enormous ,®*ght of the steel pads and the 18,626-pound Sea King e ’copter, plus whatever it might be called upon to carry, as critical. The two outdoor swimming pools aft sup- ^l£d the answer since they were designed to hold tons of g aWater and could therefore supply the foundation for the '8ht deck. Steel plates were laid over the bottoms of the °ls to support and distribute the weight of a network of bical girders.
QE 2 at sea with heavy oil coursing through piping that ran through passenger areas and then down to the vulnerable propulsion system was considerable.
The equipment coming on the QE 2 included hundreds of extra life jackets and additional safety appliances of all nature. The ammunition assigned to the ship for transportation was stored primarily in number one hold, although additional quantities in containers were also loaded on the Sports Deck forward of the funnel. Equipment too large for convenient stowage or which might be needed quickly for off-loading by helicopters ended up on the open decks aft, on the raised Boat Deck, and on what was left of the Upper Deck. This included landrovers, trailers, helicopter parts, fuel, and rations. Positioning of high-octane aviation fuel and ammunition in containers on open decks with the possibility of an Exocet missile attack was dangerous, but virtually no location on the QE 2 offered much security against an attack.
As the QE 2 was receiving tons of military stores and equipment, the news was received that HMS Sheffield, a
In characteristically boisterous ceremonies, homage was paid to King Neptune as the Equator was crossed and pol- lywogs became “trusty shellbacks.” But, later, facing page, the King showed the Queen his power, as whipped by gale force winds, the angry seas made refueling from the oiler Bayleaf memorable.
of the
The safety of all on board was the prime concern
British frigate, had been sunk by an Exocet missile fired from an Argentinian Super Etendard plane. The Sheffield suffered heavy casualties, including 20 dead. Two days later, the second largest ship in the Argentinian Navy, the General Belgrano, was torpedoed and sunk. The war was heating up with grievous losses in men and ships on both sides. Suddenly, Cunard officers and crew, who were being given sporadic leave, began to be more concerned about writing wills and setting their personal affairs in order.
Cunard sought volunteers to man the ship for the voyage to the war zone. Approximately 650 were chosen from more than 1,000 who had stepped forward. Finally, after eight days of conversion chaos, the Queen Elizabeth 2 was ready to receive her most important military cargo. Preparation parties arrived on the afternoon of 11 May, and the formal embarkation of troops began at 0545 on 12 May. Regimental bands piped the men aboard.
Many officials saw the QE 2 off. Representing the owners were Lord Matthews and Mr. Ralph Bahna, President of Cunard Line. A selection of military brass, including an admiral and four generals plus staff, fared their compatriots well. Finally, Mr. John Nott, Britain’s Minister for Defense, arrived at 1430 for a quick tour of the bridge and a short address to the troops. The ship had on board approximately 3,000 men of the Fifth Infantry Brigade, comprising units of the Scots Guards, the Welsh Guards, and the Gurkha Rifles, in addition to naval personnel and her own crew.
Departure time was scheduled for 1600. At 1603, the QE 2's siren heralded the fact that all wires and ropes were clear fore and aft. With the tugs Albert, Calshot, and Clausentum fast forward and Romsey and Brockenhurst fast astern, the 67,000-ton liner-troopship under the command of Captain Peter Jackson slowly headed upriver to turn. Within 23 minutes, this was achieved, and the Queen Elizabeth 2 proceeded to sea past the terminal bearing her name, which was crowded with family and well-wishers, to the wail of a Scottish bagpipe rendering “Scotland the Brave.”
The departure was majestic but not without anxiety on the bridge and in the engine room, since the routine maintenance on two of the three boilers still had not been completed on schedule. Because of the enormous wartime propaganda value of an on-schedule departure, it was decided that the ship should sail on time. The ship would then drop anchor in the channel, and the maintenance would be completed by the ship’s own staff under the leadership of the Chief Engineer, Mr. John Grant. The QE 2 has three massive boilers as part of her propulsion machinery, and she can do up to 30 knots on all three, around 21 knots on two, but much less, six to ten knots, on only one. With only one-third of her boilers in service, the ship was not capable of sudden stops or quick maneuvers, let alone much speed. The pilot, Captain Peter Driver, was far from pleased as he tried to maneuver his contrary charge with one-third power in winds that increased to Force 7. The tug Albert remained in constant attendance just in case there was any unforeseen trouble.
As the ship steamed slowly down the Eastern Solent, passing Cowes and the coast of the Isle of Wight, the helicopter landing pads were baptized as two Sea King helicopters from the Royal Naval Air Station at Culdrose. Cornwall, which had previously flown to Portsmouth, made their cautious approach and touched down in number two and three positions aft. The number one position was on the forward pad on the bow. The planes were speedily secured in their appointed positions for the v°y age with their rotors folded back. As one Cunard offjce| commented, “It all appeared so practiced and proficien that one would imagine we had been doing it for years.
The ship anchored for the night as planned along 1 Isle of Wight. Early in the morning, the tug Bust ( brought still more stores. The boiler situation looked better by breakfast on 13 May, and shortly after 0900,1 order was given to “stand by engines.” The anchorvV ^ weighed, and to everyone’s relief, full power was so available on the boilers.
QE 2’s officers and the various military staffs. Sho after getting under way on 13 May, the first full-scale 0 drill was held at 1030 for the 3,000 troops. All were swung out to the normal embarkation level so 1
medial
rea(j
y Would have been swung out into the embarkation
oil k ~ ‘5CU,CU iiuju ouuiuanipion wun o,yoy tons or ruei in thgli^at was barely enough to get her to the destination With ^°utb Atlantic. She headed south to rendezvous
nannei
The
ship sjde and fired a rocket line across to the troop- htterJhe lightweight rocket line was attached to a second,
—---------------------------------------------------------------------------------------- ' UUUU1VWU1 IVlUVllll^ 1U1V/J
^pproV Rover had the responsibility for station keeping
'-'vci uic o-niLii iiexiDie iuei line, ine nose oil n ecte<^ to the QE 2’s new bunker, and several tons
Of
0llt to Was tEen cleared, disconnected, and paid back
Wit, — The confusion of the first day was remedied able assistance of Regimental Sergeant Major "'hose voice could rival the ship’s fog horn for car- P0wer- Each muster station had an officer or non- h3(j nilss'°ned officer in charge, and each group of 25 men of 2s ^es'8nated leader. In a real emergency, each group Would be directed to a lifeboat or a raft, which al
pOSjt* —-* • *• u v/ui imu mi/ vinuuiivuuvii
and K°n ^ S*1*P S crew- Additional survival lectures
•j^oat drills became part of each day’s routine.
Hiei). e afternoon of the first day at sea was spent experi- kerswfth at-sea replenishment of the QE 2's fuel bun- r>:, : he sailed from Southampton with 5,969 tons of fuel
Mtjj Ji ‘ nv/tiiaw\j ouuui IU ituutz-vuua
Char|n ® Royal Fleet Auxiliary tanker Grey Rover in the
S(arbo tanker Grey Rover approached from astern on the 8er,”^,,’ate line- which was attached to the “messen and ahe two ships took up position about 150 feet apart VCa j stance line was run across from the two *he Qres- In a reversal of the traditional refueling roles
'Fprov* liau Ult icapuiiaiuiniy iui sumun Keeping,
^ar lmately 100 soldiers took position on Two Deck Venjjl °aggage door that had been modified for fuel N thel11cnft they took up the slack in the “messenger” '''as Pulled over the 8-inch flexible fuel line. The hose
»» iI,v Vt4-' “ J it*'" L/Ulliv^l , dllU oLVLlul lUlld
The ^rom tankert0 the troopship’s bunkers.
*1 ' itiv/ii UlbtUUIlCLlCU, ill 1U paiu DdiK
^Steth wC Grey Rover ft)r retrieval. Since the refueling ^VWherUS t,rovecl workable, the giant Cunarder could go 'V° ship^ anc* remain at sea virtually indefinitely. As the Peeled away from each other, their horns thun-
Her primary value as a troopship was that QE 2 could deliver physically fit troops and pilots to the war zone.
Thus, exercise routines went on throughout the day, many involving soldiers in full battle kit. But her spaciousness made her a more vulnerable target which, armed only with pop-gun Browning machine guns, could not survive a determined attack.
dered the traditional three blast salute. In this instance, the salute marked a job well done.
Helicopter handling was also tested that afternoon because two soldiers, one with severe appendicitis and one with an injured foot, had to be transferred to a shore hospital. At 1745, the helicopter departed forTreliske Hospital, Truro, with two patients, a doctor, and the senior nurse. Those returning on the helicopter brought every newspaper covering the war and the QE 2's departure that they could secure. These were greatly appreciated by their shipmates.
The QE 2 proceeded south, avoiding the normal sea lanes, on a 3,000-mile track toward Freetown, Sierra Leone. The second day out, a French “Atlantic” reconnaissance plane buzzed the liner and wished her well. Thereafter, it was felt that security from any sea-based unit was probably complete, although the problem of spy satellites makes all precautions under cloudless skies somewhat questionable against an enemy with such capability. Various news media quoted U. S. intelligence reports as confirming that some of the 12 Soviet radar, photographic, and communication satellites were searching for the liner. In a television interview, former Chief of Naval Operations Admiral Elmo Zumwalt said that he fully expected the Argentinians to attempt to destroy the QE 2. “It is one big fat target,” the admiral said.
The troops on the QE 2 were obsessed with physical fitness both to remain fit and to reduce nervous energy. Every unit was given an assigned time period for jogging around the Boat Deck starting at 0630. The noise of hundreds of men in full battle kit jogging around the open deck was quite deafening—and quite maddening to some of the Cunard staff. Within a short time, the vibration from thousands of heavy footfalls began to lift the caulk-
ship could proceed to her destination without
sue*1
aft, the liner sailed from the West Coast of Africa ^p bunkers topped up. The destination for this leg °‘1
_,eate1
A critical task after leaving Freetown was to c g$
from “the brightest star on the ocean, to the darkesF^ds
A load of ammunition leaves the QE 2’s number one landing pad which had been constructed over the capstans on the foredeck. This dangerous operation was conducted only in daylight. Meanwhile, two Sea Kings prepare to launch from the Queen’s after flight deck.
ing out of the teak deck. Streamers of caulking were everywhere, and long after the ship returned to commercial service, the caulking was still lifting out in many areas.
Daily firing practice commenced on 15 May. Bags of garbage made the best targets. Strong protests to the firings were lodged when random shots destroyed some of the ship’s railings. Every part of the ship was used for some form of training. Giant wall maps of the Falkland Islands and the South Atlantic were spread across the blue staircase wall where the tapestries of the launching of the liner had previously hung. The Sunday church service on 16 May was well attended in the Theatre with Captain Jackson presiding.
From 14 May onward, the crews of the Sea King helicopters devoted several hours a day to flying practice. They did so in part because no one actually knew where they would be required to disembark the troops or in what manner the disembarkation might be accomplished. Some of the pilots from the new 825th Squadron had never flown on and off a merchant ship before, even if their expertise in basic flying was unquestioned. Every ship is different; therefore, even the veteran pilots of naval maneuvers had to learn where the air pockets and down drafts would add extra challenges to landing on the QE 2.
It was necessary to practice not only fore and aft landings but also athwartships touchdowns. If both the aft landing pads were in use at once, then one helicopter might approach from one direction while the other employed a different flight approach. The number one landing position forward of the bridge was in some ways the most difficult to approach. Air currents would slam into the front of the ship and be deflected upwards and sideways, while the bow area would be subject to pitching. One Cunard officer observed, “One can appreciate that to land on a heaving deck in rough, rainy weather, with a ship doing 25 knots, would be difficult enough; however, to land sideways is a whole new ball game.’ The pilots had to regard the ship as a solid landing pad, match speed with her, maintain position, and ignore the tons of water rushing by the hull. The South Atlantic would provide an icy grave for anyone forgetting their priorities.
After six days at sea, the Cape Sierra Leone Light was sighted at 0900 on 18 May. By 1145, all lines fore and aft were secure, and the QE 2 was alongside a berth for the last time in three weeks. The 2,956-mile passage from Southampton to Freetown had taken five days and had been accomplished at a little more than 24 knots. The engines, even at that economical reduced speed, had consumed 1,919 tons of oil, leaving 4,050 tons in the bunkers. An additional 1,867 tons of oil were taken on board
dang^, running low on fuel. Furthermore, security was slK'vttie the QE 2 slipped in and out of Freetown unnoticed ^
world’s press. With the tug Sena forward and h,u.
■ 1 Wiu1
south was Ascension Island.
total ship black out. In the words of Captain ^ senior naval officer, the giant liner had to be c°
QE 2 has hundreds of portholes, not to mention -on, of floor-to-ceiling public room windows. In addn* ^ i> Cunarders did not wish to apply black paint every''' anything else would do the job. Black plastic, as 1
'n garbage bags, was the temporary solution. The four egular carpenters of the ship under the leadership of Bill
SUn s rays, and that the blackened windows created a
• vuimiuuiimg, uui ai icasi sue was uarK-
ha a helicopter flights were made to inspect the
fr0 '“'•ension Island was only a day and a half’s steaming tn Freetown. Captain Jackson’s orders were to stay 25
$j„. , c- U1C morning oi zu May, tne liner was
Fy a Soviet trawler, Primorye, heavily equipped
2 ln8 capabilities. The Sea King helicopters of the QE lai.Jded st°rcs and men from Dumbarton Castle, which
tiai
Pleted k , ‘ - r---------- --------------
k . out the QE 2 steamed around at 20 knots, waiting
5*1 hi
command staff, who were flying from the United
0|) U — nay) infill CUUlUliia-
*0|Wr brid§e> Lieutenant Roger Be van, and his men Mijjeb^e demons to ensure everything went smoothly,
[gj. ' uuu puu IICWJ 1IIUVCU lUIlo U1 LdlgU
'Uibg^110118 and crowded conditions. At times, even the
^itig . 0ne spot forward was used, but only by the Sea
lthe
%tsS^rne sPeed as the liner, which was maintaining 18
i------------------------- , miiivii »»uo maintaining, iu
JJtdersiua °-ne occas‘on’ a Sea King pilot also landed an
ui uic snip uuuer me leaoersmp arley, fashioned forms from which black plastic in a va- setY shapes could be cut. Two army officers were as- '§ned to each deck to supervise the securing of the black Jaastic over the portholes. The result was satisfactory. The arge public room windows were parcelled out to various Work groups.
Through concentrated effort, the whole job was accom-
b/r 'n 'hree days‘ 11 was found that in the tr°pics, the the Piastic had a tendency to crinkle when subjected to
Uaii°f 3 greenhouse effect within the shiP’ which substan y taxed the air conditioning, but at least she was dark
land ------- 1---- o " muuv, iu uie
Sp y w°rk. From a mile away, the ship was difficult to aft ’ excePl f°r the navigation lights (which were not used ®r the ship reached Ascension Island).
Asce ' - • -
sj!S-aWay ^rom island in case there was unfriendly %fei»ance. On the morning of 20 May, the liner was
as aSoPhisticated radar and known in intelligence circles a alien intelligence gatherer.
(le?ve trawler ultimately departed, and the QE 2 ren- ^nhUSed HMS Dumbarton Castle, a Royal Navy hanj], ^ea and oil rig protection vessel with helicopter
twegta’ned station off the starboard side of the liner. Be, ^30 and 1600, helicopter operations were comaJor General J.J. Moore, Commander Land Forces,
>gd(
"'aitintirnes’ three helicopters stacked up off the stem, *°r 0n^u° *3nd suPPhes- The Royal Navy flight coordina
Hifeetdhlike------------------------------- -................. WJ.......... 6 — ouiuuuu,,
unqer ,ne deck and landing pad crews moved tons of cargo
Phots, who had more experience in flying sideways ,Un8 load on the aft deck of the QE 2 as she exe-
Th3 neat 180° turn, mu* ^ .
^itig , e South Atlantic. The big Chinook was a breath- Nti’nas Weh as a humorous sight, with flight crew witL°Ut every available crevice, including the tail- eC)1jI1(t^le‘r cameras. As a bit of “I can too” bravado, °°k turned 90° and flew sideways, keeping pace
with the bridge of the onrushing liner for a brief period.
Among the ships taken up from trade (STUFTs) steaming toward the war zone were the passenger ferries Baltic Ferry and Nordic Ferry and the container vessel Atlantic Causeway. These ships had additional troops, pilots, helicopters, and stores belonging to the Fifth Infantry Brigade, which the QE 2 was transporting. Some critical supplies needed to be transferred from the Atlantic Causeway to the QE 2. A rendezvous was made during the night, but flights were postponed until the next afternoon. Again, all flights went off smoothly.
On Sunday, 23 May, as the Queen Elizabeth 2 headed southward on the last leg of her outward voyage, the radar was turned off, and the ship was electronically silenced. The importance of a sharp watch was never more critical. Military lookouts were posted on the bridge wings as well as near the funnel from dawn to dusk. The watertight doors on decks six, seven, and eight had been shut earlier, but as the ship steamed closer to the war zone, all other watertight doors were closed as a safety precaution.
The closer to the war the QE 2 came, the keener the attention was paid to the news. To those listening on the liner, the air raids against British ships seemed incessant, even if the Argentinians were taxing their men and planes to the limit. The loss of the Atlantic Conveyor, a Cunard ship, caused particular concern since some had friends on board her.
On 22-24 May, two platforms were erected on the bridge wings to hold the mounting for .5 Browning machine guns. The Browning machine guns could fire around 800 rounds a minute. In addition, 7.62-mm. general-purpose machine guns and Blowpipe air defense missiles were located in a few strategic positions. These were the only armament the QE 2 carried for her own protection. In firing exercises, some exuberant marksman managed to damage the number five raft launching davit falf wire, which had to be replaced. Cunard representatives again protested the bullet holes in the forward rails.
By noon on 26 May, the air temperature, which had been steadily falling, was now five degrees centigrade. Soon, it would be below zero with a wind chill factor far lower than that. Cold weather gear was in demand all around. The troops continued their routines rain, snow, or shine.
The Cunard crew was given a briefing by Captain James and Brigadier Tony Wilson in the Theatre. The military officers explained some of the problems and dangers that had been, or might be, experienced. Brigadier Wilson concluded his talk by stating that the Cunard crew members were the only volunteers on this voyage and were respected by all the others for this. The result was a continuation of the good feelings and cooperation evident on the voyage. Simultaneously, the Cunard crew members were made much more aware of the dangers that might lay ahead. However, as one Cunard officer commented, “It’s too late to turn around now!” No one was so inclined.
Efforts were made at continuous entertainment to break the tedium and tension of the voyage. Shortly after the departure from Southampton, there had been a meeting of the wardroom, and all the Royal Navy officers attached to
dan
proportions suddenly loomed out of the misty
the ship were elected as temporary members to the wardroom for the duration of the requisition. The Cunard officers and their military counterparts hosted each other, and on several occasions, all the women on the ship were invited to the wardroom for drinks. About 30 women went to war on the QE 2, including Linda Kitson, a professional artist, who was commissioned by the Imperial War Museum to make drawings of the task force.
On one evening, Brigadier Wilson had planned an on- deck party, but the blackout squelched the plans, so it was held in the Q4 Bar instead. Since the principal entertainment involved bagpipes, fifes, and drums, almost everyone emerged from the experience nearly deaf. One officer described the program as “excellent stuff, but a little har on the ears within the comparatively small room.” No one was so impolite to comment that nothing short of the Edinburgh Castle Esplanade was probably large enough f°r such a musical program.
By 26 May, the QE 2 was near enough to the active war zone that she began to zigzag rather than simply steer van able courses as before. During the night, mist settled and visibility was reduced substantially, and icebergs began to appear. The ominous situation worsened in ® darkness until finally the danger from the numerous ic® bergs was considered far greater than that from hosti forces. Captain Jackson had gone to the bridge as the
i Nove,n
settled. He consulted with the naval authorities as 2 was forced to slow her speed and weave in and ou giant bergs. Finally, the radar was turned on a hours, even though it revealed the ship’s posit'0 ^ti' without it, there was a very real danger that she become trapped by bergs or that she might stn ^ During the next six hours, many icebergs of 111 wjfiSS’
•ssaepf ."""------------- ^‘vu, iiv pvuuwu a palling
>, tor publication in the “5th Infantry Brigade/(?£2 •ter tr> 'yhich summed up the role of the soldiers and the
sd at one time, more than 100 bergs large enough to be l en bY the radar were on the scan. The largest of the ®rgs was more than a mile long—six times the length of e QE 2—and, at 300 feet, must have weighed several 1 hon tons—many times the liner’s gross tonnage. Cap- ,‘"Jackson described his experience on the bridge, as he j 0 bis charge through the ice field, as the most harrow- 1 ^ be had had in nearly 40 years at sea. With visibility Ss than a mile and sometimes less than that, expert sea- thjJnsb*P and the fabled Cunard luck saw the liner through •cefield. As dawn broke, the iceberg danger was past. 0 Rendezvous with HMS Antrim was planned for noon tyj. ' May to transfer Major General Moore and Brigadier 0es°n to their advanced headquarters. When the QE 2 ton 6C* tbe Antrim, it was evident that she already had seen pa^l erable action both in South Georgia and the East tan an<^s' bfef exterior was distinctly weather beaten, and buiw? S*le*^ bo*es bned her sides. Her Seacat missile e*D] Cr Was out comm*ss'on as a result of an un- ^ °ded Argentinian bomb, which had lodged itself in fnsajllSsile magazine. Fortunately, the bomb had been debefore it could explode.
ter pJOr General Moore and his staff departed by helicop- son aW<) °f the QE2’s launches transported Brigadier Wil- eraj /jb the 5th Brigade Party. The goal was to have Gen- staeMoore rendezvous with Admiral Sandy Woodward at coj |'oute to the Falkland Islands so that additional plans launc,be formulated. The sea was calm when the QE 2 hiai^i ^ ber boats, but the swells were several feet high, 0ne ^ disembarkation alongside Antrim treacherous. rPpedk^t officer suffered a broken leg when it became •he between the launch and the Antrim. He returned to 'iner’s , ^ s hospital by helicopter. The recovery of the Consi.launches proved difficult because of the swells. °f the ] rable stress was Placed on the falls as the weight HSj(jejUncb came on them quite suddenly when a swell
brigadier Wilson departed, he penned a parting
K, *..........................
« . ”»* »ut
0 that date:
‘‘Verv ,
Soyj.^^bortly we shall all transfer to other ships off to (L Georgia and start on the last phase of our move be t^e airland Islands. It looks as if the Brigade will ‘‘Qnere about 1st June, that is early next week.
Ce there, we shall join 3 Commando Brigade. We
shall sort ourselves out, and then start joint operations to recapture the islands.
“Orders will be given out on landing. It is too early yet to issue a detailed plan, for it would be bound to change over the course of the next 5 days.
“This is the final issue of this newspaper, and to the Master and ship’s company of QE2 I would say ‘Thank you’ for the way you have looked after us on this voyage. We have come to know you well, we admire you, and we shall always be proud that we sailed with you in your magnificent ship.
“To the Brigade I would simply say this: We shall start earning our pay as a team shortly; and we are in this game to win!”
At 1804 on 27 May, Right Whale Rocks, South Georgia, was four and one-half miles away, but visibility was zero, as the short South Atlantic winter day had already given way to night, and there was thick fog. As the ship approached the planned anchorage, the cable was walked back two shackles. By 1922, the vessel was safely at anchor in Cumberland Bay East, approximately one mile from Grytviken. The 5,025-mile passage from Freetown, Sierra Leone, had taken almost nine days, with an average speed of 23.9 knots in spite of ice. During that period, the QE 2’s engines had consumed 3,570 tons of fuel. South Georgia represented as much of the war zone as the liner would see, since other vessels would transfer her troops to the Falkland Islands.
Among the other vessels in Cumberland Bay East were the P&O liner Canberra, the North Sea ferry Norland, and HMS Endurance, as well as a number of trawlers outfitted as minesweepers, which had arrived from England the previous day. They transported the troops from the QE 2 to the other ships. Soon after anchoring, the captain of the Endurance and the senior naval officer of the Canberra came on board to meet with the senior naval officer of the QE 2, Captain James, and the senior military officers.
At the meeting, held in the Queen Mary Suite, they discussed a plan for disembarkation. As a result of the communications blackout, two alternative plans had been developed; these now needed to be resolved. The officers of the QE 2 wanted to get the cargo off immediately, since the process would consume at least 48 hours. The other officers wanted the troops to begin transferring immediately, with the movement of cargo to go forward simultaneously with the troop transfer.
Eventually, agreement was reached, and about 700 troops commenced disembarkation at 2345 hours for transfer to the Canberra and Norland. The requisitioned British trawlers transported the troops in the dark between the blackened ships. Despite the late hour, the soldiers were in good spirits, although it was incredible to the Cunard officers how the men were going to travel very far on land with the kit they were required to carry. The trawlers came alongside the QE 2 with difficulty since she was not visible at more than 100 feet in the darkness and fog. Security dictated that no lights were to be used. No doubt the liner and the trawlers lost some paint during the night. A start was made on discharging number one hatch, but it
was just too difficult in the darkness. The bulk of the work had to be put off until daylight.
The QE 2’s first real view of Cumberland Bay East and South Georgia came with the dawn of 28 May. Snowcapped mountains spawned glaciers, which flowed to the sea calving numerous small icebergs in the waters of the bay. Discharge of the troops and stores commenced at 0800 with helicopters and trawlers. The work proceeded as fast as possible because of the uncertain weather conditions and the desire of all concerned to get the QE 2 out of the anchorage as expeditiously as possible. The transfer of baggage, equipment, and personnel continued all day. The Admiralty tug Typhoon also assisted in transfers to the waiting Norland. It soon appeared that even with all the smaller vessels working full time that not all of the troops would make it to their assigned ships on schedule.
One of the 7th Gurkha officers asked if he could use the QE 2’s launches to transport his men to the North Sea ferry. This request was granted, and just before noon, the launches began to load the Gurkhas and their large amount of equipment. When the boats reached the Norland, they found that she had no pontoon alongside and that her hatch, normally used for disembarking cars, was eight feet above the water—a good deal taller than the Gurkhas. The troops could not even see the Norland’s deck, let alone reach it from the QE 2’s launches. They conquered the problem by using the cab of the launch and a good boost to get up on deck.
Snow started to fall on 29 May at 0400, and by daybreak, it had blanketed the South Georgia scene with a couple of inches. Nevertheless, more than 100 tons of cargo still had to be transported. This was loaded into trawlers for transfer to HMS Stromness, which had arrived shortly before noon. The Sea King helicopters had been permanently transferred to the Canberra the day before. Since matters were being tidied up, a QE 2 launch was sent ashore to take some Cunard and army personnel for a visit and to bring back some of the Royal Marines, who were garrisoning the bleak base at Grytviken, to the liner for lunch and a much appreciated break.
When the Cunard group reached shore, the captain in charge took them around to the old whaling station. Nearby was the wreck of the Argentinian submarine Santa Fe, which was sunk in shallow water. Her conning tower jutted above the surface. The whaling station had been closed for 20 years, and most of the timber buildings were ravaged by the numerous South Atlantic hurricanes, but the church was well preserved. Traditionally, anyone remaining on South Georgia for any period of time repaired and maintained the church. Chris Haughton, one of the QE 2’s second officers, came upon the church before the others. As they approached, he greeted them on the old pump organ with Bach’s “Toccata and Fugue in D.”
Outside of town near the shore was a cemetery containing the grave of Antarctic explorer Sir Ernest Shackleton, which was decorated with the crested shields of visiting ships in tribute to the gallant adventurer. Some of those who went ashore brought back harpoon heads as souvenirs, and one nurse lugged back a hunk of whalebone for the ship’s doctor. The 30 young marines who visited the
QE 2 also received a surprise shipment of mail fr°m home, the first in some weeks.
During the afternoon of 29 May, 640 survivors of HM Ardent, HMS Coventry, and HMS Antelope were transferred to the QE 2, which became one of the largest hospi
tal ships in the world, although there was no time
nor
desire to paint her white and add red crosses. Many of the survivors of the lost Royal Navy vessels had little more than the clothes on their backs, and some of those were
of
ragged. These men had been through the fiery furnace war; they were a determined group of Royal Navy sailors The officers and crew of the QE 2 did their best to ma 'e
them feel welcome and comfortable. Most of the survivors could be accommodated in normal cabins, but the hospn
of the liner was soon full of critical casualties who wer described by the medical staff as being lucky to be alive The barometer was falling steadily throughout the da •
well5
and the weather was giving cause for concern. The s' coming in the entrance to Cumberland Bay East made ^ QE 2 yaw wildly, making it increasingly difficult for
trawlers to come alongside with safety. The port gang and pontoon were damaged beyond further use by the
fAtinn thpv rAAoir/o/j Tr\ minimi?** thp PYnnQllfC
feting they received. To minimize the exposure
smaller vessels, the QE 2 weighed anchor and turn'
edto
create a lee shore for the last disembarkation ot tr°fP j Meanwhile, during the afternoon, a report was recel^e that the tanker British Wye was under attack 400 niileS north. An Argentinian aircraft dropped a series of b° which, fortunately for the British Wye, missed the tan The incident was a particular cause for concern s'nC?at)d tanker was a considerable distance from the mainlan to the north of South Georgia. By deduction, this m that the QE 2 was in range and a sitting duck while ^ chored at Cumberland Bay. Later, it was learned tha Argentinians had used a Boeing 707 with a very sUnSgoO tial cruising range to search the South Atlantic at 1 • jt feet for the liner-troopship. Therefore, that aftern°°
was deemed judicious to get the huge liner out of to
*11 rem3in
sea at 1727 hours with 60 tons of ammunition stm •
wss ueemeu juuitiuub iu izci iric iiugc iiiicr uui^ |o land Bay East to reduce her vulnerability. She put
ing on board.
The QE 2 increased speed to 18 knots and
headed
into
way
the ice field, which she had steamed through on
south. By 1930, the liner passed the first of the g>anj njght in pitch darkness, but the feeling this time was tha
in puvu uaiiuivoo, uui uit* iV/^niig uuo uiuv "
and the ice would make it even more difficult for urs
uiivj uiv icv, vvwuiu iiiuive ii even niuie uiihvm** j
gentinians to find the ship. Within two and a hal sed
the troopship was clear of the main ice field
and incre:
she
was
of
speed to 25 knots. Although no one knew it, her way home. -jj th6
At sea on Sunday, 30 May, Captain Jackson cjal
the sp
Sunday service with Captain James reading lesson and prayers. The weather deteriorati tially. Rough seas slammed against the ship.
under ■
swells churned the South Atlantic. But even u“'7|1ave conditions, the QE 2 could still maintain speed llstjie s1^ much better chance of escaping detection from ho*
a*
marines and aircraft. cute
The fuel situation was becoming increasingly ^ tt>e night fell on 31 May. Rendezvous was made
f No'1'111
P'Pe was secured five minutes later on the first try. The . 0 sh>ps rolled along 150 feet apart, with the sea boiling etween them. The violent movements of the ships at
•anker Bayleaf, but conditions had been too wicked to attempt a fuel transfer. The arrangements on two successive ays had to be cancelled. By Wednesday, 2 June, the op- tens were severely reduced. The liner had less than 1,000 °ns of fuel (enough for one and one-half days steaming at ‘UH power).
Speed was reduced to ten knots, and the course was set at 300° to facilitate pipeline connecting. The Bayleaf came P °n the liner’s starboard side shortly after 0900, and the
c iiiuTvuiviuj vi Liiv omj/o ui
tees made the hose appear almost horizontal. The two *Ps kept position all day, with the tanker captain having e additional, highly demanding responsibility of keeping reftl0n on tlte QE 2- After twelve and one-half hours, the tiling ceased because the pipeline was chaffing, and gnt was descending. By that time, the QE 2 had taken on plg31^ ajmost 3,834 tons of fuel. The decision to stop re- (L n,shing was highly fortuitous since it was discovered w-at tee joining shackle supporting the weight of the hose u ,ten the ship had almost worn away and would not have j much longer.
g tetially, the feeling was that the survivors of the lost l lsh ships would disembark at Ascension Island for the
QE 2 a show to remember. Acts were assembled quickly, and the Double Up-Double Down Room of the liner rang with some of the raunchiest jokes and nonstop routines ever seen. There were few unaffected as the officers and sailors ended the program with a rousing, full-throated rendering of “God Save the Queen!” A naval mess dinner was given by the resident naval party for the officers of the QE 2 in the Princess Grill. Clothes were still at a premium, but spirit was not, and the officers retired to the Queen’s Grill Lounge for traditional mess games. Such levity again served to break some of the strain for all concerned and to help those who had experienced the trauma of losing their ships to regain stability and calm.
On 3 June, the ship received orders from the Ministry of Defense to return to Southampton. The Queen Elizabeth 2 had succeeded so well in her assignment that she was no longer required in the war zone and could best serve the Crown by bringing the survivors home. This news was
terminal. Some of the QE 2’s officers took the opportU
to walk into the wardroom and see their ship as she ^ being photographed from all angles and shown television. A gangway was down within minutes, an^jiey naval survivors walked ashore over a red carpet- were each given a red rose and were directed to a area inside the QE 2 terminal for a private reunion ^ their families. The QE 2’s own crew disembarked of the forward gangway where hundreds of happy p(ie members had gathered to greet them in a wild ms • Queen Elizabeth 2 was home safe and sound.
and maritime history. He is the author of several articles on ^
hac lpctnrpH hic»r*r\/ of C'nnarH I inp U/hilf? Ofl D® < h/,
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received with mixed reactions, as many of the crew were emotionally prepared to spend at least two months away. They felt that they had not achieved enough toward the general cause and had expected to serve in a more active role. The Canberra, it seemed, had done so much, and the crew of the QE 2 were prepared to make additional sacrifices also. Such was the esprit de corps. Yet, as Captain Jackson and others explained, their ship had accomplished something no other vessel could have by delivering the majority of the 5th Brigade to the war zone within two weeks and in excellent physical condition.
On Friday, 4 June, as the QE 2 neared Ascension Island, she rendezvoused with HMS Dumbarton Castle and then turned her bow northward, leaving the South Atlantic behind. Six survivors of a helicopter crash departed the ship at Ascension, and two severe casualties had to be flown home, but the bulk of the survivors were to remain on board for the voyage home. Twenty-five tons of ammunition also were transferred to the island by helicopter for potential use in the war. Good weather continued, and the operation was carried out smoothly.
On 5 June, the sea was moderate and the weather fair as the QE 2 steamed north at 23 knots. A survivors’ competition for the title “Miss QE 2” was won by a sailor with a beard. Sports competitions were held daily. One group of sailors from one of the lost ships built a temporary pool on the aft deck. The ten days at sea on the QE 2 did much to restore the health and minds of traumatized individuals.
On 6 June, Captain Jackson received a signal informing him that the liner would be returned to Cunard immediately upon her arrival in Southampton, but the refit was not expected to be completed until 14 August—8 weeks later. The news also arrived and spread through the ship that the Queen Elizabeth 2 would be greeted in the Solent by the Royal Yacht Britannia with Her Majesty Queen Elizabeth, the Queen Mother, on board to welcome them home. Therefore, the “boys” had to be dressed properly, and thank heavens for the helicopter pad as “hands to flying stations” sounded yet again at 1540 hours on Thursday, 10 June. Helicopters from the Royal Naval Station, Culdrose, Cornwall, landed with gear for the 640 survivors of the Ardent, Coventry, and Antelope. A few important military personnel also arrived to give orders about secrecy and how to handle the press. By 2200, the helicopters lifted off for Culdrose, while the liner steamed slowly up the English Channel to her well-earned welcome home.
The timetable for the Queen Elizabeth 2’s arrival in her home port on 11 June was carefully orchestrated. Admiral Sir John Fieldhouse, First Sea Lord of the Royal Navy, landed on board at 0800 and, after addresses to the surviving crews and a press conference, left by 0935 hours. Captain Driver, her frequent pilot, boarded at 0848 hours, and the Needles were past at 0900. Lord Matthews also arrived as the senior Cunard representative and spoke to many of the ship’s personnel. Following Admiral Fieldhouse’s departure, the survivors of the Ardent, Coventry, and Antelope mustered on the Upper Deck aft (flight deck) as the QE 2 slowly steamed up the Solent. Britannia came into view with Her Majesty Queen Elizabeth, the Queen
Mother, waving to the ship from the after deck of the yacht. All those on the Queen Elizabeth 2 gave three resounding cheers to Her Majesty in a highly emotiona moment. ,
The exchange of radiograms between Her Majesty an Captain Jackson has been immortalized in two large silver plaques, which now grace one of the lobbies of the liner bracketed by the standards of Queen Elizabeth II an Queen Elizabeth, the Queen Mother. The message sent to Captain Jackson read:
I am pleased to welcome you back as QE 2 returns to home waters after your tour of duty in the South Atlan tic. The exploits of your own ship’s company and t deeds of valor of those who served in Antelope, ^°ve!! try and Ardent have been acclaimed throughout land and I am proud to add my personal tribute.
Elizabeth Reg‘na Queen Mother
Captain Peter Jackson’s reply was:
Please convey to Her Majesty Queen Elizabeth 0 thanks for her kind message. Cunard’s Queen Eltia ,s 2 is proud to have been of service to her majes; forces.
.■y
As the QE 2 passed the Fawley oil refinery, e' g( tanker and vessel, great and small, thundered, whistle > shrieked a salute to the liner, filling the air with the cophony normally reserved for a maiden voyage. ampton Harbor was alive with small boats out to vievV historic occasion of yet a third “Queen liner” retu(UgS from a war. The QE 2 was assisted to her berth by the j. Albert and Culver forward and Ventnor, Chale, and shot aft. As the huge liner swung in the basin, Pe^e(e became visible out of the enormous throng. All l'neS l made fast by 1156 hours with the port side to the Q
<Y3s
Mr. Warwick, a master mariner and a lieutenant commander in Naval Reserves, is presently serving as chief officer of the beth 2. Joining the Cunard Line in 1970, Mr. Warwick has p0^ (y. keen interest in the history of QE 2 since his father, Capt:f Warwick, CBE, was appointed to the liner as the Master e 1966.
Dr. Flayhart is the senior professor of history and political sc* gH1* Delaware State College, Dover, Delaware, with speciality Qby‘\
has lectured on the history of the Cunard Line while on . He is coauthor of the definitive work on four-funnel liners ti At Sea.