Michelangelo-11_Oslo_1974(copyright_Uwe_Delfs_Jespersen-itsfoto.dk)

T/S “Michelangelo” c/s ICVI

Dear Sparks,

thanks to some suggestions of our colleague R/O Riccardo MEMEO here is a piece of Italian story at sea.

At the end of the review there is a youtube promotional clips where at minute 8.15 it is showed the radio room of the ship, it is well known that on board the vessel there were transmitters of 5 kW power usually used in shore radio stations.

T/S Michelangelo was, together with Raffaello’s sister ship, the last transatlantic built for Società Italia. She remained in service for only ten years, from 1965 to 1975, before being disarmed because of the  unsustainable economic losses of the transatlantic passenger service during the years. Sold to the Iranian government to be used as accommodation for officers and troops following the construction of the port of Bandar Abbas, she remained in a state of increasing abandonment until 1991, when, privately owned, superstructures were towed to Pakistan and scrapped.

Michelangelo and Raffaello’s twin were the result of the last plan to renew the fleet of passenger ships of Italian passengers companies, whose organization had undergone various changes following the devastation of World War II and the resumption of migration from Italy to United States of America, South America and Australia after the war.

In the mid-1950s, in the midst of an economic boom, the project of two twin units that could absorb traffic between Naples and New York had begun to emerge, as the flagships of the fleet in service at that time ‘Andrea Doria and Christopher Columbus’ needed the support of the old Saturnia and Vulcania motor vessels to meet the demand for transportation to North America.
Meanwhile, the migratory flow to North America was falling and the airplane’s competition began to become important, so that in 1958, just six years after the establishment of the first regular transatlantic flights, the new transport system surpassed transatlantics by number of passengers transported. The Italian government and the Italia Society, however, decided to continue with the realization of the two transatlantics twins, named Michelangelo and Raffaello. The building was entrusted to the Ansaldo shipyard of Genova Sestri and to the Cantieri Riuniti of the Adriatic in Trieste at the same time, with an order made on February 4, 1960. Both were made on an Ansaldo project.

Michelangelo and Raffaello’s twin were thought to be able to compete on all fronts with the best units in service at the time. Particularly cared  was the safety on board, an aspect that was taken into account by Italia Society after the accusations suffered in the demise of Andrea Doria. The two new ships were able to float even after the flooding of three of her 17 watertight compartments (against the two planned by SOLAS in 1960) and had a very high metacentric height, a feature that greatly increased stability. Even hull dampers were larger than the SOLAS 1960 directives, while the engine compartment was divided into two separate watertight rooms: the starboard propeller engine was completely separate from the left propeller to which he was situated ahead.
Long 275.8 meters wide and 31, Michelangelo had a gross tonnage of 45,911 tons, twenty-two less than the twin, and a full load of 42,000 tons. She could maintain a service speed of 26.5 knots, allowing her to make the crossing from Gibraltar to New York in just five days. Michelangelo could carry 1,775 passengers, of which 535 were in first class, 550 in cabin class and 690 in tourist class. Each class had its own common spaces separated from the others and this was one of the causes of the lack of transatlantic transformation on a cruise ship, along with the lack of portholes in many cabins and the high operating costs determined by the large size and presence of two engine gears.
Characteristic features of Michelangelo and twin were the two funnels surrounded by special trellis structures: derived from an aerodynamic laboratory study of the Politecnico di Torino originally carried out for the twins of Lloyd Triestino : Guglielmo Marconi and Galileo Galilei. in order to avoid the relapse of fumes on the external bridges, which in those years were increasingly valued by the designers. The trellis structures  surrounding the main structure had pure aesthetic function.

Here is the clip, the video is very old and comes from the archive of “Light National Institute”

73’s

webmaster

History_Coroners_Report_Titanic

The Titanic and the future since then…

Dear Sparks,

our friend John Davies G4ETQ sent me a youtube clip, the tragic moments of the TITANIC disaster. From that tragedy the real story of the Radio Officers has begun and from that tragic incident the first true International Radio Communications Conference was decided from which the importance of the radio on board ships arised. Today technology has even exceeded Man, a new milestone or perhaps a new disaster, and if so, what will it bring?

II1IARD_FRONTE300dpi

Italian Navy Ships Radio Stations Award

Dear Sparks,

in the next hours will start the A.R.M.I. yearly Event dedicated to Italian Navy Ships Radio Callsigns at the end of which will be realsed a special Award. You are kindly invited to take part at the Event and for all details click on the following URL (I try to send you the page in English version, if the link doesn’t start in English, at the head of the page you can see a square with lots of little flags, click on the flag of your Country and you will have the page translated automatically):

http://translate.google.com/translate?client=tmpg&hl=en&langpair=it|en&u=http%3A//www.assoradiomarinai.it/

when the page will open scroll down until on the left side you read: IT Navy Ship RS Award ***than click

For the year 2017 , the period of the activity was launched from September 9 to September 24, 2017 , to see the rule click here , to download it as PDF [english rules].

The Jolly station is II8IHBC – VESUVIO SHIP

The list of stations accredited for the year 2017 is as follows (being updated):

# MI NAME SHIP GUY OPERATED FROM
36 II0IABB ELECTRA Auxiliary IZ0EUX
314 II1IGGA aquilante School ship I2AZ
1049 II9IADP DURAND DE LA PENNE Destroyer IT9GHW
1210 II2IAOG PHOENIX Corvette I2QIL
1213 II1IAMN LUIGI RIZZO Frigate IZ1VNT
1221 II0IADC CORSARO II School ship IZ0FVD
1259 II0IHMW VIAREGGIO Minesweeper IU0DZA
1300 II8IHBC VESUVIUS Team Spare IU8CEU
1316 II5IACF ALPINE Frigate IZ5KID
1330 II9IABA ARETUSA hydrographic IT9MRM
1333 II9IHPM ALBATROS Corvette IT9CKA

The Souther Cross above of us (movie 1965)

Dear Sparks,

in this article I propose to Russian speaking an old Russian movie of year 1965.

The movie is a story of two young russian pioneers they meet at the Pole after many years and remembered togheter the times of their childhood during which they met an old explorer and radio amateur who lived in their village who taught them the radio telegraphy, part of the film takes place in the house of the old explorer where in front of an homemade radio equipment,  the boys, in particular Fiodor, learns the morse and radiocommunication procedures.

Enjoy the movie!

73’s webmaster

SV5 PH2M MM

Sailing Vessel “GanGan” – TA4/PH2M/MM

Dear Sparks,

Notifying /MM operation from Sunday 3rd Sept – Friday 8th Sept.
R’s John/G4ETQ:

Frank, PH2M

“I will be QRV again from Turkish territorial waters as TA4/PH2M/MM from our sailing vessel ‘GanGan‘ this coming week.

I hope to be QRV from Sunday morning September 3rd till Friday afternoon September 8th in SSB and WSPR-TX on 40/30/20/17/12/10M for the 5th year in a row -).  Also on air WSPR-TX with TA4/PA3GUV/MM.

Equipment: SSB – Icom IC-7000 / 100W + WSPR-TX – QRPlabs Ultimate U3s 200~300 mW / 2x EndFed wire antennas (40/20/10 + 30/17/12M)

Info: https://www.qrz.com/db/TA4/PH2M & https://www.qrz.com/db/TA4/PA3GUV
QSL via buro, direct, LoTW. Online log via Club Log: https://secure.clublog.org/logsearch/TA4/PH2M/M

73’s
webmaster
MS_Prisendam_sinking_off_Alaska_with_USCG_HH-3F_1980

Even if satellites failed, the 500kHz band was still there to help

Dear Sparks,

our Friend Marcin Marciniak SP5XMI has created a nice Facebook account for Maritime Radio I suggest to follow:

https://www.facebook.com/groups/148087645522509/

Marcin reported me a very interesting article about the RESCUE operation occured during the sinking of the Passenger ship PRINSENDAM c/s PJTA, our colleague David J. RING was the Radio Officer who, from the Super Tanker “WILLAMSBURGH” c/s WGOA, replies at first at the SOS call launched on 500 kc/s. WGOA reached the vessel in distress where assisted passengers and crew members abandoned the ship.

******article*****

It was 04 of October 1980, late night in the Gulf of Alaska on Pacific Ocean. 500kc was already quiet as the R/Os were off watch and some vessels used satellite communication. Around midnight local time, 12 four seconds long dashes were sent followed by a message:
SOS SOS SOS DE PJTA PJTA PJTA PASSENGER SHIP PRINSENDAM POSITION 57. 38N 140. 25WEST. FIRE IN ENGINE ROOM. FLOODING ENGINE ROOM WITH CARBON DIOXIDE. CONDITIONS UNKNOWN. PASSENGERS 320. CREW 190

Next messages were even worse:
EXACT SITUATION UNKNOWN AS ENGINE ROOM CLOSED TO LET THE CO2 DO ITS WORK.

ENGINE ROOM ON FIRE AND FIRE EXTINGUISHERS ARE EMPTY

The Prinsendam/PJTA was 140m long, built in Merwede, Holland, took about 500 persons on board. She was about 120 miles North of Yakutat. The fire started before midnight in the engine room. Chief engineer and the crew were doing everything possible to extinguish the fire, including flooding the whole engine room with carbon dioxide. About one hour later the fire went out of control so the captain called Kodiak Coast Guard/NOJ via satellite asking for assistance. The station replied that if there is any danger the distress signal should be sent. Captain refused to do so. Less than a hour later the the SATCOMs ceased functioning due to heavy list to the starboard. The R/O on duty has sent the SOS by his own authority. He was sure that it was the only way of saving the ship and all the people (including himself!) because the old man was shocked and probably out of control too. Fortunately for the passengers and the crew the R/O (Jack van der Zee) sent the distress signal and the old systems on 500kcs were still in place. Fortunately there was a supertanker m/v Williamsburgh/WGOA nearby that had the autoalarm turned on and then the R/O could receive the distress signal. The tanker and the Coast Guard saved all the people aboard. The Prinsendam went under a few days later. The recording of the distress signal and the Williamsburgh’s log can be found on the Internet. Jack van der Zee was a national hero of Holland because over 500 persons owed him life.

1980_Prinsendam photo USCG_Page_02

P/S PRINSENDAM sinking

Prinsendam rescue operation is still a classic example of two security systems working on different principles that used different kind of communication media. One of them worked as intended. What if there wasn’t any R/O on board?

prinsendam ro

R/O David J. RING (he was on board Supertanker “WILLIAMSBURGH”

prinsendam sos

Radio Log of SS “WILLIAMSBURGH”

williamsburgh

VLCC “WILLIAMSBURGH”

The distress signal – (Youtube clip with subtitles to be embedded)

73s,  Marcin