shipmodel Posted July 15, 2015 Share #1 Posted July 15, 2015 (edited) SS ANDREA DORIA (1952) Good day to all, especially those who followed my build log of the Queen Anne's Revenge (1710). I hope you will enjoy this one as well, and I look forward to your comments and critiques. This project is another large jump across time and techniques. It is the ocean liner SS Andrea Doria, the pride of the postwar Italian Line. Her likeness will be built to the scale of 1/16” = 1’ and will reflect her appearance at the height of her service life, the fateful night of July 25, 1956. This is my fourth liner model and it uses many of the techniques that I have developed for this type of ship. Some, I hope, can have broader applications, so even if you are only into sailing ships you are most welcome to pull up a chair and grab some popcorn. The essential elements of the model will be scratch built. This includes the large components such as the hull, decks, superstructures, and funnel, as well as the complex and unique elements such as the cargo cranes and swimming pools. But for some simple fittings aftermarket castings are acceptable as long as they are accurate or can be made so. Likewise, photoetched brass pieces such as railings will be used. The ship herself and her tragic story are known to many. SS Andrea Doria was the pride of the Italian merchant marine in a country struggling to renew its economy and reputation after WW II. Launched in 1951 she began service in 1953 for the Italian Line (Societa di Navigazione Italia). For more than three years she led her country’s liners as the largest and fastest ship in the fleet and one of the most elegant, with an outdoor swimming pool for each of the three classes of passenger. On the night of July 25, 1956 all that changed. Sailing towards New York City, eight days out of Genoa, she was running in heavy fog in the Labrador Current just south of Nantucket, Mass. Coming towards her was the liner SS Stockholm, outbound from New York for home. She was not in fog but in the dark night could not see either the fog or the Andrea Doria. Although both were spotted on the other’s radar, this was still a somewhat new technology and the positions and speeds of the ships were incorrectly plotted on each bridge. As a result, the ships turned towards each other rather than away. At 11:10 pm the icebreaker bow of the Stockholm sliced into the starboard side of the Doria and into dozens of passenger cabins with families asleep in their bunks. More importantly, it sliced into the engineering spaces below the waterline. SOS calls were immediately put out by both ships and soon a number of others were racing to the site of the collision. The Stockholm was still seaworthy, although her bow was completely crushed. 49 people, many of them children in third class, died immediately aboard the Andrea Doria, and five crewmen aboard the Stockholm. Yet, miraculously, 14 year old Linda Morgan was lifted from her bed and deposited into the wreckage of the Stockholm’s bow where she was found with only a broken arm and some scrapes. Andrea Doria soon began to list. This might not have been fatal because she had been designed with eleven watertight compartments with bulkheads that extended well above the waterline, only one of which had been breached in the initial collision. But five of the starboard fuel tanks were located there and they quickly filled with water. On the port side the tanks, which were empty at the end of the crossing, acted like balloons to raise that side. Even this might have been survivable, but a design flaw in an access tunnel allowed water to blast into one of the lower control rooms, and then into the generator room, cutting off power. Without power water ballast could not be shifted to port to compensate and the list steadily increased. Thirty minutes after the collision Captain Calamai ordered that the ship be abandoned. The list made it impossible to launch the port side lifeboats, but by reusing the starboard ones all of the passengers and crew were eventually evacuated to the safety of the rescuing ships. All, that is, but three who were fatally injured or died during the evacuation, bringing the final death toll to 57, the greatest loss of life in American waters in over 40 years. All through the night the list increased, and in the early morning hours she turned over and sank. The aerial photography of the sinking won a Pulitzer Prize for Harry Trask. Now she sits in about 190 feet of water, on her starboard side. This is too deep for the recreational diver but easily reachable on a mixed gas technical dive. It used to be a fairly well-visited site, but the deterioration of the wreck is so severe now that only the most experienced should think about trying it. The model begins, as all models do, with the plans and research. I was fortunate that a set of plans was available from Taubman’s Plans Service, a division of Loyalhannah Dockyard. Expensive, but if they were as advertised, they would be worth it. While waiting for them to arrive I went on an internet search. I quickly found a poster in quite high resolution on a public site which had been printed as an advertisement for the ship and which showed the cabins on the passenger decks and the layout of the upper decks and deck structures. Although I did not need to know the cabin locations or layouts, the poster was clearly copied from the engineering plans and was quite exact. However, the deck plans did not go below “C” deck just above the waterline and had no lengthwise or midships cross-sectional plans, so the shape of the lower hull was still a mystery. Also, due to the many times it was reproduced, I guess, the deck plans bent to starboard, a defect that had to be corrected. When the Taubman’s plans showed up they were a good news, bad news thing. They were clearly the engineering drawings, imprinted with the logo of the Bologne Society of Marine Architechts, the name of the builders and the date in 1952 when they were drawn. They included a longitudinal cross section that showed many of the deck house details including window and doorway locations, mast details and the interior of the large single funnel. An exterior illustration showed the locations of most of the portholes, doors and windows. This was supported by another illustration, this one in color, that was located on the net. But there was a plan for only one deck below the “C” deck, the “D” deck, although it had some indication of the hull shape of the rudder post below the counter. There was still no midship section, so the lower hull shape was still questionable. I did find some section plans on the internet, but they were redrawn for a model kit from Amati, and I had some questions about their accuracy, although they did show the bulb at the bow below the waterline, which did not appear on any of the other plans. However, when in doubt I always refer to photographs, if available. Here is one of the ship being launched, which I used to compare and contrast with the plans in hand. This was one of several thousand images that I viewed on the net. These were culled to about two hundred after eliminating duplicates and those that were of such low resolution to be useless. Of those, about three dozen were saved as the most relevant, useful, and detailed. Here are a few, and more will be posted as the areas of detail are built. More posted soon Dan Edited July 15, 2015 by shipmodel Omega1234, nancysqueaks, Jack12477 and 14 others 17 Quote Link to comment Share on other sites More sharing options...
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