Hubbry Logo
SS RaffaelloSS RaffaelloMain
Open search
SS Raffaello
Community hub
SS Raffaello
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
SS Raffaello
SS Raffaello
SS Raffaello
View on Wikipedia
from Wikipedia
SS Raffaello
History
Italy
NameRaffaello
NamesakeRaphael
OperatorItalia Società di Navigazione (Italian Line)
Port of registryGenoa, Italy
BuilderCantieri Riuniti dell' Adriatico, Trieste, Italy
Yard number1578
Launched24 March 1963
CompletedJuly 1965
Maiden voyage(Cruise)10 July 1965, (Line service), 25 July 1965
Out of service6 June 1975
IdentificationIMO number: 5289106
FateSold to Iran, 1977, where laid up
Pahlavi IranIran
NameRafael
Acquired1976
HomeportBushehr
FatePartially sunk 1983
General characteristics
TypeOcean liner
Tonnage45,933 gross register tons (GRT)
Length275.5 m (903 ft 10 in)
Beam30.20 m (99 ft 1 in)
Draught10.40 m (34 ft 1 in)
Installed power87,000 shp (65,000 kW)
PropulsionGeared turbines, twin screw
Speed(Service) 26.5 knots (49.08 km/h; 30.50 mph) Max trial, 30.5 knots (56.49 km/h; 35.10 mph)
Capacity
  • 1,775 passengers
  • (535 1st Class; 550 Cabin Class; 690 Tourist Class)
Crew720
NotesSister ship to SS Michelangelo

SS Raffaello was an Italian ocean liner built in the early 1960s for Italian Line by the Cantieri Riuniti dell'Adriatico, Trieste. She was one of the last ships to be built primarily for liner service across the North Atlantic. Her sister ship was SS Michelangelo.

Design and construction

[edit]

In 1958, the Italian Line began planning new ships to replace the ageing Saturnia and Vulcania. Competition from jet airliners had not yet had a huge impact in the Mediterranean area and jobs were needed for Italian sailors and shipyard workers, so constructing new superliners seemed like an attractive idea to Italian Line executives. Consequently, the new ships grew from the originally planned 35,000 tons to nearly 46,000 tons. They were the largest ships built in Italy since SS Rex and SS Conte di Savoia in the 1930s.

The Italian Line planned the ships as true ocean liners, divided into three classes. Oddly even for a liner, all cabins below A-deck were windowless, but on the technical side the ships were among the most advanced of their time. They featured retractable stabiliser wings, highly modernised engineering panels, and many other advantages. The funnels, in particular, were especially designed to keep smoke and soot from the rear decks. The funnel design proved to be highly effective, and it is a testament to their design that most funnels in modern passenger ships are built along similar principles.

The new ships' interiors were in the Art Deco style so often associated with liners. Raffaello's interiors were designed by architects such as Michele and Giancarlo Busiri Vici, who had not worked on liner interiors before. As a result, Raffaello gained highly futuristic, more distinctive, but more sterile interiors than the Michelangelo. Despite being planned as identical ships, Raffaello was 0.7 meters (2.3 feet) shorter, 0.40 meters (1.3 feet) wider, and approximately 22 tons larger than the Michelangelo.

Service

[edit]

It took five years to finish Raffaello, a long time even by the standards of the day. The ship was further delayed when stern vibrations were discovered during the first sea trials. The ship's propellers and transmission system were modified to eliminate the vibrations. The modifications were successful and the ship was finally ready for service in July 1965. Senior Captain Oscar Ribari commanded the ship on its maiden voyage. The passengers included the Sinovčić Royal family, His Highness the Grand Prince of Dalmatia, Ante Edo Sinovčić, and his wife, with their two children and Italian Senate-president Cesare Merzagora and his wife, the ship's godmother.

In 1966 Raffaello carried two Spider 1600 cars bound for an exhibition in the United States. The cars were even driven on the ship's first-class lido decks, a first for an ocean liner. 1969 saw Raffaello perform in the Italian film Amore mio aiutami, made in part to promote the two ships (despite the film officially being set on board Raffaello, it was filmed onboard both ships). In 1970 Raffaello became the first ship whose theatre stage was converted into a skating rink and skating shows were performed for passengers. In 1970 the ship suffered the most serious accident of its career when, under command of Senior Captain Luigi Oneto, it collided with a Norwegian oil tanker off the south coast of Spain in May 1970. There were no deaths.

Although Raffaello was the larger of the two ships, and its interiors more distinctive, she was always the less important ship in the eyes of Italian Line executives. As a result, when the transatlantic traffic started declining due to competition from air traffic, Raffaello was sent cruising in order to make more money while Michelangelo was used strictly for crossings. Raffaello was not very well suited for cruising. Although it did have a large amount of open deck space, the ship was too large, its cabins too small, and most of them too spartan for demanding cruise passengers.

Sale to Iran

[edit]

The Italian Line decided to withdraw Raffaello in April 1975, after the Italian Government announced that it would not further subsidize the ship (by 1975, it was paying 100 million lire per day, or about $151,500 at the then-current exchange rate, to keep it sailing). Initially laid up in Genoa and later in La Spezia near the scrapyard, Raffaello and Michelangelo were inspected by several potential buyers such as Norwegian Cruise Line, Costa Amatori, Chandris Group, and Home Lines. The last even made a serious offer to buy the ships, despite large rebuilding costs, but the Italia Line rejected the offer.

In 1976 the Shah of Iran emerged as a buyer the Italian Line could accept. The former flagships of Italy that had cost a total of $90 million in 1965, were sold for $4 million a decade later. Raffaello made its final journey late in the same year from La Spezia into Bushehr, where it served as a floating barracks for the next seven years.

In 1978 plans emerged to resurrect Michelangelo and Raffaello as cruise ships. Raffaello would have become Ciro il Grande (named after ancient Achaemenid ruler Cyrus the Great), a luxury cruiser accommodating 1,300 passengers. But Italian specialists sent to evaluate the ships' condition realized the ships were too decrepit to make reconstruction financially viable. As a result, Raffaello stayed in its moorings. The ship was heavily damaged and looted during the Iranian Islamic Revolution in 1979.

In 1983 plans were again made to bring Raffaello and Michelangelo back into service as cruise ships. But Raffaello had been hit by a missile during the Iran–Iraq War in 1983 and partially sank in shallow waters outside Bushehr. Sometime later the wreck was rammed by an Iranian cargo ship. Local divers further looted the hull in subsequent years.[1]

As of 2006, Raffaello's hull remained partially submerged, and there have been reports of plans to scrap the ship completely. These plans were refuted by the Department of Environment as the ship has become part of the ecosystem.[2] At least one of Raffaello's propellers was removed illegally and taken to Isfahan.[3] One source indicates that it is not visible from the surface, but its position (28°49′0.24″N 50°52′36.58″E / 28.8167333°N 50.8768278°E / 28.8167333; 50.8768278) is marked by warning buoys.[4][5]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

SS Raffaello

View on Grokipedia
from Grokipedia

SS Raffaello was an Italian ocean liner constructed by Cantieri Riuniti dell'Adriatico in Trieste for the Italian Line, launched on 24 March 1963 and entering service on her maiden transatlantic voyage from Genoa to New York on 25 July 1965.
As the sister ship to SS Michelangelo, she represented one of the final purpose-built vessels for the Genoa–New York route, displacing 45,022 gross tons and measuring 900 feet in length, with accommodations for approximately 2,500 passengers and crew across luxurious three-class facilities including multiple lounges, a 500-seat theater, and modernistic interiors blending minimalist Art Deco elements.
During her decade-long commercial career, Raffaello primarily operated transatlantic crossings but increasingly shifted to cruises in the Mediterranean, Caribbean, and beyond amid declining liner traffic due to jet aircraft competition, experiencing minor incidents such as an engine room fire in 1965, a collision with a tanker in 1970, and propeller damage in 1973.
Withdrawn from service in April 1975 following the Italian government's cessation of subsidies, she was sold to Iran in 1976 and repurposed as a barracks ship at Bushehr, where she was struck by Iraqi forces during the Iran–Iraq War and sank in shallow waters on 17 November 1983, her wreck remaining submerged to this day.

Design and Construction

Technical Specifications

The SS Raffaello was an Italian constructed by at their shipyard in , with principal dimensions including a of 276.2 meters, a beam of 30.3 meters, and a draft of 10.4 meters. Her gross register tonnage measured 45,933 tons. Propulsion was provided by geared Ansaldo steam turbines generating 87,000 shaft horsepower, driving twin screws to achieve a service speed of 26.5 knots and a maximum speed of 30.5 knots. The vessel featured 11 decks and advanced stabilization systems, including retractable fins, reflecting mid-1960s maritime engineering standards. Accommodation was designed for 1,775 passengers distributed across three classes: 535 in first class, 550 in cabin class, and 690 in tourist class, supported by a crew of 725. Compared to her near-identical sister ship SS Michelangelo, the Raffaello was marginally wider by 0.4 meters and larger by approximately 22 tons, though the sisters shared nearly identical overall specifications.

Building and Launch

The SS Raffaello was constructed by Cantieri Riuniti dell'Adriatico at the San Marco shipyard in Monfalcone, near Trieste, Italy, as the second vessel in a pair of superliners ordered by the Italian Line to sustain transatlantic operations and support national shipbuilding employment amid the rising dominance of commercial aviation. The project, initiated in the late 1950s, proceeded despite evident market shifts favoring air travel, prioritizing industrial and prestige objectives over purely commercial viability. Work on Raffaello's hull commenced shortly after construction began on her sister ship Michelangelo at a separate Genoa yard, reflecting coordinated efforts across Italian facilities. The liner was launched in a traditional side-haul on 24 March 1963, with a large public attendance, authorities present on a dedicated platform, and a sponsor presiding over the event, underscoring its importance to local industry. Post-launch, the ship entered the outfitting phase, incorporating advanced features such as streamlined funnels and stabilizer fins, before undergoing sea trials and final completion in July 1965. This timeline positioned Raffaello among the final major ocean liners built before air competition decisively eroded the transatlantic passenger trade.

Operational Career

Maiden Voyage and Early Service

The SS Raffaello completed her final outfitting in July 1965 before embarking on a seven-day shakedown cruise in the Mediterranean Sea, departing Genoa on 10 July and calling at Cannes, Malta, Piraeus, and Naples with around 1,200 passengers aboard. This preparatory voyage tested the ship's systems prior to entering commercial transatlantic service. Her maiden liner voyage followed on 25 July 1965, sailing from Genoa to New York with 1,121 passengers across three classes, marking the Italian Line's commitment to maintaining prestige ocean liner operations amid rising air travel competition. Early operations focused on the Genoa-New York route, with the Raffaello accommodating up to 1,775 passengers—divided into 535 first-class, 550 cabin-class, and 690 tourist-class berths—served by a of 725. The vessel emphasized Italian luxury, featuring opulent restaurants, venues, and six swimming pools, which contributed to positive initial passenger feedback despite the era's shift toward faster aerial transport. On her fifth eastbound crossing, a fire erupted in the aft engine room on 31 1965, causing 60 minor injuries among passengers but no deaths; the ship safely returned to on 6 November for repairs. A subsequent failure delayed departure from New York on 17 1966, highlighting ongoing mechanical challenges in the vessel's pioneering aluminum-heavy . These incidents notwithstanding, the Raffaello sustained weekly transatlantic sailings through the late 1960s, briefly bolstering the Italian Line's fleet alongside her Michelangelo.

Transatlantic Operations and Challenges

The SS Raffaello primarily operated on the to New York transatlantic route following its maiden voyage on July 25, 1965, which carried 1,121 passengers across the Atlantic at speeds of approximately 26 knots. The vessel completed 113 such crossings by April 1975, typically accommodating around 400 passengers per voyage despite a capacity of 1,775, reflecting the sharp decline in liner traffic. Schedules involved weekly departures from Italian ports, with occasional stops at or , positioning it as one of the last dedicated North Atlantic liners alongside its sister ship Michelangelo, the Queen Elizabeth 2, and the France by 1974. Technical challenges emerged early, including severe hull vibrations at full speed during initial sea trials, which were mitigated through modifications to the propellers and transmission system before full service. Operational incidents further complicated service: on October 31, 1965, a fire in the aft engine room injured 60 passengers and forced a return to Genoa on November 6; a collision with the tanker Cuyahoga on May 19, 1970, in Algeciras Bay delayed the ship by eight days for repairs; and a propeller failure on September 28, 1973, required fixes until October 6. Economic pressures mounted due to unprofitability from high operating costs and intensifying competition from , with ship travel capturing only 4.7% of transatlantic passengers by 1969. The exacerbated fuel expenses by 217%, while crew strikes intermittently disrupted voyages. These factors, compounded by the Italian government's withdrawal of daily subsidies exceeding $150,000 in 1975, led to the suspension of transatlantic operations after a final New York departure on April 21, 1975, marking the end of subsidized Italian liner service.

Economic Decline and Withdrawal

Competition from Air Travel

The advent of commercial profoundly eroded the market for transatlantic ocean liners like the SS Raffaello. Pan American World Airways inaugurated regular transatlantic service with the Boeing 707 on October 26, 1958, reducing New York-to-Europe travel time from several days by ship to about eight hours by air. This shift accelerated in the early , as airlines captured the majority of passengers seeking speed and convenience; by 1959, ocean liner traffic between the , , and had already declined 7.8 percent to 884,000 passengers from 959,000 the prior year, with filling the gap. By the late , fewer than four percent of transatlantic travelers opted for ships, rendering liner operations increasingly unviable without subsidies. The Raffaello, entering service on its maiden voyage from to New York on July 25, 1965—seven years after the 707's debut—faced immediate headwinds from this entrenched aerial dominance. Despite its design for high-speed transatlantic runs at up to 26.5 knots, the ship operated at a loss throughout its liner career, dependent on Italian government support to sustain routes plagued by falling bookings. Passenger preference for jets, which offered comparable fares by the mid-1960s but vastly superior speed, led to chronic underutilization; the Raffaello's capacity of 1,775 passengers rarely approached full occupancy on westbound crossings. In response, the pivoted the Raffaello toward cruising by 1974 to salvage revenue, as transatlantic viability waned further with the 747's introduction in 1970, which democratized affordable long-haul flights. This transition proved temporary; the vessel's final transatlantic-focused operations ended in 1974, culminating in lay-up at on June 6, 1975, after a last cruise departing New York on April 21. The jet age's inexorable logic—prioritizing time efficiency over luxury immersion—ultimately consigned purpose-built liners like the Raffaello to within a of service.

Final Voyages and Lay-Up

The SS Raffaello undertook her final in April 1975, departing New York on 21 April bound for after the Italian government announced it would cease subsidizing unprofitable liner operations amid competition from and the . This voyage marked the end of her commercial service with the Italia Line, which had operated her on the –New York route since 1965, as subsidies were withdrawn to stem ongoing financial losses exceeding operating revenues. Upon arrival in Genoa, the vessel was placed in lay-up, with her engines secured and crew disembarked, before being towed to the naval base at on 6 June 1975 for long-term storage pending sale. At , alongside her sister ship —which followed into lay-up in July—the Raffaello remained inactive, her interiors preserved but unused, as potential buyers were sought amid a collapsing market for ocean liners.

Sale and Repurposing in Iran

Negotiations and Transfer

In late 1976, after both Michelangelo and Raffaello had been laid up due to unprofitable operations and the withdrawal of government subsidies, Mohammad Reza Shah Pahlavi of proposed purchasing the vessels to serve as permanently moored barracks for military personnel along the coast. The , which had struggled to find alternative buyers amid the dominance of , accepted the offer as a means to recoup some value from the idle ships, which had originally cost approximately $45 million each to construct. The sale agreement for the pair was finalized in at a total price of $4 million—or $2 million per vessel—reflecting the ships' depreciated state and limited market for ocean liners at the time. Contemporary reports initially described the intended use as floating hotels, but the transaction documents and subsequent deployment confirmed the purpose for accommodating Iranian naval personnel. Raffaello undertook her final voyage under Italian ownership late in 1977, departing under tow or self-powered to (then known as Bushire), , where she arrived and was formally handed over to Iranian authorities upon mooring. Upon acquisition, the ship was renamed Rafael and repurposed without significant modifications beyond basic adaptations for static military housing. The transfer marked the end of Raffaello's commercial career, with no provisions for reactivation as a seagoing vessel.

Use as Floating Barracks

Following its sale to the Imperial Iranian government in late 1976, SS Raffaello underwent minimal refitting to serve as a permanently moored for the Imperial Iranian Navy, accommodating approximately 500 officers and 1,300 marines in the region. The vessel, stripped of much of its luxury passenger fittings, was towed from , , around the , arriving at on Iran's southern coast in spring 1977, where it was anchored offshore as an interim housing solution amid the Shah's rapid naval expansion efforts. The liner's extensive passenger accommodations—originally designed for over 2,000 travelers—were repurposed for use with basic modifications, including partitioned berthing areas and utility connections to shore facilities, enabling it to house personnel efficiently without requiring full operational seaworthiness. A team of about 50 Italian maintenance workers oversaw initial setup and ongoing upkeep, ensuring habitability through 1979, though the ship's steam propulsion systems were decommissioned, rendering it immobile. This arrangement addressed acute barracks shortages at , a key , supporting the Mohammad Reza Pahlavi's modernization of Iran's fleet amid regional tensions. During its early years as a , Raffaello provided stable, -controlled quarters superior to land-based alternatives in the hot, humid Gulf , contributing to personnel readiness for and defense duties. No major structural alterations were reported beyond anchoring reinforcements and electrical tie-ins, preserving much of the original layout for dormitory-style occupancy. The acquisition, priced at around $2 million despite its original $45 million construction cost, reflected the Iranian Navy's pragmatic approach to leveraging surplus civilian tonnage for rapid capacity buildup.

Fate During Conflicts

Impact of the Iranian Revolution

The of 1979, which culminated in the overthrow of Shah Mohammad Reza Pahlavi and the establishment of the under Ayatollah , profoundly disrupted ongoing operations involving the SS Raffaello. Prior to the revolution, the vessel had been acquired by the Iranian government in 1977 and repurposed as floating accommodation, primarily for workers at the , with Italian technical personnel overseeing maintenance and refitting efforts. However, as revolutionary unrest escalated in late 1978 and early 1979, these expatriate staff were compelled to evacuate the country amid widespread and the collapse of the Pahlavi regime, leaving the ship without essential expertise for its upkeep. The revolutionary chaos directly inflicted severe physical damage on the Raffaello, which remained moored in Bandar-e Bushehr. Mobs looted fixtures, furnishings, and spare parts from the liner during the period of upheaval, stripping interiors and compromising structural integrity in acts of and opportunistic common amid the power vacuum. This neglect and depredation rendered the vessel inoperable for its intended civilian or support roles, marking a pivotal decline from its prior utility under the Shah's modernization initiatives. No immediate repairs were undertaken by the new regime, which prioritized consolidating power over foreign-acquired assets perceived as symbols of the ancien régime.

Sinking in the Iran-Iraq War

During the Iran-Iraq War, which began in September 1980, the SS Raffaello served as a stationary floating barracks for Iranian naval personnel in the harbor of , a strategic port city on the vulnerable to Iraqi air raids. Positioned near coastal infrastructure, including to shield the nearby from aerial assaults, the vessel became a target due to its military utility and visibility. On November 17, 1983, bombers struck the Raffaello with explosives during an intensified phase of the conflict's "Tanker War" extension to shore targets, causing severe structural damage and leading to partial submersion in shallow waters. The attack inflicted multiple hits, compromising the hull integrity of the already weathered liner, which had been repurposed without significant maintenance since its 1977 transfer to . Reports indicate the strikes were part of Iraq's systematic bombing campaigns against Iranian ports and vessels to disrupt and , with the Raffaello's large making it a prominent objective despite its origins. The ship settled on its keel in approximately 10-15 meters of water, with the upper decks and superstructures remaining partially exposed above the surface, rendering it irreparable and abandoned as a wreck. No confirmed casualties were reported from the incident, though the event underscored the vulnerability of repurposed civilian vessels in modern aerial warfare. The wreck persisted in Bushehr harbor post-war, occasionally cited in maritime salvage discussions but left unrestored due to economic constraints and environmental regulations prohibiting unauthorized part removal.

Legacy and Assessment

Engineering Achievements and Criticisms

The SS Raffaello represented a pinnacle of Italian maritime in the mid-20th century, featuring geared Ansaldo steam turbines that delivered 64,902 kW of power to two propellers, enabling a service speed of 26.5 knots suitable for transatlantic crossings. This , combined with a hull of 276.2 meters and beam of 30.3 meters, allowed the vessel to achieve high velocities while maintaining stability through retractable fin stabilizers, an advanced feature that reduced rolling in rough seas. The ship's of 45,933 tons incorporated modernized control panels and a distinctive twin-funnel rising 45 feet high with integrated wind deflectors to optimize and exhaust flow. Engineering innovations extended to passenger accommodations, with capacity for 1,775 passengers across three classes, supported by 18 elevators and extensive lounge spaces that showcased aesthetics integrated with functional maritime requirements. The forward initially utilized lightweight aluminum panels, aimed at reducing weight aloft for improved stability and , though this material choice later highlighted vulnerabilities. These elements positioned Raffaello as one of the most technically sophisticated liners of its era, emphasizing speed, comfort, and national prestige in an age transitioning from to more economical diesel propulsion. Criticisms of the design centered on persistent vibration issues experienced at full speed, which compromised comfort and required post-launch adjustments similar to those implemented on its Michelangelo. The rigid adherence to a three-class segregation, mandated by subsidies, limited the vessel's adaptability for cruise operations, as cabins and public areas were not optimized for flexible reconfiguration, rendering it less competitive against emerging versatile cruise ships. Additionally, the aluminum proved susceptible to storm damage, as evidenced by reinforcements made to Raffaello following Michelangelo's 1966 structural failure in heavy weather, underscoring potential flaws in material selection for ocean-going durability. While the setup provided reliable high-speed performance, its high fuel consumption and maintenance demands contributed to operational inefficiencies in the jet age, exacerbating economic pressures on the Italian Line.

Cultural and Historical Significance

The SS Raffaello, launched on 24 March 1963 and entering service on 25 July 1965, epitomized Italy's post-World War II ambitions in maritime engineering as one of the largest ocean liners constructed since the 1930s SS and SS . Built by in for the , it formed part of a pair with the SS , designed to revive transatlantic prestige amid declining demand due to competition. These vessels represented a government-backed effort to sustain domestic employment and national pride, with subsidies reaching $150,000 per day until 1975. Named after the master Santi, the liner integrated Italian through its interiors, which featured distinct artistic and architectural elements crafted by specialized design teams, blending mid-20th-century with opulent Italian flair. Innovations such as retractable stabilizer fins, porthole-free lower decks for aesthetic streamlining, and advanced soot-clearing funnels—later adopted in contemporary shipping—underscored technological advancements, positioning Raffaello as a pinnacle of Italian maritime ingenuity despite its commercial obsolescence. Historically, Raffaello symbolized the inexorable shift from ocean liners to in global passenger transport, operating transatlantic routes for a decade before transitioning to cruises, only to be repurposed as naval barracks in from 1976 onward. Its sinking in harbor during the Iran-Iraq War on 28 February 1983, after an Iraqi missile strike, concluded a trajectory from emblem of Italian industrial resolve to wartime casualty, leaving a legacy as a relic of faded maritime eras among enthusiasts and historians. In Iranian memory, it evoked pre-revolutionary affluence for some observers.
Add your contribution
Related Hubs
User Avatar
No comments yet.