Deep Blue Diver

One Diver's Journey

Powered by Genesis

Shore Diving

February 15, 2025 by Colin Jones

Joys & Pitfalls

Going In & Getting Out…..Stoney Cove

No matter where you start scuba diving you will have been given the chance to just wade in “somewhere” and dive……..whether that is a quarry in the Midlands, or a South Coast beach, or even a Red Sea resort, shore diving is where all of this began. I am convinced the first Ama breath holding pearl divers, in Japan & Korea, the Greek and Roman Sponge divers, the Coromandel pearl divers observed by Marco polo, and even the Assyrians, using animal skins to breathe from, didn’t begin diving from boats, it makes far more sense that they began from the shore and that boats came later…..

Assyrian Using Animal Skin Breathing Apparatus 7th-8th Century BC (Web Photo: Courtesy reddit.com)

From my own very first dive in “open water” from the slip at Fort Bovisands, to my last shore dive (so far) off the rocks at Cape Pembroke in the Falkland Islands, I have both enjoyed and cursed shore dives in equal measure as, with every dive, there is dark and light or “Yin & Yang”, as the Chinese observed millennia before the West dragged itself into civilization from primitive barbarianism

Fort Bovisands Slipway……My Very First Dive

I have been privilidged to dive far and wide across this world, and I am still trying to reach wider, despite the nagging onset of physical limitations, as I head for the wrong side of 60……… I have no complaints and have done some wonderful shore dives, despite my first very nearly becoming my last, (you can read about that elsewhere in this blog but it was a very close run thing, I promise you!) luckily I persevered, as did my poor dive leader, and the rest of my life has owed him a considerable debt of gratitude I simply cannot ever repay!

“21/08/90 SHORE DIVE – BOVISANDS HARBOUR – – Viz 3-4m BASIC DIVE – Scenic – Rock Sand & Kelp Inst Paul. L – Buddy Andy H ”

 I have taken a fair few shore dives at Fort Bovisands not only at that time but over several of the following years too, both for pleasure and for training purposes too, so shore diving is inseparable from my love of diving as a whole, and I have enjoyed several very memorable shore dives indeed, here are a few of the more notable ones through the years………..

“15/12/91 SHORE DIVE – Horsea Lakes Portsmouth Viz – 12m – Cold Dive 4’ Temp, (water) – Work task hacksawing & bolting up metal spars – great fun – Damn cold! Buddy Barnie – Air In 210 Out 145” 

This is a brutally short description of an excellent dive, in what was then a closed dive site to all but military personnel, and we had worked hard to get access for our joint military & civilian dive club, Tidworth Sub Aqua Club, or TIDSAC for short. Norman Morley, our diving officer (a civilian) and his wife Joy (an ex-military nurse) had been trying to get us back in to Horsea following a change of Officer Commanding (OC) at the site, several years before, who closed it down to Navy/Army trainees alone

Horsea Lakes December 1991

Luckily, I eventually managed to get us through the gates via an official request through my own unit, we were granted very rare privilidge, and dived several times with an entirely empty lake to ourselves. The dive described so curtly was to get a “working dive” towards my sport diver qualification, if you imagine Carl Brashear in “Men of Honour” where Robert De Niro has Brashear’s tool-bag cut open and his tools strew all over the sea-bed making his tasking almost impossible….but he manages, through sheer stubborn determination, to complete the task, after hours of trying and surfaces, almost hypo-thermic, but triumphant……..my dive was nothing like that………It was a beautiful, sunny, but bitterly cold day, with gin clear freezing cold sea water, filled with hundreds of tiny jelly-fish, and Barnie and I worked to saw and bolt together a simple framework of metal bars, whilst freezing in semi-dry-suits, with barely working fingers in thick rubber dive gloves, and we eventually triumphed around 20 minutes later, and had a great time doing so too! One of several dives I would enjoy at Horsea Lakes over several years with TIDSAC

Chesil Beach Portland Dorset

“02/02/’92 SHORE DIVE – Chesil Beach – Portland Viz 2-3m Cold Dive 6’ W.Temp Basic Ferret about, loads of Atlantic Prawns, Some wreckage, the odd crab, Buddy Gary, Air In 190 Out 110”

I have dived Chesil beach a fair few times in the early years of diving, it was a favourite of Toots (Denise Tuttle) and I when we couldn’t afford to dive with Budgie (Eric “Budgie” Burgess, Portland and Tulum Diving Legend & a great personal friend ), although Budgie was kind to us, and always discounted our diving as we were serving military, even he had to make a living, and towards the back end of the month Toots and I would run out of money, but still have access to a military Land Rover, free fuel, and be able to get packed lunches for a Wednesday “sports afternoon”, so we’d take a run down to Portland and shore dive off Chesil Beach, along the disused sewage pipe outlet where Cuttle-Fish often appeared and would shift their beautiful colours as they decided if we were a threat or not……

Chesil Beach a Challenging Exit…. (Web Photo: Courtesy Edd Mitchell)

“03/05/’95 SHORE DIVE – Chesil Cove – Portland Pure pleasure dive hunting round the outlet, through Kelp fields, a couple of Wrasse, a Pipe Fish, a large Cuttle Fish & plenty of Pollack (small) couple of Spider Crabs – very enjoyable – Air In 230  W/Temp 14’ Viz 3m Buddy Toots”

Chesil Cove Kelp (Web Photo: Courtesy josoceanmedia)

Strangely, I can only find one other of the Chesil Beach dives, out of what must have been close to half a dozen we did there, recorded in my log-book, (although there are several more named as “1st Beach Chesil”….) and it’s one that was only memorable for how poor the Viz was:

“29/03/’95 SHORE DIVE – Chesil – Portland Looking for the Adelaide – Viz too low to dive with  2 novices aborted immediately (Nil @ 12m ) Buddy Simon & Toots”

TIDSAC Kitting Up For a Chesil Beach Dive

On that dive I had Toots with me and thankfully had a buddy line between us, there simply was no Viz, it was as dark as any coal cellar (for those of you who remember such places) and I had to hold Simon, our novice diver, next to me and pull Toots in by the line and feel for her thumb, which I jerked up three or four times to signal we were out of there….. For anyone who dives Chesil Beach, anywhere down its length, the greatest challenge is undoubtedly the exit, the stones are steep from the on-shore wave action, and stacked high…… as your legs work to get up the rise from the waterline, where, if you are in any kind of “chop”, the waves are trying to beat you down and drag you back in, your feet sink into the mass of stones, and it is damn tiring, especially following a decent length of dive, weighed down with heavy cylinders and a weight belt……. believe me

Church Ope Cove Portland

There would be many other shore dives over the remaining years I had left in the Army, all of them spent, bar two live tours, in Tidworth……..Portland offered a variation of shore diving, from the rocks below the lighthouse on the point to the rock bays around 1st Beach, Church Ope Cove and Pulpit Rock, to the drift dives below Ferry Bridge pushing you into the sheltered harbour at anywhere between 6m and thigh depth at low tide (as I found when we were picking up divers in the club RIB some years after I’d left the Army and started up Deep Blue Diving),

Ferry Bridge Portland (Web Photo: Courtesy Jon Combe)

all these shore dives gave us a wide variety of sub-marine life, from Cuttle-Fish dancing around the kelp around the disused out-fall pipe, to Spider Crabs and Brown crabs hiding in nooks and crannies on the occasional outcrop away from the shore-line, and encrusted old anchors with Mussels and Anemones off 1st beach, where vessels had run ashore so long ago as to be lost in history. The Bill at Portland, and Chesil Beach, just around that headland, offer some of the best shore-diving England has to offer, but it wasn’t the only South Coast shore diving I have done

Swanage Pier Dorset

There were many others, Lulworth Cove was one, although unremarkable at the time, with little to see, it was one of my first Beach entry (walk-in) dives and I enjoyed the swim around such an iconic bay, there were more too, the pier at Swanage, just around the coast from Portland, was one Toots and I did occasionally, and the first time I saw anyone just drag their dry-suit over their standard day clothes and get in……..I’m sure that was more time-affected than simple bravado, we had got there a little later than expected and light was fading, so it wasn’t quite the je-ne-sais-pas it seemed, and luckily the dry-suit didn’t flood either or it would have been a wet drive back to Tidworth ………

“07/01/’95 SHORE DIVE – Swanage Pier – escorting novice – a root about the pier footings. Very little to see, the odd Crab and a Pipe Fish. Practiced A A S breathing W Temp 8’ Air In 220 Out 150 Buddy Toots Viz Down below 1m throughout.”

Shore Diving Beach Entry

I didn’t just restrict myself to the South Coast for shore diving either, Anglesey saw me take my father-in-law, Tim, diving in a gulley just off Porth Castell which is a great little dive approaching high tide, there’s plenty of room to lay out kit and kit-up and a gentle entry direct from the sandy little beach there too

“18/08/96 Shore Dive – Splash @ Treaddur off the rocks to the left & up & down the gully just for fun Air In 140 Out 100 Viz 3m Buddy Tim”

Porth Castell Gully, Ravens Point (Web Photo: Courtesy Vivien of Diefwyr Mon Divers)

The gully at Ravens’ Point is a hidden little gem at Treaddur Bay, although there was nothing dramatic to see on the day, I recall several small fish and a couple of shy crabs in crevices, the swell of the incoming tide gently lifting and dropping us in its never ending rhythm, and kelp fronds waving, in the odd clump that managed to hold-fast in the face of the Irish sea and its vagaries of weather fronts. You can reach the gully by following the headland around to its limits on the left side of the bay, there are rock out-crops and a low cliff headland going on around to Penrhos Bay, a favourite of mine since the halcyon days of childhood holidays in our family caravan at Rhyny’s caravan park near Moelfre

Waterlip Quarry Somerset, Entry Staircase

“14/04/94 Inland Dive Waterlip Quarry Somerset Cold & Dark No Viz from 12m – Nothing to see, W Temp 6’ Air In 200 – Out 50 Viz 0.5m – Nil Buddy Adrian”

Of course, there were plenty of quarry dives too, from Waterlip, in the Mendip Hills, historically used as a training site for the Cave Diving Group (and yes, there is a cave dive at Waterlip….who knew…?) Vivian Quarry in Wales, Dosthill Quarry in the West Midlands, and of course the quarry probably closest to me, Stoney Cove (where I have dived over 25 years or so to date), and on up to Jackdaw Quarry, or Capernwray as it is more commonly known now, on the borders of the Lake District near Carnforth

Vivian Quarry Llanberis Wales

Just a line on Vivian Quarry in particular, Vivian in Llanberis, Wales, is one of the most picturesque places I’ve ever visited, a small and very hidden gem of outstanding natural, and indeed industrial, beauty that merits a look even if you do not have your diving gear with you (you’ll wish you had, I promise)

Vivian Quarry Ruggedly Beautiful Underwater Too (Web Photo: Courtesy Viki chronicwanderlust.com)
 

These quarries have given a safe diving environment to millions of British Scuba & Technical Divers over many decades now, and offer almost unlimited training opportunities, from your very first open water dive to deep tri-mix and Re-Breather diving, some with depths of 100m and more. It is easy to overlook the role of quarries in shore diving but they likely see many more divers than the actual coastal shores around us, where most of the diving is now predominately boat based  

Capernwray “Beach” Entry

I have a great deal of respect for quarry diving in whatever form it is undertaken, I have enjoyed diving quarries when otherwise it was impossible at the coast, because of the weather or the sheer cost of taking a trip 150 miles or so, with all the expense that entails for fuel and even accommodation, and the very real possibility that the sites are blown out on arrival, and you are lighter in the pocket but no better off in diving experience……. When I say “Safe” there is of course no truly “safe” dive, being underwater is inherently unsafe, no matter what skill level you have, nor how good your equipment, but if you have an incident and you are inland at a quarry site, you have on site safety services with you far quicker than you might at a remote shore site or off-shore too. My first ever dive in Stone Cove was way back in February of 1994:

“SHORE DIVE – First Fresh Water Dive, Took a look round the Wessex helicopter @ Stoney Cove good viz – 10m –‘ish Shoals of Roach & Perch  One 2-3 pounder Cold & Fun  W Temp 10’ Air In 200 Out 70 Buddy Mark”

Stoney Cove Leicestershire c1995

It is not only scuba diving that you can get at inland sites if you are lucky enough either, although I believe that, tragically, the Historic Diving Society no longer offers the Surface Supply Standard Diving Equipment experience, I was one of those lucky enough to take a “traditional” dive using hard-hat, lead boots and hand pumped air to walk the ledge at Stoney Cove…….

Standard Rig Diving Stoney Cove June 2013

“15/06/13 STONEY COVE HARD HAT DIVE a “full dress” Siebe Gorman dive on the shelf with John Smillie & the HDS which was bloody great! The kit is extremely heavy & the standard boots murder to walk on topside or below as rocks mean you are very unbalanced but it is ace having comms and hearing the hand – pumped air fill the helmet – suit “pants” if the valve is set slack which was odd! Walked about, trapped the hose between rocks & had to back-track & watched divers pass me & land on me as ever – fantastic fun Viz 6m Air In….loads!!”

Pula Croatia Escorting Novice Divers

I have been privilidged to shore dive abroad too, my very first shore dive in Croatia was escorting a course of novice divers I had trained back in Zagreb, whilst on the air-base there on a UN tour. The difference in the water temperature and visibility in some locations abroad cannot be ignored, in many cases it is a world apart and whilst the UK can, and does, have some brilliant diving it is hard to argue that the warmer, sometimes 30m plus visibility abroad is a much more tempting prospect, especially as I got inevitably older…….

Pula Croatia Crystal Clear & Warm Water Diving

I took my “oppo” Phill for a shore dive around the headland a little from the training site at Punta Verudella, a completely impromptu decision one afternoon just to top out the day’s training exercises and kick back a little:

“19/11/92 SHORE DIVE – Punta Verudella – Croatia Hunting again round the rocks colours different as the light faded, nearly run over by a fisherman W/Temp 17’ Air In 200 Out 100”

Another terse description of a dive that I really enjoyed, the unknown nature of the area and the rocky headland were a joy, as was the pine tree cover fringing the shore right down to the water’s edge. I loved the bimble around despite having to keep a keen eye on Phill as he was only just out of is novice course. This was a dive where the setting Sun dropped quickly and we ended our ferret around the limestone rock gullies only a little before full sun-set. It was to be one of a number of really enjoyable shore dives around Punta Verudella

Punta Verudella Trees Down to the Shoreline

I am lucky enough to have shore dived in a few very prestige places abroad, Croatia, Cyprus, The Red Sea, Lanzarote, Jamaica and the Falkland Islands to name a few, my next “foreign” shore dive was a shakeout dive that Cydive, the facility I had chosen to dive with on a brief holiday, immediately after my UN tour in Croatia (staying with Phill who had been posted out there on his return to the UK along with his wife), I was invited over to stay for a week and couldn’t resist diving whilst there, obviously….the military club there had let me down, they were a stand-off, RAF lot who weren’t interested in an “outsider”, even a serving soldier, just turfing up to dive with them, clearly, as the dive officer just kept putting up more and more barriers prior to me departing the UK. In the end I just decided “sod em” and booked with Cydive, who were absolutely wonderful, despite insisting on the checkout (quite rightly) but graciously not charging me for it……before we dived Zenobia, the ferry lost on her maiden voyage off Larnaca, another dive written up elsewhere on this blog

Cydive Paphos Cyprus 1993 Loading for the Try-Out

Shore Diving in Jamaica was a rare privilidge, this time on an Army expedition led by Don Shirley, who I would dive again with on the Falkland Islands exped. Our first check-out dive was from the shore in the marina on the headland at Port Royal, of Pirate City fame…..Unknowingly we would be diving in the area most recently surveyed and presented in a TV reconstruction of the Earthquake & Tsunami that brought the “Most wicked & depraved city on earth” to its’ knees without a single shot being fired, the resultant liquefaction submerging 2/3 of the town and taking a square mile of the isthmus below the waves for good

Port Royal Jamaica 1994

“15/06/94 SHORE DIVE – Port Royal – Jamaica Buoyancy check & shake-out dive Air In 140 Out 100 W/Temp 28’ Buddy Dean”

The description falls short of the dive, both Dean and I came out of the water with aching head’s which prompted me to stop any further check-outs and have the air-bank checked, it showed a blown seal and oil contamination in our air…..it’s not always just the kit we use under the water that can be checked without using a boat to dive….. We had many more shore dives off Jamaica though…. Including my very first night dive:

“20/06/94 SHORE DIVE – Dragon Bay (JA) 1st True Night Dive _ Around a Coral bay sometimes down to 0.5m depth –two large Puffer Fish – a Sea Snake – lots of smaller reef fish beautifully coloured – a couple of Crayfish. A great dive – Air In 110 – Out 70 W Temp 23’ Buddy Steve

Vodka Martini Please Tom…..

Those of you of a “particular age” may recognise the location from a popular film of the era, the clue’s in the photo title…….. an additional clue, if one was needed…. it’s just around the corner from Frenchman’s Quay, where yet another popular film was made from a book by Henry De Vere Stacpoole, around the same time, featuring a certain “Lagoon” and an often very scantily clad Brooke Shields

Gull Harbour, Weddell Island, Falkland Islands

My next few shore dives would be in waters with more in common with Scotland than Jamaica or Croatia, in the Falkland Islands, on a military dive expedition in 1996……Another expedition I carried out with Don Shirley and none the less adventurous but definitely no sunshine tour:

“05/01/96 SHORE DIVE – GULL HARBOUR – Weddell Island South Atlantic (Falklands) Shakeout dive through the kelp – largest I’ve ever seen – loads of Squat Lobster & then into an old wreck ( a brig size) plenty of timber left to root round, over to port I think. W Temp 10’ Viz 4-5m Air In 200 Out 150 Buddy Chris”

I have a special affinity with the Falkland Islands and the Islanders (the true Falkland Islanders), having returned there to work for a year recently, as a direct result of my love for the place following our expedition, it is a stunning place with the most amazing wildlife and a stark and heart aching rugged beauty. Although it is very difficult to get there even in these days of air-travel, it is well worth a visit (Becky Schott, the superb diver photographer does the occasional trip there, however, you will need to be quite (very) well off to consider joining….) We would carry out a few more shore dives on that tour, and that dive proves you can come across the most amazing things whilst shore diving, the vessel noted turned out to be the Castalia, a wreck with an interesting historical significance that I also cover elsewhere in this blog…….

Shore Dive Exit Weddell Island

Interspersed with the “exotic” side of shore diving there was always the ever-present Stoney Cove, however we did occasionally abandon the cove for shores further afield….one of those was the starkly beautiful Wastwater, a Cumbrian remnant from the ice-age, the deepest of the English Lake-District waters and one a little more off-track than Windermere or Coniston:

“02/04/00 WASTWATER CUMBRIA – Deep Dive, Down to the Gnome Garden for bottom time after setting up stage for deco. Viz 5m ish Air In 230 Out 110 W Temp 8’ Buddy’s Darren & Jason”

Wastwater Cumbria

Wastwater offered a deeper option than Stoney which bottoms out at 36m, Wastwater has depths down beyond 60m and is an ideal technical dive-site, very accommodating for advanced Nitrox and Tri-Mix or Re-Breather diving, (by which I mean in terms of depth, there are no dive-oriented facilities locally, I believe the closest gas provider would be Capernwray…..) albeit a lot further to travel, the up-side being there is little chance of a dive being “blown out” by weather, it’s not impossible, just very unlikely…….

Ginnie Springs Florida USA

Shore diving also includes, of course, cave and cavern diving, although I don’t claim to be anything more than “interested” in this type of diving, I have, again, had the privilidge of diving many sites in several widely separate locations, from Croatia to the USA and Mexico, my first ever cavern dive was at the world famous Ginnie Springs in Florida:

“Ginny – Springs Florida USA A glimpse of the realms of cave diving. The training grounds for the greats – Exley Palmer- Farr. The cave system starts here but is now grilled shut about 40m back in the cavern where water surges up at 1kt. The cavern is a delight with a squeeze & several off shoot grotto like areas trapped air on the roof reflects like a mirror ball when lit from below – a superb dive with ghosts of greats as buddys – just out of sight!! Air In 250 – Out 150 Buddy Kent”

Devil’s Ear Ginnie Springs (Web Photo: Ginnie Springs)

I only had one day diving at Ginnie Springs and dived it twice, I would not get another cavern/cave dive until a couple of years later when we were in Lanzarote with some of the divers from Fenton Sub Aqua Club, Jason one of my dive-masters had lived there for a year and recommended we visited to dive, who was I to argue? Blue Eyes Cave was an accessible dive from the Shore off a headland easily accessible to the dive-shop’s small truck, so we piled our dive kit in and headed out:

“25/10/04 LANZAROTE Blue Eyes Caves Long swim out to the cave with plenty of colourful fish with a very large Ray in the sand which took off as if “on cue” beautiful! A shoal of Barracuda with many fish just to our right & then into the cave from 14m to 30m a narrow entrance which has several “windows” allowing light in, then  into the main chamber full of nooks & crannies & air wells down a narrow hallway to exit from the skulls left eye. Very nice dive, off back to deco through the ascent & climb out up the shore rock plateau. Nitrox 32% Air In 200 Out 60 Buddy Jim Leigh”

Blue Eyes Cavern Lanzarote (Web Photo: Unknown Origin)

I have been lucky enough to be indulged by my wonderful wife Ellie and my family when on holidays that are strictly “Non-Diving Affairs”….(per-se)……. and have enjoyed the odd shore dive in the Red Sea (and elsewhere), a couple have included our children although Ellie was not as comfortable with that, as a non-diver, if I am perfectly honest

Day Boats on Far Garden Reef Sharm el Sheik

We ended up in the Crowne Plaza in Sharm el Sheikh in 2006 on such a holiday along with good friends Mark Hill and his wife Kerry and their daughter Alicya, Lee Lewis & Kai were all old enough (just) to take a discover Scuba off Far Garden Reef which the hotel backs onto

Lewis Kai & Lee Pre-Dive Pool Checks Sharm el Sheikh

“FAR GARDEN – Sharm el Sheik Diving with Kai and Lee & Lewis fantastic experience to show Kai and the boys truly beautiful fish and a marvellous reef. Everything was there Parrot Fish, Butterfly Fish, Dory’s – allsorts!! Wonderful Air In 220 Out 100”

Kai & Lewis Clearly Emotionally Equipped for SCUBA……

The entry was down the dive-centre’s stairs directly onto the edge of the coral reef, the boys all loved the dive and Lee and Alycia carried out a second dive later that day, so at least I have been able to give them a taste of the magical world that sits just under the surface….let’s see what they eventually do with that……..

Lee…..”Stop photographing me!”

A particularly different dive, which is a shore dive, but also an overhead environment dive of sorts (you’ll understand in a minute) is “The Rez” a dive very close to home up in the back-woods just outside Stoke on Trent, which is literally down the road from me in Uttoxeter. The Rez is, as you might deduce from the name, a reservoir, but this one comes with a difference, as it is one of the metal constructions which carried reserves of fresh water which I believe were deliberately hidden underground to prevent damage from bombing during WWII. That is the story I have been told and it seems plausible to me at least. Back in 2008 you could dive one of these reservoirs, and I took Mark Hill with me to get him back in the water after a bit of a diving absence for him arising from work and family commitments:

“06/07/08 THE REZ – Underground Reservoir – Taking Mark back into low-viz dives – great rooting around & in & out of the block wall rabbit hole’s Viz Nil but water clear after entry Air In 150 Out 100”

Diver Exiting The Rez (Web Photo: Unknown Origin)

The Rez is a strange dive, the water is seldom deeper than 2m and the entry is down a set of metal mesh stairs to a platform allowing you to hunch down and drop into the water which you then swim around using a torch (or not…. if you prefer), through various access holes in the metal wall framework, separating the 40m or so square site into “rooms” effectively….want a challenge? try to navigate yourself in and back out without your torch (torch in first can work too) you’ll be surprised how difficult it turns out to be, and it’s a safe way of learning a very harsh lesson…wreck penetration with no line is a fools game, with a very silly “prize” for those who believe themselves un-requiring of such trivialities as wreck penetration lines…….

Dos Ojos or Two Eyes Cenote Mexico

I was lucky enough to spend three separate holidays in Mexico, diving with my friend Eric “Budgie” Burgess, an ex-Royal Navy colleague from my very earliest days of shore diving off Portland in Dorset. Budgie had two RIBs run out of the Breakwater Hotel, in Castletown, Portland way back in the early ‘90’s, and then ran the Aqua Sport Hotel and Dive Operation, until wanderlust took him off to become perhaps the most experienced dive-guide in the Tulum area in the Cenote’s of the Yucatan:

“24/02/15 DOS OJOS (Two Eyes) Cenote Mexico The Barbie Run – Through the first Cenote I have dived with Budgie – the first dive we have done together despite 25 years in the business together!! A small cavern entrance with a wide pool to descend then winding through the caverns through the tunnels & into air bells. The scenery is fantastic the stalagmites & stalactites everywhere with shapes cut into the Limestone by water & the rains when the caves were dry. Hopefully captured some of this on the Go-Pro – Awesome experience but the re-breather is still a maul – still a pain re- buoyancy Viz Unlimited Air In 3L 180 Bar Out 80 Bar Buddy Budgie”

Budgie Leading on the Line Mexico

I took many, many Shore Dives over the three visits to Tulum and the Yucatan, some multiple times and some just once, I will cover them in other pieces in this blog and hopefully this just illustrates another different type of dive available from direct entry or a shore, of sorts

Sharm el Sheikh Hilton Dreams Beach

Another of those “Not a Diving Holiday” dives, to show I am not just a wreck-obsessed rust junkie, (Ok….I admit it…I am) was off the beach at the Hilton Dreams in Sharm el Sheikh, a simple walk across the road from the hotel, with all the gear being down at the beach ready for me….kitting up and walk in, as simple as that:

“06/04/13 RED SEA – Sharm – el Sheikh Bay at the Hilton Dreams Beach, in over the sand to see a large (5’) Green Turtle munching on Sea Grass. Down to 18m to a coral outcrop with very pretty Angels (Masked) and two Spotted Rays and over & round to see Pipe Fish, Clown Fish, Puffers, Nudibranchs & on to sand again to a feeding Eagle Ray (2’) a very pleasant holiday dive we ended on a 5’ Grouper sat in broken pipework – lovely dive Buddy Gary Air In 200 Out 65 Viz 20m”   

Free the Crustacean 17……..

   

 On one of my frequent visits to Croatia, I put aside my obsession with wrecks for a moment….alright, there was a day we couldn’t get to the wreck site I wanted…..and I decided to take my kit back around to the local Lobster and Sea-Food restaurant made far too popular in that damn movie “Mamma Mia”. Ellie and I love the place and I’d asked if they wouldn’t mind me dropping in that evening dressed in rubber….they said “fill your boots but do not dream of freeing the Lobsters”……:

Crustacean Liberation Front Night Attack…….

“31/08/21 SHORE DIVE Komiza Night Dive from the slip by the apartments just for the sake of it! Pain in the ass getting the gear in place from Manta to the slip but fun! Went round the rocks under a clear sky of stars & ferreted round a ridge to reach the Jastozera (Mamma Mia) restaurant & swam in & round their Lobster pen! Plenty of small fish around & the odd Urchin to be wary of. A great fun dive in 3m & less of water Air In 200 Out 170”

Cape Pembroke Lighthouse

And so, to conclude this far longer than expected tome on Shore Diving, a piece I honestly believed I would struggle to get anything meaningful around……I offer my very last (so-far) shore dive, taken just a year or so ago whilst working in the Falkland Islands, off Cape Pembroke a couple of miles outside Port Stanley, under the watchful eye of the Pembroke Lighthouse, the most Southern Lighthouse in the world

Pembroke Gully, Lighthouse Landing Stage Remains  

“02/04/23 CAPE PEMBROKE Falkland Islands 1st dive back in the Falkland Islands & a Shore Dive to the left of the Lighthouse @ Cape Pembroke, where the crane used to be sited at the pillars in a gully. Entry was easy but lower water than I expected Sea was full of Kelp debris perhaps a storm had trashed some fronds as the floor was a matt of “leaves” 20 minutes bimble around the rock walls out to the mouth & back Max Depth 8m Air In 150 Out 120”

The Landing Stage Cape Pembroke

I had been lucky enough to get a “fill” from David Eynon, the writer of the dive book “Beneath Falkland Waters” written about David’s many diving adventures over some 20 years or more around the Falklands, which I’d read, but compressors out there are very few and jealously guarded….I had expected this to be the first of many dives out there, sadly that was not to be, the diving has essentially ceased, the military club disbanded in the Covid years, so there’s nothing unless you join the local conservation group, who catalogue the myriad small species in certain at risk & conservation areas, although I got in touch with them, sadly the contract I had taken turned out to be one I wanted to get out of….wrong people….wrong attitude type of affair I’m afraid, so that was the last Shore dive in my log so far, and, very sadly, the last dive I’d get in the Falklands….I hope one day to return, there is so much more there to dive……

Why not take the last dive with me…….

David Eynon’s Excellent & Inspiring Book

As always this piece would be far less interesting without the contributions of others, namely, for their excellent photos: [email protected], Edd Mitchell, reddit.com, Ginnie Springs, josoceanmedia.com & Vivien of [email protected] to all of whom, including of course David Eynon for my Falklands air fill and his inspiring book, Beneath Falkland Island Waters, I am enormously grateful

Filed Under: General Diving

Cenote El Pit

January 18, 2025 by Colin Jones

Quintana Roo, Mexico

Cenote El Pit (Web Photo: Courtesy Joram Mennes)

“Exploration of the Dos Ojos (Two Eyes) region, the northeastern-most extent of the system began in 1987. In 1994 the discovery was made of a cenote that led to what is now the deepest cave segment in the system called “The Pit” and gives this section of cave a depth of 119 metres (Barton 2001). “The Pit” is also the deepest section of cave passage of all of the cave systems in the coastal zone of Quintana Roo” (“The Sac Actun System, Quintana Roo, Mexico”. Kambesis, P.N. and Coke IV, J.G., 2016. P181, Para 5. In:  Boletín Geológico y Minero, 127 (1): 177-192 ISSN: 0366-0176).

The Pit to Max Depth in 2000 (Web illustration: Courtesy Hazel Barton)

I had been discussing diving in Mexico with Derek Aughton, one of my main Divemasters at Deep Blue, a month before I’d put him in touch with Budgie Burgess, a long time mate from my military days who had moved out to Mexico to become a cave guide, (and who now holds legendary status amongst the regular expedition divers there) Derek had already been across and dived extensively with Budgie the previous year and was very descriptive about “El Pit” assuring me any trip out there should include a dive into the Pit. Eventually Ellie and I had decided to have a couple of weeks there, in the first week  I had already done two of the cenote dives in Dos Ojos, the Barbie run and the Bat cave, I was already enthralled with the huge interconnection of the Karst plain of Baia and wasn’t surprised that virtually every dive I would do around Tulum would have been accessible in a sort of Mexican Underground way, essentially just stations on a main line, some at different depths but all sharing the vast tunnel network

The Entrance & Dive Details to El Pit

Derek had described El Pit as exactly that, a deep sink hole in the Limestone of the area, I had no idea at the time just how deep it would prove to be, but looked forward to what was going to be the deepest dive I would carry out whilst in Mexico. I had seen very dramatic photo’s taken in El Pit, frankly some were incredible, almost to the extent you felt they could not possibly have been real, but must be some kind of A.I or Photoshop creations…….? How wrong that would prove to be! I knew El Pit was around 40m or so deep from Derek’s descriptions, I knew there were several passages off the pit which could go deeper if you were fully cave diver certified, however I also knew that I wasn’t a trained cave diver and would not get to see those passages, or where they eventually led, I didn’t feel cheated by that, it is what it is and rules are there to ensure everyone’s safety, I was just looking forward to seeing what the environment down there looked like!

Budgie Kitting Up for El Pit

In the pre- briefing for the dive, on the way from Bahia Principe (our holiday resort) in the truck, Budgie covered the more recent explorations and discoveries that had been made, from Paul & Jill Heinerth’s (married at that time) first 100m dive in 1997 into what would be called the Wakulla Room (named after the cave system Paul & Jill were very familiar with back in the USA) and culminating in 2000  with a 119m dive by Dan Lins & Steve Bogaerts proving, so far, to be the deepest at El Pit. Latterly Jill Heinerth went on to push what is shown as the BMB passage into “Jill’s Chamber” and discover more possibilities in a passage named, perhaps with a sense of Irony, “The Next Generation Tunnel” If these dives whet your appetite for more there is a great article you will enjoy in Advanced Diver Magazine here: https://advanceddivermagazine.com/_PDFORDER/isfg/6ali/ADM%20ISSUE%206.pdf  

El Pit Stairway Entrance

I had decided to dive the cenotes using my AP Valves Inspiration rebreather. I knew the advantages of 4 hours of diving on one canister of sofnolime would far outweigh the time allowed by a twin-set, and I had no real idea how I would take to long immersions in caverns with little, if any, light. Cave diving is distinctly different to any other type of diving and I knew that even the “tourist” dives available to me as a non cave-trained diver, would involve time in confines that couldn’t be argued with, lightless, anonymous tunnels, completely unfamiliar to me, neither Budgie or I were getting any younger, and we both loved steak egg n chips perhaps a little too much! Having successfully carried out hour long dives in Dos Ojos I was happy the Inspiration would finally prove the way forward for diving for me despite set-backs with the original handsets and the battery box issues I’d had in the early days of diving it. The change to the Juergensen Hammerhead handsets, and the far better 4 cell controller, seemed to have put those issues behind me, the solenoid was, as far as I could determine, a better controlled item and the handsets were far easier to scroll through and had, so far at least, a 100% record

El Pit the Descent 2015

El Pit is a collapsed cavern in the limestone substrate that covers most of the Quintana Roo, part of the Yucatan on the Caribbean coast of Mexico, the area from Cancun down through the Mayan port of Tulum to Chetumal and indeed on into Belize, famous in my past life as a glory posting in paradise, but more famous in the wider world for its Blue Hole, a Jaques Cousteau find and the site where he did some ground breaking dives. In geological terms the region is described as a Coastal Karst Aquifer, which I distill, for the purposes of my limited intellect, to mean a Limestone plateau system, eroded by rain over millennia to form underground connections via caverns, tunnels and eventually ceiling collapses forming the native “Cenotes”. The presence of the ubiquitous Stalactites and Stalagmites within the systems proving that for long periods of time these caverns, tunnels and caves were above sea level, but now, through climate changes and land movements, have become flooded, sometimes partially, mostly completely, leaving them both a wonder and a challenge to modern mankind

Quintana Roo Karst System, Sac Aktun & Ox Bel Ha (Web Illustration: Courtesy @mantarayo)

Descending into El Pit is a phenomenal experience, the view is quite magnificent and, even from the surface some 30m until you reach the Hydrogen Sulphide halocline, a perfect level of mist which gives you the impression of a graveyard at twilight, especially as there is a dead sapling still standing on the remains of the cave roof, collapsed to the floor in a desolate pyramid of broken Limestone and debris…..El Pit is a truly epic experience just for that sight alone, nevertheless, there’s a whole lot more to see as you circle the 40m level at the collapse pile…..

El Pit from the surface to the Halocline (Web Photo: Courtesy voyagemexique.info)

My dive did not go to plan, I went from the awe of the view down to the halocline, and a feeling of wonder at my surroundings, to a nagging feeling something wasn’t quite as it should be, to….well, read for yourselves as my Navy Dive Log tells it: “26/02/15 The Pit – Cenote – Mexico This is a large hole which as usual is a cave roof collapse & is a deep & interesting feature of the area as there is an obvious halocline @ 30m or so. We spent 15 or so minutes at 36m then ascended to see the eerie interface between salt & fresh water which is like diving in jelly or shower gel & wrecks your vision blurring everything!! There is a tree @ around 18-20m and the fall-in from the roof makes a level there which with what looks like a layer of mist gives the impression of a graveyard – eerie as hell & ominously so as the inspo was getting harder to breathe which led me to cancel a trip into a side tunnel & concentrate on solving the issue – just got worse whatever I did, loop-vent – dill flush – nothing worked – went to bail to find the sling reg clip jammed in the hang rope – GREAT- a near death experience in a pseudo cemetery!! Managed to free it-just in time!! Ascent was slow n steady no drama…was a flood!! Buddy Budgie”  

El Pit……Boot Hill, Very Nearly an Actual Cemetery……..

The autopsy (thankfully, not mine….) revealed a flooded canister, somewhere water was getting into the loop, not enough to completely flood the canister but sufficient to fill the lower section where the air transfer between loop and sofnolime takes place, slowly but surely increasing breathing resistance and simultaneously endangering the diver by increasing the amount of exhaled carbon dioxide, and, try as hard as I could, I could not locate the leak. I stripped, pressure tested and re-assembled the unit several times until I realised, either my eyes were not up to the job anymore, despite my recently re-tested and almost new glasses, or that the issue was so small as to have been eradicated in the stripping and re-lubing/sealing….so why had pre-dive suction tests not picked it up …….perhaps they weren’t carried out for long enough, perhaps I’d dislodged something on entry although I didn’t recall a harsh entry…..in the end I put it down to operator error and insufficient pre-dive testing, maybe due to excitement or perhaps an over emphasised feeling of anticipation to get in the water, either way it would have been a stupid way to go out…..and then the entanglement of the side-mount regulator and the sense of an imminent “end”…. I admit there was a moment, several in fact, when I’d almost given up, another minute and it would have been over….. I had been at my physical limits so much so that my sight was starting to suffer….

El Pit, The view back into the main shaft

If there was a defining point when I made a conscious decision to abandon rebreather diving then perhaps this was it, although that wouldn’t manifest until I’d been back in the UK for several months and had discussed things many times with Ellie, my wife. Ellie had instantly picked up something wasn’t right when I’d arrived back from the dive and met her at the beach, she said it was when I said “it is now” when she had greeted me with “everything good hon” as I’d not usually say something like that and it seemed odd, that and the redness in my eyes which I’d never had previously….likely some blood vessels had bled a little. I was dismissive at the time, saying it had been a bit of a do but nothing more, but I don’t think Ellie was convinced and she asked me several times that night not to dive “…..that stupid bloody contraption” again

El Pit, Budgie in the Spotlight

I dived El Pit again in July of the next year, Ellie loved Mexico and we had only done half the things we wanted to on our first trip, so I agreed wholeheartedly we would return the next year, so 2016 my Navy Log reprises El Pit thus: “The Pit Bahaia Mexico. Return to the collapsed Cenote where the YBOD (Yellow Box of Death) nearly killed me last year. GREAT dive down & round the core of debris where the roof fell in and created a 40m pit with a 10m cone in it. Down & round the lone tree in the “mist” which really still resembles a cemetery & is wonderfully spooky then up in circles to see the strata & stalactites hanging in the grottos in the wall. Back into the cavern at the 20m ish depth which leads upstream & downstream & would get you to the sea or back to Dos Ojos depending which way you went. Up to finish watching the bubbles of 15 or so other divers which resembled a Jacuzzi as we exited. Wonderful dive Air In 200 Out 160 Viz 30m Buddy Budgie”. I notice now that all blame has, rather tongue in cheek, been assigned to the inspo and any mention of “operator error” has been cheerfully set aside from my previous attempt to make myself a permanent feature of Boot Hill………

Stalactites Lit by Budgie in the El Pit Grottos

By now though, rebreather diving was a thing of the past for me, a year on and I’d decided that I had carried out the in-water drills as well as could be expected, that the failure had not been evident sufficiently to show itself before the dive and, really, if something as small as the leak had been, had compromised the unit so much that recovery had not worked effectively, then whichever that was assigned to (me or the unit) was enough. Either I just did not have sufficient rigor to dive the unit safely or, following manufacturing (wholly un-admitted by AP) issues surrounding the handsets (hit me twice, both times on different sets but knocking out the other too) and then on the known, but again dismissed, battery box bounce issue (dislodging of the 9v battery killing power to the unit) early in my ownership, and an unresolved investigation into “Pixilated” handset displays during an especially cold Stoney Cove dive one January, I had decided the disadvantages outweighed the advantages of closed circuit diving in terms of my diving….after all, I wasn’t trying to get up close to photograph marine life, nor was I regularly diving below 60m…. the risk just did not stack up for me any longer

Down One of The Passages off El Pit a Little Way

We again decided there was still more to do in Mexico and Ellie and I returned in 2017 for an early holiday, in May of ’17 I found my way back to El Pit for what would be until now, my last dive there and my Navy Log records: “Cenote ‘The Pit’ Bahaia Maya Mexico. 1st dive of the holiday back in Mexico and a dive in perhaps my favourite Cenote. The Pit is a maul down stairs in the heat but as we were 1st in it was crystal & calm with the usual 35m Viz – descent went well no tooth issues (I’d not long since had root canal work following a dive on Vassilios T in Croatia….) & we dropped through the halocline @ 20m to pass through the Hydrogen Sulphide mist @ 30m and hit our plan to 35m then ascend through the ethereal mist past my ‘cemetery’ on the hill and the lone tree sentinel at what could have been my demise 2 years ago – round to the back of the spoil heap & up to the cave runs @ 20m & 15m in the back wall then on & out of this vast cathedral of crystal water & effervescence – a wonderful dive Air In 210 Out 110 Viz 35m Buddy Budgie”

El Pit Hydrogen Sulphide Professionally Shot (Web Photo: Unknown Origin)

El Pit is a magnificent dive, from the trek into the jungle to reach it, to the kit carry down the wooden steps to reach the dive platform and the eventual descent into its beautifully clear waters, it finds a place in amongst the most unusual dives I have done. That is not just because it is a Cenote and part of a huge system of mystical passages and caverns under the Mayan homelands, with all their bloody history, which reach from miles inland, through jungles full of ancient pyramids and ruins, where Jaguars still patrol ghost-like and unseen, eventually to meet the Caribbean Sea. But it is so much more than that, it is immense, when you enter El Pit the surrounding cavernous hollow beneath you opens out into something like the size of St Paul’s Cathedral in London, the debris pile hidden by the halocline, and what seems an impenetrable mist with a lone tree sticking defiantly out of it, despite having died aeons ago, it seems to invoke that timelessness which clearly captivated the Mayans who treated the depths and tunnels around them as sacred openings to the other world…….and that is what El Pit is….it’s the “Other World”, dark and light, giving and, in equal measure, maleficent, and beautiful whilst very quickly becoming terrible……..in short it is our connection to the underworld, just as the Mayans believed it to be………

El Pit….The Mayan Underworld

I will conclude by saying, this piece is about El Pit and Cenote diving in Mexico, not a hatchet job on rebreathers, (friends of mine have successfully used them far longer than my 10 years of occasional use) and those that commit to them completely, and abandon open circuit entirely, seem to be most devoted to them, that just wasn’t me, my diving just did not really warrant that divergence, or perhaps that level of commitment

Why not take a dive with me into El Pit, 2016 on open circuit:

As ever I would like to thank those who’s pictures, support and background information have made this a far better piece than I could have produced alone, namely, Joram Mennes, Hazel Barton, @mantarayo, voyagemexique.info, Paul & Jill Heinerth (via Advanced Diver Magazine), Eric “Budgie” Burgess and finally my long suffering and beautiful wife Ellen all of whom have in different ways, enriched my life immensely……..

Filed Under: Caverns & Caves

Messerschmitt BF 109

January 4, 2025 by Colin Jones

Crete

Messerschmitt 109 G-6 of JG 27 January 1944 Crete (Web Photo: Unknown Origin)

The Messerschmitt BF 109 is Germany’s Iconic WWII Fighter, it is safe to say, out of all the German aircraft, no other is so instantly recognizable, nor so indelible in the psyche of those who are interested in the exploits of the Luftwaffe and the air-combat of those dark years of 1939 to 1945, when the skies over England were crossed with vapour trails of those fighting for their Country and for their lives in deadly mortal combat  

German scientists testing a Messerschmitt Bf 109, E3 1940 (Web Photo: Courtesy rarehistoricalphotos.com)

The BF 109, more often called the ME 109 was the product of a requirement for a single seat fighter, in the interceptor role, specifically to replace the dated bi-planes in service with the Reich Aviation Ministry. Germanys’ “Luftwaffe” was still some way off when, in March of 1933, the Techisches Amt (or technical department of the Reichsluftfahrtministerium) outlined the specifications and invited four companies, Arado, BFW, Heinkel & Focke Wulf to supply three prototypes for a head to head performance competition. The aircraft were to have a “…top speed of 400 km/h (250 mph) at 6,000 m (20,000 ft), to be maintained for 20 minutes, while having a total flight duration of 90 minutes. The critical altitude of 6,000 metres was to be reached in no more than 17 minutes, and the fighter was to have an operational ceiling of 10,000 m (33,000 ft).Power was to be provided by the new Junkers Jumo 210 engine of about 522 kW (710 PS; 700 hp).It was to be armed with either a single 20 mm MG C/30 engine-mounted cannon firing through the propeller hub as a Motorkanone, alternately two synchronized, engine cowl-mounted 7.92 mm (.312 in) MG 17 machine guns, or one lightweight engine-mounted 20 mm MG FF cannon with two 7.92 mm MG 17s. The MG C/30 was an airborne adaption of the 2 cm Flak 30 anti-aircraft gun, which fired very powerful “Long Solothurn” ammunition, but was very heavy and had a low rate of fire. It was also specified that the wing loading should be kept below 100 kg/m2. The performance was to be evaluated based on the fighter’s level speed, rate of climb, and maneuverability, in that order” (Ritger, Lynn (2006). Messerschmitt Bf 109 Prototype to ‘E’ Variants. Bedford, UK: SAM Publications. ISBN 978-0-9551858-0-9)

BF-109G-6S Under Construction (Web Photo: Courtesy Wikipedia)

The competition acceptance trials were carried out at Erprbungstelle facility, Rechlin, the newly officially named “Luftwaffe” main testing ground, to the East of Hamburg and a little to the North of Berlin. The 109 quickly outclassed the Focke-Wulf and Arado but was given a run by the Heinkel, which was the favourite of the test pilots, until the agility and superb handling of the 109 and its 20mph speed advantage over the heavier, and more cumbersome Heinkel became the deciding factors. It may have been fortuitous that German officials were aware Britain had already ordered R J Mitchell’s Supermarine Spitfire (a development of the Schneider Trophy winning Supermarine S6) into full production. It would have been common knowledge the S6B held the world speed record at 407.5mph in 1931, making the Spitfire variant likely faster than the 109 which even in 1937 could only manage 379.63mph (11th November 1937, Zurich: Alpenrundflug Patrouillenflug). The BF 109 was declared the winning aircraft in a report giving clear intent in its title “BF 109 Priority Procurement” and production began in earnest in March of 1936, the public debut of the V1 prototype Messerschmitt BF 109 would take place at the 1936 Berlin Olympics

Messerschmitt BF109’s of Condor Legion c1938 (Web Photo: Courtesy Neil Robinson)

The BF 109 development in the few years leading up to the outbreak of WWII would be fast and ongoing, only a year or so following the 1936 Olympics B versions of the Messerschmitt took First Prize in the 202 Km Speed Course at the Zurich Flugmeeting Show, and, in the military aircraft section of the show it took First Prize in the A Category, in the international Alpenrundflug and Patrouillenflug categories (Nowarra, Heinz (1993). “Die Deutsche Luftrüstung 1933–1945, Band 3: Flugzeugtypen Henschel-Messerschmitt.” Koblenz, Germany: Bernard & Graefe. ISBN 978-3-7637-5467-0). The BF 109 V13 variant set the world speed record (11 November 1937) for a piston powered land plane at 379.63 MPH, a first time win for Germany. The alignment of Hitler and the Nazi party with Franco’s Spanish Nationalist party saw Germany aid the Nationalist cause during the Spanish Civil War, which had started in 1936 and would, by most definitions, be the start or rehearsal for Germany’s tactics in World War II. Lightning war or “Blitzkrieg” in German would be the crucible within which the Messerschmitt BF 109 was tested and the German fighter pilots of the Condor Legion would prepare, knowingly or not, for a conflict on a much bigger, in fact global scale, by the end of the Spanish Civil War in April of 1939 it would only be five short months before the British declaration of war (in September of 1939), against Germany following her invasion of Poland   

German Fallschirmjager Invasion of Crete May 1941 (Web Photo: Courtesy Bundesarchiv)

I shall not deal with the wider development of the war following Germany’s annexation of Austria and subsequent invasion of Poland, suffice to say that war spread rapidly and internationally in the manner of Blitzkrieg honed over the skies and lands of Spain. In May of 1941 German Fallschirmjager (Paratroopers) of General Leutnant Kurt Student’s XI Fliegerkorps initiated “Unternehmen Merkur”, in English, Operation Mercury, the airborne invasion of Crete. Crete was a strategically important island from where Hitler intended to dominate the Mediterranean theatre of operations. The Fallschirmjager suffered heavy casualties in taking Crete, many inflicted by Cretan civilians who unexpectedly (to the Germans, who believed they would be welcomed by the local population), rose-up en-masse to defend against the raid. The Germans reacted brutally, massacring civilian populations in Kondomari, Kandanos and Aikianos under direct orders from Herman Goring, the Luftwaffe Commander. It is during this airborne assault that our story truly begins with the loss of several Messerschmitt BF 109’s flying in support of the Junkers JU52 paratrooper transport planes, but we will pick up on that later, first we must look at the 1941 variant BF109’s closely……….

Messerschmitt Bf 109E-7/Trop. Oblt. Ludwig Franzisket I./JG27, Libya 1941 (Web Photo: Unknown Origin)

The “E” or Emil variant BF109’s were prevalent in 1941 and were not without problems, despite being advanced technologically for their time. Fuselage mounted wheels meant the BF109 wheel legs were angled out from the fuselage, as a straight down angle would have meant a very unstable landing and take-off from narrow wheel separation. Angling the wheel legs meant a more stable take-off and landing, but a high nose angle with limited forward vision when taxiing out to the runway. In his book “Clash of Wings” (Boyne, Walter J. (1994). Clash of Wings. New York: Simon & Schuster. ISBN 978-0-684-83915-8) Walter Boyne claims up to 10% of Luftwaffe losses between 1939 and 1941 were as a result of accidents during take-off or landing rather than in combat. The E Variant had a small, tail mounted rear wheel assembly, to support the tail on take-off and landing, and whilst taxiing. The E Variant BF 109 was armed with two synchronised machine guns in the nose cowling, above the engine, firing through the propeller (hence the need for firing to be “synchronised” to avoid hitting the blades). The E variant also had a single gun mounted in either wing, the wheel wells taking too much space to allow for two per wing without inflicting bulges and affecting aerodynamics and wing “lift”capability. The later BF 109 “F” variant or Freidrich, removed the wing guns and added a 20mm gun firing through the centre of the propeller instead (renowned “Ace” Adolf Galland had his BF 109F modified with two replacement 20mm autocannon in the wings, so although uncommon, individual modification did occur), the F variant also featured a smaller retractable tail wheel   

Messerschmitt Bf 109E-4/Trop, “Black 8”, JG 27, Libya, 1941.  (Web Photo: Courtesy Bundesarchiv, Luftwaffe)

It is perhaps prudent at this point to include part of the production run table of variants for the BF 109’s that we will be discussing in a while with the aim of identifying a particular Bf 109 off Crete:

There has been no official identification of the Messerschmitt Bf109 lost off Crete to this day (10/12/24) as far as I know, there have been suggestions as to its identity and that has led to speculation as to who might have been flying it, but, nothing definitive so far……Let’s see if we can get any further, and, I admit, as there were so many innovations and often “pilot specific” (senior, more experienced pilots in the Luftwaffe were often able to dictate particular configurations of their own aircraft) modifications during production runs and as field upgrades “in theatre” this might turn out to be another dead-end…..but let’s at least see where we can get……

Domes of Elounda, Spinalonga towards Centre

In 2004, Ellie, my wife, had recently read a book centred on the Island of Spinalonga, Crete, it was a harrowing read by all accounts and it had been a significant influence on her. It didn’t come as much of a shock to me that Ellie wanted to see the island for herself, there was “….a pretty resort too, the Domes of Elounda” and, after all, I’d never been to Crete either so she was pushing on an open door, or at least one a bit “ajar”…….that was until Ellie casually mentioned there was “a WWII plane sunk just around the corner from the resort”….a light breeze and the door creaked a little wider…..”…a Messerschmitt 109….or something”…….now a gust of wind and the door jammed open, I was hooked, we were going!

The Messerschmitt Bf 109, Anissaras, Crete (Web Photo: Courtesy diversclub-crete.gr)

I had seen several photos of sunken WWII planes before looking up the Bf109 off Crete, some were no better than engines attached to shards of aluminium, some had more form but again were not much to see, with most sadly left to the imagination, that is not to say they were not of huge importance and significance, but it would be  a lot of money spent to visit stark remains if I visited them, that would not be the case here, there was a full aircraft, inverted, but clearly mostly intact……I couldn’t wait to get to see it. Even the lightest reading on this aircraft opened up questions on the variant and the year of loss, the main of the discussions seemed to push it beyond the Nazi invasion of Crete which started with General Kurt Students Fallschirmjager (paratroops) dropping on Malame Airfield Suda, Heraklion and Canea as part of Unternehmen Merkur (Operation Mercury) on the 20th May of 1941

Fallschirmjager Load into a Junkers JU52 20th May 1941 for Crete (Web Photo: Unknown Origin)

The battle for control of Crete ended with Germany being successful, but having taken heavy losses due to Crete’s citizen’s resistance, alongside allied defence of the Island, fighting ended around the first of June of 1941 giving a clear window of likelihood for our Messerschmitt having been part of that operation. Looking at one of the loss lists for Messerschmitt Bf 109’s from the Crete Invasion (Kraker Luftwaffe Archive @ aircrewremembered.com On-Line resource: Accessed 11/12/2024) There are several possible candidates for the pilot, and the aircraft lying submerged off the Crete shore, Hauptman Fritz-Heinz Lange, Kommandeur II./JG77 who was shot down by anti-aircraft fire 23rd April of that year in the lead-up to Operation Mercury, Feldwebel Otto Niemeyer, hit by flak over Crete on the 20th May, the day of the initial attack, Herbert Perry was also lost, he was JG77 which was the main Luftwaffe force in the area, although it is not clear he was lost over Crete, Oberleutnant Gerhard Rahn ditched his Bf 109 on the Crete coast after being hit by flak, Feldwebel Karl Straub was killed by flak in the attack in a 109, although, again, the location is “over Crete” Oberleutnant Otto Grobe, another lost in a 109 over Kythera, so not likely our 109, and finally another, also believed possible for the Messerschmitt is Oberleutnant Berthold Jung of 5. Staffel/JG 77 ditching after being hit by anti-aircraft fire on May 20th of 1941, the first day of the German offensive, another possible aircraft, indeed many strongly believe it is Berthold’s aircraft lying there

JU52 Going Down Over Crete May 20th 1941 (Web Photo: Unknown Origin)

Any, even slightly meaningful, look into the background of what I dive or have dived is part of the experience for me, perhaps it is because I have always had an interest in history, even from schooldays, maybe it is because of my Father’s merchant navy past and the occasional trips to Liverpool to see the ships he sailed on and tour the engine rooms and run the decks…….either way it has clearly given me a fascination with the history and context of what I dive! I dived the Messerschmitt 109 in September of 2014 and my Green Navy Dive Log Records: “17/09/14 Hersonissos Crete Wreck Dive on a Messerschmitt BF 109 D shot down in WWII which took AA fire and went down off Malia in 25m tail first. Crystal clear descent to find the wreck largely intact, the tail is gone & the plane is upside down but both wings & body from the tail to engine is there & the prop is just in front of the main wreckage. Engine is intact and the starboard cannon is visible along with a full belt of ammo. This is a tremendously historic & atmospheric dive really touching history – there are only two remaining flying BF 109’s & there are few chances to see – let alone touch such significant pieces of history – awesome!  Viz 20m Air In 185 Out 50”

Messerschmitt BF 109 Hersonisos, Crete (Web Photo: Courtesy diveinourislands.com)

The reason I am clearly so focussed on the historic nature of both the wreck and the dive is not just the implications of the invasion of Crete, nor the wider impacts of WWII, but the fragility of existence itself, the fact that a mainly aluminium airplane is still largely intact after 73 years on the sea bed, especially after being already seriously damaged enough to have lost its tail, and smashed into the sea at what must have been close to 100 mph, is nothing short of miraculous to me, however, it also begs the question….”so who’s plane was it?”  We can start with the year of the Crete attack, 1941, by this time the Luftwaffe in the Mediterranean theatre were still largely on the E or “Emil” variants before the second re-design of the airframe of the F or “Freddy” version which would introduce new wings, a new cooling system and more aerodynamic fuselage. The F series removed the wing cannons of previous variants but retained two machine guns on the nose above the engine and a “through propeller” 20 or 50mm cannon, the wheel struts were angled 6’ forward to assist in stability during take-off and landing, the prop had a bigger spinner cover streamlined to the engine cowling as part of the aero-dynamics upgrade which also included moving the tail-planes down and forward slightly and removing the under tail support struts and introducing a retractable tail wheel (Messerschmitt Bf 109 variants. On-Line resource: Wikipedia. https://en.wikipedia.org/wiki/Messerschmitt_Bf_109_variants Accessed 11/12/2024). All of those features are evident from the wreckage off Hersonisos, so it could easily be a BF109 F variant…..

Berthold Jung JG77 in front of Bf109 E 7 “Black 5” (Web Photo: Courtesy Pintrest)

There are those who ardently believe the Messerschmitt to be the later “Gustav” or G variant and hold to later engagements over Hersonisos in the years following the initial invasion and there is still no definitive account, nor identification that has been universally accepted to date. There are, however, certain obvious points of reference on the aircraft where it lies, for one, behind the wreckage some 20 or so meters is the tail section, or at least some of it, and it is the retractable wheel type found predominately in the E & F variants (and likely discounting the G or “Gustav” variant at this point) a larger tail wheel was fitted in the 1942 G models which was locked in the “out” position. Noticeable is the lack of any strut mount locations which should be visible in an E Variant at the tail wheel location just where the wheel strut pivots, as the tail planes were supported (Check “Black 8” an E variant shown in the photo earlier in the piece) either side of the rear fuselage & under each tail plane. This could lead to belief our aircraft is more likely to be an “F” variant…….. although there isn’t perhaps enough of the tail section to confirm this as the angle of the photo could easily be introducing some confusion and there is visible damage here 

Bf 109 Crete Port Wing (Web Photo: Courtesy easydive24.de)

As the Bf109 off Crete is inverted and not complete there are other potential identifications that are unavailable, indicators such as cockpit frame type, tail-plane arrangement, motor cowl recesses and some others like engine air filter intake and cooler intake etc, these are missing parts of the bigger picture. It is also not helpful to have no clear evidence from Luftwaffe archives that would confirm one or other pilot’s loss specific to the location, there is another Bf 109 site off Crete in deeper water, so that isn’t helpful either. On balance even the tail-wheel is not “absolute” proof of type as Emil (“E”) variants were the last assigned aircraft to several of the pilots, “F”’s would be later losses than the Crete Invasion (and the Luftwaffe archive does not show specific losses over Crete after 1941, in any listing I can find to date, other than those noted in the table below) however both variants had retractable or “partially” retractable tail wheels up until March of 1943 when the “G” variant abandoned it, as can be read in the Rechlin state aviation test centre’s flight test results (Rechlin E’Stelle Erprobungsnummer 1581. 1943. Flugzeugmuster Bf 109 G-1 mit Motor DB 605A On-Line Resource: http://www.kurfurst.org/Performance_tests/109G_Rechlinkennblatt/rechlin_G1_blatt.html Accessed 17/12/2024)    in the “Notes and comparison with other flight trials” prelude it is stated “The aforementioned Kennblatt notes the increased mainwheel size 660 x 160 being present from February 1943, and the increased tailwheel size 350 x 135 from January 1943, that resulted it being non-retractable and causing additional drag – equivalent of 12 km/h speed loss at Sea Level as per other Mtt documents. These changes in early 1943 were the likely reason to perform the Rechlin trials, to establish the performance under the new airframe conditions. Therefore it is believed the below figures are with non-retractable tailwheel and bulges on the wing.”

Bf109 F Variant Retractable Tailwheel (Web Photo: Courtesy easydive24.de)

Jagdgeschwader 77 “Herz Ass” (Ace of Hearts)

I. / Jagdgeschwader 77 was assigned the role of air-superiority for Norway February 1, 1941, and was given multiple operational locations, Stavanger, Herdla etc in order to fulfil its remit. 1st JG Squadron were based in Stavanger-Sola, the 2nd JG in Lister and the 3rd JG in Herdla flying the Messerschmitt Bf 109 E. They were moved on April 13 1941 to Vrba in Slovenia and again April 16, to Korinos in Greece, with another move April 19 to Larissa, main city of the Greek region of Thessaly, targeting allied shipping off Athens. JG 77 were again moved this time to Molaoi on the Greek Coast, around 150miles from Crete, on May 11 1941 to support the planned attack and occupation of Crete. The first missions against Crete were flown on May 14, to take out anti-aircraft positions defending airstrips, towns and to weaken or destroy allied air cover. “On May 20, the group was deployed over Malemes. Further missions over Crete followed, which lasted until May 28th. Due to the greatly reduced operational strength, the group was withdrawn from the mission on that day and relocated to Bucharest to be re-strengthened” (Jagdeschwader 77 “Herz Ass”. On-Line Resource: https://www.lexikon-der-wehrmacht.de/Gliederungen/Jagdgeschwader/JG77-R.htm Last Accessed: 17/12/2024)

Bf 109 Nose Detached from Airframe (Web Photo: Courtesy easydive24.de)

The losses I can find in respect to JG77 between 1941 and the invasion of Crete and 1945, and the end of the war in Europe, are from the Jagdeschwader accounts (Jagdeschwader 77 “Herz Ass”. On-Line Resource: https://www.lexikon-der-wehrmacht.de/Gliederungen/Jagdgeschwader/JG77-R.htm Last Accessed: 17/12/2024) are quoted as “……six killed, four pilots taken prisoner (one of whom returned to the group after the fighting ended), two wounded and 16 aircraft.” a little further research and some very kind and enormously helpful assistance from Kelvin Youngs & Tom Kracker of the Kracker WWII Luftwaffe database “aircrewrememberd.com” details the combined listing as:

Given the small number of German Messerschmitt Bf109 pilots lost over Crete during the period of April 1941 to June of 1945 when WWII was ended by the allies in the Western Hemisphere and, having listed those in the Crete theatre during that period, it leaves us several “more likely” candidates for the aircraft lying inverted off Anissaras. I believe that the aircraft is undoubtedly a Bf 109 E variant, and it is more likely than not that it is either that of Oblt Gerhard Rahm (4918) noted as “ditching along the Crete coastline” 20th May 1941, or Oberstleutnant Berthold Jung’s (4173) aircraft again noted as “ditching along the Crete coastline” or finally that of Hauptmann Helmut Henz (1271) taken down by a British Blenheim 25th May of 1941 having “plunged into the sea”. When I dived the Messerschmitt 109 back in September of 2014 I asked the dive guide about the wreck before diving it, I was told that until quite recently one of the old men in the area, an eye witness, could still vividly remember the crash and he had it that: “……the aircraft was hit by flak coming over the hill behind the village and crashed into the sea on fire”, with all that can be put together in this case I am of the opinion it is more than likely the Messerschmitt Bf 109 I dived is Black 13 (4173), lost on the 20th May of 1941, flown by Oberleutnant Berthold Jung, who, ironically, survived the war as a PoW in Australia, eventually returning to Germany to join the German Navy, reaching the Rank of Rear Admiral, finally retiring in 1973

Rear Admiral Berthold Jung (Web Photo: Courtesy Wikipedia)

This is by no means definitive, however it is my belief the most likely of the three prime candidates is Black 13. This aircraft had been proposed for some time, only recently being challenged by divers who favoured a “G” series aircraft, however, I believe that focus to be incorrect. I believe the “Trick of the Tail” here to be solid evidence the Bf109 is an E or F variant and not a G, the location and eye witness testimony, even though somewhat second hand (having been related to me “third person”), points to the initial conclusion being correct, the Messerschmitt Bf 109E, “Black 13” downed by a flak hit towards its tail, flown and ditched by Berthold Jung 20th May 1941

As always I am deeply grateful to those who have provided photos and assisted with invaluable databases and research with regards to this aircraft wreck: rarehistoricalphotos.com, Neil Robinson, Deutsche Bundesarchiv, diversclub-crete.gr, diveinourislands.com, easydive24.de, Pintrest, Wikipedia, lexikon-der-wehrmacht.de and Tom Kracker and Kelvin Youngs of the  database “aircrewremembered.com” an outstanding archive constructed over a 20 year period by Tom Kracker, an achievement unequalled in WWII aviation documentation to my knowledge

Filed Under: The Wrecks

Kimon M

December 6, 2024 by Colin Jones

Red Sea Abu Nuhas

Kimon M as Brunsbuttel at her launch 1952 (Web Photo: Courtesy deutsche-digitale-bibliotech.de)

Kimon M began life as the Brunsbuttel at her launch from the Stulcken & Sohn Shipyard, on the Elbe River at Hamburg on the 11th February of 1952. The picture above is the actual Brunsbuttel, which became the Kimon M, I have seen several other pictures in other publications purporting to be her, that have used vessels of the same name, from the same yard, but with a little diligence they can be clearly identified as later launch dates (1955 or 1963).  Heinrich Christoph Stulcken founded H C Stulcken Sohn in 1846, his father had been in shipbuilding in the Hamburg region from 1833 and Heinrich had inherited his profession and eventually rented a yard to carry out repairs to yachts, he moved on to build wooden sailing ships and progressed as did the industry, into Iron ships around the late 1870’s and ultimately to steel ships accordingly

Stulcken Werft c1910 X Marks the Spot…….. (Web Illustration: Courtesy wikipedia)

By 1952 Stulcken Werft had become one of Hamburg’s largest shipyards, it was still in family ownership as far as I can determine up until at least 1925 under the hand of Heinrich von Dietlein, the eldest grandson of the founder. Stulcken Werft supplied the German Navy in WWI and again in WWII which included building the infamous “U-Boats” and survived both World Wars, despite severe damage from allied bombings, building, amongst other things, the iconic giant V shaped heavy lift cranes of the 1950’s. Stulcken Werft developed the “Hamburg” and “Koln” class frigates for the modern German navy in the late 1950’s but  was eventually taken over by Blohm und Voss in 1966, having built some 60 warships and a total of around 930 vessels. For those of you who, like me, love to visit the historic remains of such sites, the Stulcken Werft is now occupied by the two harbour theatre buildings, “Theater im Hafen Hamburg” and “Theater an der Elbe” almost directly opposite the Hard Rock Café Hamburg

Brunsbuttel at Launch 1952 Hamburg, Stulcken & Sohn (Web Photo: Unknown Origin)

A fairly elegant ship for her time, considering the prevalence of the war era “liberty” class ships in the coastal trades that had been sold off, post war, by the USA and which offered cheap, but hardly cutting edge transportation, the Brunsbuttel was a general cargo configuration with “derrick” masts (essentially, jib cranes) fore and aft to service her holds, two at front and a second pair to her stern. She was built and designed to be deep-sea or coastal, and to carry a wide variety of cargoes mostly in her holds, however she also had some usable deck space and often timber would be carried on deck by vessels like Brunsbuttel. For those of you who relish the technical, her details are below

Stulcken Werft c1950 (Web Photo: Courtesy Andreas Hoppe)

Willy Bruns & Company (W. Bruns & Co) were founded in Hamburg in 1950 by Willy Bruns, a fruit trader working primarily in the transportation and selling of Bananas from the Dutch East Indies, established somewhere close to the end of the Second World War. Willy, born in 1904, was 49 at the close of hostilities and, in partnership with two others, owned two ships from Scandinavian yards which he fitted out with rudimentary cooling capabilities for the fruit trade. Business must have been reasonably good as by 1955 he had added two more steamers, this time from Stulcken & Sohn, the Brunsbuttel being one of them. The Brunsbuttel would be with Bruns for just a year, being sold on to become the Ciudad Ce Cucuta in 1953

Brunsbuttel, Hamburg 1952 (Web Photo: Courtesy deutsche-digitale-bibliotech.de)

Cucuta, or San Jose de Cucuta, is a municipality of Columbia, at the foot of the Andes mountain range and now one of the more populated areas of Columbia, founded by Juana Rangel de Cuellarin 1773, on lands owned by Cristobal de Araque Ponce de Leon, and has been known mainly for gold mines, dairy produce and textiles through its history. The Ciudad de Cucuta was registered to the Grancolombiana Company of Bogota who, by 1953, had a not insubstantial fleet of 17 or so commercial vessels, including several from the Stulcken & Sohn shipyard. The “Flota Mercante Grancolombiana” or Merchant Fleet of Greater Columbia, was formed from the first Grancolombiana shipping conference which met in Bogota, the idea of  then President Alfonso López Pumarejo and his Venezuelan counterpart Isaias Medina Angarita, created to form a joint merchant marine company for Colombia, Venezuela and Ecuador. This was eventually ratified by the second conference held in Caracas In April 1946, and funded with 45% Colombian, 45% of Venezuelan and 10% of Ecuadorian capital. The fleet began operations in March 1947 with 8 new ships purchased in the United States from the US auxiliary fleet of World War II. (“Flota mercante Grancolombiana Historia” Pulido. L. P. April 14 2011. On-Line Resource: prezi.com/otskw1wrdehv/flota-mercante-grancolumbiana/  Accessed 20/11/2024) “…..By 1953 it had 12 of its own ships, it had facilities for technical organizations in the United States, in the three partner countries and in several Central American countries. In the same year Venezuela withdraws from society.  Such were the proportions of the demand that the company was forced to order the construction of 6 new ships of the same type but with greater capacity”

Ciudad de Cucuta Hamburg c1953 (Web Photo: Courtesy Andreas Hoppe)

The Ciudad de Cucuta served Columbia for over ten years, from 1953 to 1964 when she was again sold-on, on this occasion to William C Mallas of New York, and she entered service with his Maritime Shipping Corporation (Steamship Brokers Agents & Operators 26 Broadway New York) as the Angela. I can’t find a great deal about this shipping agent, suffice to say there were many shipping agents and shipowners on Broadway and some of the blocks of Broadway had some 600 plus businesses registered around that time, clearly the Maritime Shipping Corporation was not stand-out particularly amongst them. I can find several other of their ships, a couple laid up in the Green River Fleet which we have dealt with elsewhere in this blog (Vassilios T) and at least one other with a Lloyds Register entry or two, but nothing on the Ciudad de Cucuta. This story repeats for successive owners, Malataras (1975) where she sailed as the Kimon & Transmar Agencies (1976) where she was finally given an “M” to her name and became the vessel we now know as Kimon M, as both later owners were Greek in origin (although Transmar is registered out of New York) I am not really surprised at the lack of information, at the time Greek shipping changed owners on an almost daily basis and records are perhaps, if kept at all, stuck inside a drawer in a derelict Piraeus office somewhere……..

Kimon M looking her age c1976 (Web Photo: Unknown Origin)

Sometime in 1976 Kimon M transferred ownership for the last time to S. Halkias & M. Raftopoulos, Greek owners of the Ianiossos Shipping Co S.A. and based out of Piraeus, (although wrecksite.eu has this as Janissios Shipping Co based out of Panama) she was engaged in general cargo trading until her loss 12th December of 1978 on Sha’b Abu Nuhas. There is an ancient saying “Beware of Greeks bearing gifts” which harks back to Homer’s Iliad and the story of Helen of Troy, “The face that launched a thousand ships” both coined following the siege of Troy and the Greeks supposed gift, after nine years of siege and dozens of skirmishes with the Trojans outside the walls of Troy, so heavily fortified as to be impregnable. I’m sure most, if not all, are familiar with the story, the abduction of Helen, Queen of Sparta and wife of King Menelaus, stolen by Paris, emissary for Troy and son of Troy’s King, Priam. The war that follows between Greeks and Trojans, and the eventual “gift” of a huge wooden horse, seemingly from the Greek King Menelaus (suggested by Odysseus) and the pretence of the Greeks sailing off from the coast of Troy, whilst the Trojans embrace the huge Horse and celebrate it within the city walls, only for Greek soldiers to appear from it at night, and open the gates of Troy to the revenge of Menelaus and his army. Perhaps the modern equivalent, (at least up to the loss of the Kimon M and Chrisoula K in the 70’s & 80’s) might be “Beware of Greeks, sailing ships registered in Panama, into the Red Sea” 

Sha’b Abu Nuhas c1981 Chrisoula K, Unknown Vessel, & Kimon M (Web Photo: Unknown Origin, Perhaps Howard Rosenstein)

The photo above is telling, although there are two more wrecks on Sha’b Abu Nuhas which are fully submerged, to the Left of the first Bow, one, the freighter Ghiannis D, another Greek owned, Panama registered vessel, and the far older, Carnatic, a British sailing ship (both covered elsewhere in this blog). I believe this photo adds some fuel to the heated debate surrounding the identity of the wrecks on Sha’b Abu Nuhas, it seems to show a fifth vessel, the one sat intact but hard ashore, perhaps I “want to see it”, but the name, although not at all clear, seems to me to be very possibly “Sea Star”. I will leave that little “hand grenade” to sit & fester as there are those who will be incensed at the mere suggestion, in equal number to those who will cry “I told you so”, for the rest of you, it is just another story you can dig into for yourselves, suffice to say “most” believe there are only four wrecks on Sha’b Abu Nuhas, where some say there are five……….me I’m just a lawnmower, you can tell me by the way I walk!  

Kimon M’s Stern c1985 (Web Photo: Courtesy plongee.info)

So why would Kimon M be under a Panama “Flag” (often known as a flag of convenience….) when owned by a Greek Shipping agent? Why the question? Panama has the largest shipping fleet in the world, despite a population of only some 3 million inhabitants and, although it has two coastlines, one on the Caribbean Northern side, out to the North Atlantic Ocean, and another on the South Pacific Ocean, it also has a rather convenient 48 mile long canal joining those seas for commercial purposes. So Panama is no stranger to shipping companies, and despite only having one shipping company itself, has around 8,600 ships flying its flag, compared to c3,400 flying US flags and 3,700 flying the Chinese flag (BBC: “Why so many shipowners find Panama’s flag convenient” On-Line Resource: https://www.bbc.co.uk/news/world-latin-america-28558480#:~:text=Most%20merchant%20ships%20flying %20Panama’s,to%20 employ%20cheaper %20foreign%20labour. Accessed 22/11/2024).  Panama realised that the high taxation and rigorous seaworthiness standards required by Great Britain and the United States was a potentially lucrative market for those who’s ships were older, and those who wished to pay less for the privilidge of operating them, consequently they opened their own “registry” of shipping (as did Liberia, Hong Kong, Singapore and several others), open to foreign operators and owners, and it quickly flourished as can be seen from the stats provided above. The Panamanian registry is not without criticism as the BBC piece notes: “…..The registry is lucrative for Panama, bringing in half a billion dollars for the economy in fees, services and taxes. However, critics of the system point to the ease of hiding the true identity of shipowners and the lax enforcement of rules and regulations” I will leave the reader to decide why, at 26 years old and under Greek ownership, Kimon M might have been chosen for Panama’s registry………..

Kimon M Wreck-Site c1980 (Web Illustration: Courtesy Rico Oldfield)

The loss of Kimon M follows a trip to the Turkish Levante port of Iskenderun, where, on 08th December of 1978, she loaded a 4,500 Ton cargo of Hessian bags full of Lentils from the Southern & South-eastern region of Anatolia, bound for Bombay in India. In a daring and most shameless & tenuous of links, the ancient city of Troy is but a 1300Km coastal ferry ride North of Iskenderun……… but… I digress, Kimon M made her way from Iskenderun under Captain Juan Cavilieri, Kimon M’s Master’s guidance, through the Suez Canal on 10th December of 1978 and, by the 12th December, she had made her way out of the Canal and down the Gulf of Suez (with Captain Cavilieri spending most of the time commanding from her bridge), to the Red Sea itself and, following a period of rest in his cabin, if this is to be believed, just as he came back onto the bridge to resume command on the 12th she ran full speed into Sha’b Abu Nuhas……

Shadwan Island looking South from Sha’b Abu Nuhas (Web Photo: Courtesy Experience Egypt)

I have a couple of issues with the navigational skills of the various Captains that have found their way onto the various reefs and outcrops in the Red Sea and surrounding straits, the view above, whilst in perfect conditions visibility wise shows perhaps why, at least in this case. If the Kimon M was on a Southerly heading down the Gulf of Suez, a. the course taken was far too far across to the West, b. even if a “far West” course had been deliberately steered to progress South, then the vessel had strayed way too far South before executing either a correction or a turn, either way, if you are in a vessel heading directly for an Island, any Island, at full speed…….I would confidently suggest, despite possessing only limited personal seafaring skills, that something is very obviously amiss…….

Kimon M Breaking Up (Web Photo: Unknown Origin Likely Howard Rosenstein)

There are several Lloyds Casualty List entries for the Kimon M’s grounding, 13 December 1978, Lloyds stated the following: “KIMON M. (Panamanian). Port Said Dec 12 – MV Kimon M, Iskenderun for Bombay with about 4,500 tons of Lentils, reported stranded near Safaga, exact position still to be ascertained. All crew reportedly abandoned vessel and rescued by MV Interasja, arriving Suez Dec 13-14. (Note Kimon M had passed Suez Dec. 10.)” The Interasja immediately responded to Kimon M’s distress call eventually managing to rescue the full crew, and dropping them at Port Suez on the 15th December. Kimon M, travelling at full speed, 11 or so Knots even at her age, meant she struck hard, her bow driven out of the water, high on the reef, she remained there for several days and, at least some salvage of the ship’s cargo was attempted

Kimon M, Photogrammetry Model Print by Holger Buss (Web Photo: Courtesy dive3d.eu)

There is a second Lloyd’s entry the following day: “KIMON M. (Panamanian). London, Dec 12 – Kimon M struck wreck in position lat. 27 35N, long. 33 55 E. Strait of Gubal. Vessel requires tug assistance on Lloyd’s open form (See issue of Dec 13.)”Despite the latter appeal for tug assistance, Kimon M would not be re-floated, the hull settling back down after the bow section parted at hold No1 and her remains, as can be seen from Rico Oldfields’ excellent drawing and Holger buss’ cloud point photogrammetry model above

Kimon M Looking back along the Deck towards the Stern (Web Photo: Courtesy Edgar)

Kimon M was originally known to the Red Sea wreck safari’s and live-aboards as “The Lentil wreck” before her identification as Kimon M, I cannot determine exactly when she was finally “officially” identified, and named accordingly, however it would have been somewhere around 1995 as in 1996 with the release of Ned Middleton’s superb book “Shipwrecks from the Egyptian Red Sea” (ISBN 1898162719) she was reviewed as the Kimon M, when I dived her in 1997 the dive guides had her identified as “Sea Star” and mentioned her cargo of Lentils, we were diving her as part of a dive on the Chrisoula K, the dive is described in my little Red Wreck Book as: “06.08.97 SEASTAR a continuation of dive 272. Seastar was a cargo ship carrying Lentils and stone slabs when she hit Abu Nuhas in 1976. Navigation aids were removed during Arab/Israeli war so Nav-error is probable.We came across her at mid-ships and had a good look over her length from the deck area she’s over to her starboard side but angled at about 20’ there are stone slabs all over her decks, the rigging is partly intact off her bows she would warrant another longer look, a pretty wreck”

Kimon M Mast Head (Web Photo: Courtesy divers-guide.com)

It would be 6 long years before I got to dive the Kimon M again, this time on the Blue 02 liveaboard “Blue Horizon” in 2013 with Craig as buddy. We had decided to again dive the two wrecks in one go, although I’m not sure I would recommend this approach given both wrecks warrant a good single dive, our motivation was the limited time the Horizon intended staying at Abu Nuhas and the distinct difference between the two extremes of North and South with the Ghiannis D being the most popular wreck and for good reason

Kimon M showing her list to Starboard (Web Photo: Courtesy Edgar)

I describe the dives here as they were written in my Green Navy Log: “30/07/13 Kimon M & Chrisoula K – Abu Nuhas – Red Sea dropped onto Chrisoula K we spent time diving the prop & rudder before entering the stern section and winding our way round the battered stern hold area which is collapsing in on itself slowly a long swim from stern to bow along the port side to exit at the break aft of the bow which is missing. Through the remains of the starboard side & hold to exit & transit the reef for a couple of hundred meters to the Kimon M again down the starboard side to the prop & rudder which lie on the sea bed to starboard. We swam through then circled to the stern deck housing and wended through the collapsed rear section which is dangerously collapsed in but can still be negotiated up through the hull which leads to the engine room which was swam through & then back into go through the port side which allowed a swim through and out to turn back at the missing bow section & a swim along the hull to deco below our moored boat Air In 210 Out 80 Buddy Craig”   

Kimon M Deck Winches (Web Photo: Courtesy grafasdiving.gr)

I have not had another chance to dive the Kimon M since 2013 and can imagine her condition now will be far more of an issue to penetration in her stern holds and engine room, I loved diving her on both occasions and would have happily spent an entire dive on each wreck separately had time not been limited. Suffice to say, that opportunity will not present itself in wholly the same manner again I’m sure. I love nothing more than finding ways into the less visited areas of wrecks where I feel it is safe to do so, the engine and stern spaces on Kimon M, although collapsing even then, still had great routes through and great areas to ferret around in and it is sad to think they will only have become less accessible in the ten years or so since

Kimon M Rudder & Prop (Web Photo: Courtesy grafasdiving.gr)

As usual, there would be no piece worth writing if it were not for the wonderful pictures used to illustrate it, as such I am indebted to grafasdiving.gr, Rico Oldfield, deutsche-digitale-bibliotech.de, Andreas Hoppe, Howard Rosentstein, Plongee.info, Ned Middleton, divers-guide.com, Holger Buss of Dive3D.eu, experience Egypt, wikipedia and Edgar

Filed Under: The Wrecks

SS Kingston

November 14, 2024 by Colin Jones

Red Sea Shag Rock

Malta Harbour c1871 possibly SS Kingston (Web Photo: Courtesy Lea Francis Ellis )

The SS Kingston was a ship of her time and that time was a period of profound change, sail was giving way to steam and the time of Iron ships was fast passing as Bessemer’s cheaper and more efficient steel production would eventually replace it for the construction of stronger, less brittle ships hulls……The Kingston was on the edge of technological change and she herself was a part of that paradigm shift. The Kingston was an Iron hulled Steamer and Brigantine rigged, meaning she was fitted with two masts and capable of deploying sail. That capability itself would linger in ships such as the Kingston, longer than it perhaps should have, given the public’s innate mistrust of mechanical machinery, the steam engines themselves, and various and very public early engine and boiler failures and, on occasion catastrophic explosions that were essentially a part of the almost frenzied Victorian era rush for “progress” 

Pallion Shipyards River Wear Sunderland c1890 (Web Illustration: Courtesy Ordnance Survey)

Kingston was built as a “Screw Steamer” in 1871 and launched 16 February of that year by Thomas (Ridley) Oswald & Co, of Pallion Shipyard Sunderland, her “Type” being a general cargo vessel. Sunderland was known for shipbuilding, in fact it purported itself as “Britain’s Shipbuilding Capital” and several notable yards would have been alongside Oswald & Co, notably George Short’s. Eventually trading as “Short Brothers”, George Short’s would become one of the largest, lasting until 1964:  “In 1869, George Short transferred his timber ship building business from Mowbray Quay in Hylton to Pallion. The running of the business was transferred to his four sons and became known as Short Brothers in 1871, the same year that iron ship construction was adopted”. (Pallion, Sunderland in “Short Brothers Ltd. Shipbuilding Yard, Pallion” On-Line Resource: https://www.northeastheritagelibrary.co.uk/features/short-brothers-ltd.-shipbuilding-yard%2C-pallion Accessed 28/10/2024)

South Dock Sunderland c1900 (Web Photo from a postcard: Courtesy Wilfred Coates)

Thomas Oswald had anticipated the transition from wooden built ships to Iron hulls prior to the construction of the Kingston, indeed Kingston would be one of his early Iron hulled ships, and Thomas was well prepared, having essentially taken over an area of the Wear-side to ensure everything he would need would be under his own control: (“Wear Rolling Mills, 1870 ‘OPENING OF THE WEAR ROLLING MILLS” Shields Daily Gazette, 4 November 1870) “On Wednesday afternoon, the opening ceremonial of the extensive iron works, which have been some time in course of erection by Messrs T. Oswald & Co., Hylton Dene, took place. The foundation stone of the work laid during the latter part of April of this year by Mrs T. R Oswald, and from the favourable state of the season and perseverance of the proprietors, their officials and contractors, twelve puddling furnaces have been got into working order. The works will cover an area of twenty-one acres, and are situate on the Hylton Castle estate, belonging Wm. Briggs, Esq., High Sheriff of the county. They will form one of the most extensive and complete works of the kind in the kingdom, and will consist of 120 pudding furnaces, two pudding mills, two plate mills, three bar mills, six steam hammers, ranging from five tons and upwards. On Friday last, fire was got into twelve of the puddling furnaces; and on Tuesday afternoon, steam having been got up, the ponderous engines and machinery were got into motion, with the most satisfactory results….”

Oswald’s 2 Cylinder Compound North Eastern Marine Engines (Web Illustration: Courtesy The Engineer Magazine)

SS Kingston’s sailing career did not start without incident as her registration documents evidence, even before her Maiden Voyage, intended to be to Malta, she had to be re-inspected by Lloyds following a fire as her final fitting out was taking place at the South Docks in Sunderland. The Lloyd’s report states “The vessel caught fire under the following circumstances Vis. The funnels to the Donkey Engine being overheated, it set fire to some wood work near at hands, in consequence of which the under sides of the deck became slightly charred….”  (Lloyds Report of Survey for Repairs No 10175 22nd August 1871) Although the Lloyd’s inspector Joseph Keene went on to certify “She is in good and efficient condition and fit in my opinion to remain as Classed…. 90 A1”

Lloyd’s Report 22 August 1871 (Web Photo: Courtesy Lloyd’s Register Foundation)

So the Kingston eventually left for Malta, her reputation unscathed and her donkey engine funnel now clad in cement and given a 14” clearance in order to prevent a similar occurrence en route, it would seem that worked well as the journey was unreported as any other than a normal passage. Her Master for the Voyage, and many to follow, was Captain Robert Chitham, who would command Kingston from her Maiden Voyage up until 1877 relinquishing her, presumably following her trip to Colombo, to Captain W A Firth at that point. I believe the Master, Robert Chitham, to be of Colchester in Essex, Chitham is an unusual name and there seems to have been a family of mariners of that name, all of Colchester origin, around that time, a series of schooner and Brigantine investors as well as Master Mariners in the case of two (Richard Chitham being another), the most likely, (being named in the Lloyds Repair Report of 1874 as “Rbt”) being Robert Chitham, his Masters certificate is shown below and would have him aged 63 at the time of the repair and 61 when he initially assumed command of the Kingston 

Robert Chitham, Master Mariner 1850 (Web Record: Courtesy crewlist.org)

The Kingston was, as already noted, a general cargo carrier and it is assumption at this point to make any comment on what she would have delivered to Valetta harbour on her arrival in Malta, we can speculate, perhaps with some degree of confidence, that her cargo might have reasonably been coal, given that she was surveyed (following the fire at her donkey engine) in Sunderland’s South Dock and, as stated in the engineer’s report of 22nd August 1871: “ The ship was surveyed afloat, and laden, (except a portion of one compartment)…..”As Kingston had not moved from her gravings until the survey, and the main cargo of Sunderland at the time was coal our assumption has, at least, some merit

Malta Harbour 1871 (Photo: Courtesy Francis Lea Ellis)

Malta was a burgeoning Empire port in 1871, as steam was gradually overtaking sail in both merchant and Royal navies, coaling was an ever increasing necessity, a safe British Mediterranean port was vitally important to the Empire, to this end the construction of the new Somerset Graving docks, to accommodate increased marine traffic and carry out repairs, had been started in 1865 under Lt Col Andrew Clarke of the Royal Engineers. That construction work had involved the demolition of large parts of the local (Senglea) fortifications, and the removal of Commercial shipyards from French Creek. The dock was completed in 1871 in time for the arrival of the Kingston and, although we cannot be in any way certain, it is fanciful to think one of the vessels variously pictured in the photographs of Valetta harbour is actually of the Kingston

Malta, Valetta Harbour c1871, Fort St Angelo visible (Photo: Courtesy Frank Lea Ellis)

The Kingston unloaded her cargo in Malta and returned to Britain, likely loaded with palm products, oils, wines, cloth and numerous other products in demand in Britain at the time, any Empire comes about primarily to facilitate expansion and that expansion requires plentiful materials as imports as much as it does exports. Malta would have acted as a bridge between the Middle Eastern ports and Britain, the exotic produce of the Arab nations would have been a profitable trade for the Kingston and her owners. Kingston would not restrict herself to the Mediterranean ports alone, we have evidence of voyages much further afield than Malta, indeed in 1874, three years after Malta, we find Kingston in Kronstadt, docking in St Petersburg in Russia off the Island of Kotlin. Russia’s hero, Peter the Great founded Kronstadt in 1703 as a strategic maritime defence of St Petersburg, Russia’s capital city at that time. In 1720 a personal decree from Peter the Great stated “Those sailors skippers, who will have goods on the merchant ships coming to the port of Kronshtadt and St. Petersburg, will give receipts of those goods to the customs and, after inspection and rewriting, they can sell them from the ships to whom they want, and with that sale they shall pay a duty on the goods according to the trade regulations, only for the import, and shall not pay any other duty for sale” (History of Kronshtadt: 1720. On-Line Resource:                           https://kronshtadt.net/history/ Accessed 12/11/2024) The Baltic fleet of Russia’s navy was based at Kronstadt and the port city became a significant international trading centre visited by British, French, German and Nordic commercial traders, and, by 1866, there was a British seaman’s mission, which included a hospital, established in Kronstadt

Kronstadt Harbour, Kotlin Island, St Petersburg c1860 (Web Photo: Unknown Origin)

We can find a good description of Kronstadt contemporary to the Kingston’s visit from a visiting Englishman Fred T Jane: “Kronstadt being a commercial port as well as a naval arsenal, there is an English colony there, and this, combined with the floating population of the merchant ships, leads to an English chaplain being permanently stationed at the place. In connection with the English in Russia, it maybe of some interest to mention that at Kronstadt I found Russian officers with English wives, a third whose mother was an Englishwoman, while a daughter of the Admiral commanding is married to a British naval officer; (“Description of Kronstadt”. Jane. F.T c1890 in https://visit-saint-petersburg.ru/jane/ On-Line resource. Accessed: 13/11/2024). Trade goods at the time would largely have been Russian grain, Nordic fish and British pottery and China ware, which had been popular in Russia since Catherine the Great’s time “….Some of the sets were made to order for the elite: one famous example was the Wedgwood “Green Frog” Service created for Catherine the Great herself.[3] Plenty of ordinary everyday items were also on offer to suit the tastes of Russia’s lesser nobility and merchants. At the end of the 18th century, English factories began to produce a range of pieces specially designed for Russia. Among the first such items were, most likely, the Wedgwood plates decorated with images of the statue of Peter the Great and of the transportation of the Thunder Stone under Catherine the Great, made in the late 1770s and 1780s”   (“ENGLISH POTTERY IN RUSSIA. In the 18th and 19th Centuries”. Darya Tarligina. Heritage Magazine Issue #2 2016 in  On-Line Resource. Accessed 12/11/2024)

Kronstadt, St Petersburg, Russia c1874 (Web Photo: Unknown Origin)

Kingston would make several documented voyages between 1874 and her eventual loss in 1880, her routes included voyages from Sunderland, again it is highly likely she would be carrying coal, out  to  Aden (another British outpost and a coaling station for her royal and merchant fleets), arriving sometime in 1874 eventually  returning to London, however her cargo from London is unknown, although she shipped out for two more  journeys to the  Mediterranean in  1874.

Port of Colombo, Ceylon 1875 (Web Photo: Courtesy abebooks.com)

Kingston was outward via the west passage in 1875 to Cork, in Ireland, and is then recorded as travelling from Bristol to Colombo in Ceylon, (now known as Sri-Lanka) in 1877, returning to dock in Sunderland. These journeys all seem to have been under her Master Robert Chitham, Captain from her maiden voyage up until 1877, when, following the Ceylon trip, he handed her over to Captain W A Firth, likely at Sunderland, which she left, perhaps again loaded with coal, bound for Rotterdam, Holland sometime in 1878. In 1879 Kingston departed Middlesbrough for the Indian port of Kurachee, returning that same year to Newport, where she may, again, have taken on coal which was then transported to Savannah in the USA, the Kingston arriving in 1880

Black and White American Workers Load Cotton Bales Savannah 1880 (Web Photo: Courtesy Georgia Archives)

The owners of the Kingston clearly felt the need to distance themselves from the activities of the crew whilst ashore in Savanna, as this notice in the local newspaper makes clear, Savannah Morning News September 29th 1880: “Notice. neither the Captain nor Consignees of the British steamship “Kingston” will be responsible for debts contracted by the crew” Savannah in 1880 was one of the largest cities of the USA and had been a confederate stronghold in the civil war because of its port, well connected by rail, it was largely trading in cotton but also rice, lumber, molasses & rum. Savannah had been the first deliberately designed city in the USA based on a grid pattern, now common to many US cities

Savannah Docks 1866 (Web Photo: Courtesy George N. Barnard)

It seems Kingston docked from Savannah in Birkenhead, again in 1880, where the Kingston was handed to a new Captain, Thomas Richard Cousens, and then sailed to take on a cargo at Cardiff, on what would be her final voyage, once more transiting the Suez Canal into the Red Sea fully loaded with 1210 tons of coal for the bunker stock, bound for Aden, held there for her majesty’s steamers

Port Said, Entry to the Suez Canal 1880 (Web Photo: Courtesy Arnoux Hipployte)

The journey is well documented and describes in perfunctory manner the early stages into the Red Sea as: “….Having passed through the canal, she left Suez at 8:15 a.m., on the 16th February last, and was kept on a south course until abreast of Newport lightship, when the course was altered to S. ½ E. At about 12:45 p.m. she passed Zafrand Light…..” (““KINGSTON.” (S.S.) Report of Court” https://plimsoll.southampton.gov.uk/SOTON_Documents/Plimsoll/14738.pdf On-Line Resource. Accessed 13/11/2024) Captain Cousens was sure of his navigation and clearly saw no reason to have his 1st officer check his course, as he steamed further south until sighting the Ashrafi Lighthouse around 9 to 10 miles off on a S.S.E. bearing. By 10:50 the lighthouse was abreast of the Kingston and Captain Cousens altered course ¼ of a point to South at S.E. ¾ S. At 11:45 the Captain ordered the fore topsail set, as the second mate and sailor appointed to the task were returning from setting the sail, and moving on to the aft to trim the yards, at around 11:45 the Kingston struck Shag Rock on Shab Ali Reef

Sha’ab Ali Reef, Gulf of Suez (Web Illustration: Courtesy Google Maps)

Captain Cousens had almost made it into the Red Sea, Sha’ab Ali was perhaps the very last obstacle he might have reasonably expected between the Kingston and open water, whatever, the Kingston was aground and soundings taken around her put 1 ½ fathoms (9 feet) at her bows, 3 to 4 fathoms midships and 7 ½ fathoms at her stern, Captain Cousens ordered an anchor to be carried out from her stern in an attempt to winch Kingston off the reef but it was unsuccessful, as was an attempt by the passing steamship Columbian to tow her off (previously the steamship F W Ward had offered to take those aboard who wished to leave, but would not assist with a tow for whatever reason, now lost to history)

SS Almora, a Denny & Son Red Sea Steamer (Web Photo: Courtesy clydeships.co.uk)

Despite jettisoning cargo, and the protracted attempts by Kingston herself, and those of the Columbian, it became clear the Kingston would not be recovered from the reef and the Columbian left her, as evening drew in Kingston began to take on water, the next day, the 19th Captain Cousens, realising further efforts were futile, gave the order to abandon ship, allowing the 1st mate and 16 of the crew to board another vessel, the Denny & Son steamer SS Almora (a Red Sea transport based in Port Said), for recovery and repatriation. Captain Cousens and a crew of 5 remained with the Kingston until the 20th when her boilers went out and she began sinking deeper into the gulf, they would remain on Jubal Island until being taken off on the 24th by the steamer Strathmore, having become perilously short of water and rowing to mid channel for better chance of rescue

Kingston’s Stern & Prop (Web Photo: Courtesy C Martinez)

I dived the SS Kingston on a Blue O2 Red Sea liveaboard trip from Blue Horizon in July of 2013 and my Green Navy Log records the dive as: “KINGSTON – RED SEA – Off the boat directly onto the stern of Kingston laying hard into the reef and well broken up. The stern is whole with rudder and prop which we swam through – the whole midships remains but skeletal and just amazing – full of soft and hard corals with all the fish of the most pristine aquarium possible. Just what a Red Sea wreck should be after 100 years under water – the colours are fabulous – a huge fan coral by the prop on the Starboard side just a wonderful marine biologists dream. Masts lay across the stern deck area of the wreck and for-ard of the bridge but little left of the front. Wonderful dive – Air In 200 Out 150 Buddy Craig”

SS Kingston Stern, Starboard (Web Photo: Courtesy searlecanada)

Having just dived the Salem Express, Aida & Numidia, all iconic Red Sea wrecks, in the days prior to the Kingston, the descriptive is somewhat more effusive than I would have expected reading it back. I recall the dive even now as the swim through the large prop and its rudder post was very enjoyable due in some part to the large blades and the beautiful corals that can be seen in Carlos Martinez wonderful shot above. The Kingston is a stunning example of reef and wreck becoming “one”, sometimes hard to see any distinction due to the concretion effect of colonising corals, the habitat produced is brilliantly colourful as Kingston is not a deep wreck by any means, the myriad of Red Sea fish give the effect of being the plastic diver forever suspended from the tiny air-tube in a tropical fish-tank……

Kingston Midships, Hull Merging Into Reef (Web Photo: Courtesy redseadivers)

To date this is my only dive on the SS Kingston and it is definitely one I would do again, if only to run a good Go-Pro sequence across what I know would be an absolutely brilliant dive. Kingston sits perfectly as she is open but retains her shape, if anything I would spend more time looking for evidence of her bow and the chain lockers and anchor, one of which at least should still be around on the reef somewhere. There is definitely one to find off her stern as captain Cousens had it run out by lifeboat or cutter in order to try to winch her off the reef from the stern. The spare prop was still in place just to the rear of midships and is picture-perfect for photographers

SS Kingston Midships “Reef and wreck becoming one” (Web Photo: Courtesy redseadivers)

The court enquiry into the loss of the SS Kingston can be found on-line (https://plimsoll.southampton.gov.uk/SOTON_Documents/Plimsoll/14738.pdf) and makes very interesting reading, Captain Cousens had sailed the route previously on three occasions, only once as Master, for him to have not used accepted, even strongly recommended techniques of the time to ascertain his true distance from each of his navigational references (Cross bearings and four point bearings) before making course corrections, then we would not be reviewing this dive. The part I find most telling is perhaps that Cousens was a fairly “New” master in seafaring terms, this only his second trip down the Red Sea as Master of his own vessel, perhaps hubris and a sense of innate need to be seen as master gave him to keep his own council and not seek his 1st mate’s confirmation of his navigation? In the hearing Captain Cousens made a case that local currents had given rise to the Kingston being off-course, rather than admit his navigation was lacking, as he had no corroboration of this to fall back on the blame for the loss of the Kingston fell entirely on him, his masters certificate being revoked for a year, but the court was lenient on Cousens insomuch as it allowed him to remain certified as first officer for that period, allowing him to continue his career, which he did quite successfully, although not without running two more ships aground at various points…….

SS Kingston Stern Portside, Beautifully Framed (Web Photo: Courtesy blueforcefleet)

I will leave you with the profound echo of words spoken in hallow halls: “That the tides could have set the vessel on the Shag Rock, which is the excuse that the master offers for getting upon it, cannot for one minute be admitted, if we assume that the vessel was on her proper course, or even in mid channel when passing Ashrafi Lighthouse; for the “Red Sea Pilot”, speaking of the tides, tells us, page 13, that “in the narrow straits of Jubal, the channel being narrowed by the islands and reefs lying therein, the rate is from 1 ½ to 2 miles per hour, the flood stream running to the S. E., and the ebb to the N.W., or nearly in the direction of the axis of the channel,” but that “within 2 miles of the reefs, the tides are uncertain in their direction” So long then as the vessel was kept in mid stream or to the west-ward thereof, the tide would merely setting her either up or down the strait, and it is only when she gets within 2 miles of the reefs, which are on the East side, and where she should never have been, that the tides become at all uncertain. In our opinion the case of the stranding of the vessel was that she was allowed to get too far to the eastward of her course before reaching Ashrafi lighthouse, and that a course was then steered which took her directly on to the Shag Rock.”  

SS Kingston “A course was then steered which took her directly on to the Shag Rock” (Web Illustration: Courtesy Rico Oldfield)

As always, this piece would not be half the read without the wonderful photo’s and illustrations that accompany it, and I am therefore very grateful to Lea Francis Ellis, The Ordnance Survey Office, Wilfred Coates, The Engineer Magazine, Lloyds Register Foundation, CrewList.Org, Kronstadt Town History, Abe Books, Georgia State Archive, George N Barnard, Arnoux Hipployte, Google Maps, Clyde Ships, Carlos Martinez, SearleCanada, redseadivers, Blueforcefleet, Rico Oldfield and Plimsoll Southampton for the opportunity to stand on the shoulders of giants who went before me!

Filed Under: The Wrecks

Don Pedro

October 4, 2024 by Colin Jones

Ibiza, Balearic Islands

Don Pedro Hamburg October 1984 (Web Photo: Courtesy Frafo shipspotting.com)

Don Pedro was a Roll-On-Roll-Off vehicle transporter, now more commonly known as Ro-Ro’s, she was built in 1982, yard number 156, at the Santander Astilleros shipyard in Spain, for Transportes Maritimos Del Sur (TRAMASUR) of Algeciras, her keel laid on the 15th of July 1982 she was launched on the 30th of September that year and completed fit-out on the 31st of July of 1984. Don Pedro was a multi-purpose vessel, designed for Island hopping, with areas for cargo and containers, along with her expected lorry and car loads and accommodation for some passengers too. Don Pedro was designed with an area for vehicles both on-deck and below deck, as can be seen from the first picture of her in her early Tramasur days in 1984. Cargo could literally be anything required at the various Islands she was built to service, from containers of general goods, to Lorries of livestock and likely everything in-between. The Don Pedro also catered for a limited number of passengers and had a generously provisioned restaurant with a good selection of hot and cold meals and the usual accompaniment of soft drinks, wines and beers. When she entered service in 1984 with Transport Maritimos Del Sur, (Tramasur), her home port was Algeciras and she was popular with all who travelled on her, lorry drivers, car owners and passengers alike, aboard for whatever purpose

Don Pedro’s Car Track Seen at Her Bow (Photo: Courtesy slideshare.net)

Mainland to Inter-Island Ferry routes were popular in the 1980’s, the cheap travel boom had seen to that, there was hard competition between budget air-lines to fly people abroad for holidays. The Balearic’s and the Canary Isles were popular destinations and it was not uncommon for families to have two-location breaks staying on the mainland for a week and travelling to an island destination for another week on car-ferries such as the Don Pedro, then there were the local islanders, transporting supplies in to sustain their businesses in support of the increased tourism and local enterprise too….This came at a cost though, life aboard for the crew was often fast paced and the holiday season particularly so, the ferry companies needed to service as much of the available commerce in the shortest time possible, ferry turn-around times were punishing and staff learned to cut corners wherever possible……

Don Pedro Schematic (Web Illustration: Courtesy slideshare.net)

You may have noticed the Don Pedro is not exactly what you might expect in a Ro-Ro Ferry, her design was, at least from my narrow perspective, “different”? The traditional Ro-Ro design has vehicle entrance at the Bow as in Herald of Free Enterprise, Salem Express, Estonia….several of the dives I have featured in this blog, failures of the design notwithstanding, even the smaller ferries, those servicing the Isle of Wight and those running for Caledonia Mac Brayne in the Hebrides, and similar operations, feature front to rear or front and rear vehicle access. Don Pedro, unusually had a stern access, off-set to Starboard to facilitate her loading up “beam alongside” a quay

Don Pedro’s Stern Alongside & Loading (Web Photo: Courtesy slideshare.net)

Don Pedro worked successfully for over 21 years during which her ownership changed several times, from Tramasur, who commissioned her and owned her until 1989 when she changed hands and was operated by Isleña Marítima de Contenedores S.A. (CIA Iscomer), still out of Algeciras, until new ownership in 1994 by Contenemar SA, at this point her home Port is registered as Santander. Don Pedro’s designers and shipbuilders have a distinguished pedigree amongst Spanish shipyards, “Astilleros de Santander, S.A.U”. (“ASTANDER”) was founded in 1872 by signor Bernardo Lavín predominantly as a as a forge however in 1913 it began repairing shipping locally and in 1922 established a dry dock. This led somewhat inevitably to the yard building its first stand-alone vessel in 1930 this was a success and led to more orders and, in 1950 business had become good enough to require additional space and the original dock was extended to 123 m. Astander took on refurbishment of shipping too, again extending the docks and infrastructure until, in 1957 a 1200t slipway was built, in 1965, the Spanish Ministry of Industry bought all stock from the company, making the yard part of the Astilleros Españoles S.A. Group, and, in 1969 a second and larger dry dock was added to the yard. This ownership continued until late 1999 when ITALMAR, a private investment group, purchased the shipyard’s shares which it still owns today. ASTANDER and the shipyard Astilleros de Canarias S.A. (ASTICAN) are located in the Bay of Biscay and have a facility on the West African Coast respectively, and continue to carry out conversions, refurbishments and ship repair

Astander Shipyard, Santander (Web Photo: Courtesy astander.es)

 In 1999 Don Pedro was bought by Flotamentos Navieros Canarias SL, she and her sistership (Don Fernando) were rebuilt that year in Cartagena, Don Pedro was  re-registered at Las Palmas until being bought by Lerma Sorel SL in 2005, this time keeping her port of registration at Las Palmas. In all that time it seems Don Pedro operated effectively, and without anything I can find that would say she was anything other than capably managed and well captained throughout, no evidence of accident or controversy, in fact she seems to have performed very well for all her owners

Don Pedro Ownership (Web Information: Courtesy Miramar Index)

So how does an experienced crew, in a refurbished and properly certified (as far as can be determined) ferry, operating profitably for a well-known and established transport company, end up at the bottom of the Mediterranean just off a popular holiday resort Island? I confess, I would not normally dream of going to Ibiza under any circumstances, to me, for over 30 years now, it has represented a sub-culture of teen angst based around musically inept “DJ’s” incapable of any form of originality, pedaling actual musicians creativity, destroyed in multiple asinine loops. It isn’t a wonder those attending such events are encouraged to reach rapid drug & alcohol induced catatonia. But we digress, it was my wife Ellie who suggested we go for a week in October of 2012, both of us were overdue a holiday and I hadn’t dived for a couple of months, and, much to my surprise Ellie had found a wreck I’d never heard of, and one which was stated to be “The largest wreck in the Mediterranean”, Ellie also assured me there was “another side to Ibiza, away from the “Techno Zombies””, so I began a little research……  

Don Pedro Maneuvering in Port (Web Photo: Courtesy slideshare.net)

On the 11th July of 2007 the ISCOMAR Roll-on-Roll-off ferry Don Pedro was loading vehicles and cargo at Ibiza, she was due to transit to Denia, a Spanish City Port in Alicante province and the Don Pedro’s home port. Denia is a popular and busy port, known as “The Gateway to the Balearics” with 5 or so crossings scheduled to the Balearic Islands daily, the longest crossing, to Palma, takes around 8 hours so late evening passengers would enjoy the facilities available in the Don Pedro’s bar and restaurant. Don Pedro was scheduled for a late departure and would not sail for Denia until 2:30 a.m, following a busy period loading, and moving various vehicles and 40 trucks around in her holds and on deck, which would have been stressful to a crew already tired after unloading duties on arrival at Ibiza earlier that day

Don Pedro Loading Cargo by Crane (Web Photo: Courtesy shipspotting.com)

Don Pedro departed Ibiza at 02:00 a.m. bound for Denia, with her pilot guiding the helm as she navigated her way from the Dock and manoeuvred down the short stretch of sheltered water to the open sea. The Pilot disembarked at 2:42 a.m., inside the port dock, between the old mouth of the port of Ibiza and the Botafoch dock, allowing the Captain to resume command with the second officer taking the helm. The Automatic Identification System (AIS) data shows the Don Pedro’s course as 112’ just after passing the Botafoch Dock, the Captain and second officer exchanged course headings, the Captain asked the 2nd Officer the current course, and he responded that it was 190º. The Captain ordered him to put to port little by little to 180º according to AIS this occurred at 02:45 a.m. little more than 3 minutes after the Pilot left the ship and in that instant the Captain sealed the fate of the Don Pedro……

Don Pedro Heads Out (Web Photo: Courtesy merchantships.info)

The Don Pedro, heading out on 112’ doesn’t point the vessel towards Denia, or even Alicante, it points the Don Pedro towards Palma, the travelled distance on 112’ rather than the expected 180’, a route that would have taken the Don Pedro directly South, means the turn instructed by the Captain steers the Don Pedro towards two prominent rock outcrops known as Dado Grande and Dado Pequeno or, in English, Big Dice and Small Dice, I will refrain from any casino puns here despite the obvious opportunity…….. The Don Pedro continued her course, the Captain instructing the Second Officer to put the rudder into automatic mode on the adjusted heading …….

Don Pedro’s 112’ course out of Ibiza (Chart: Courtesy gpsnauticalcharts.com)

Information from the Spanish Maritime Accident Investigation hearing finalized by the commission 18th February 2009 (INFORME SOBRE EL HUNDIMIENTO DEL BUQUE “DON PEDRO” EN LAS PROXIMIDADES DEL PUERTO DE IBIZA el día 11 de julio de 2007: On-Line Resource “https://www.transportes.gob.es/recursos_mfom/pdf/ 783B1B8B -CC3A-4C77-9A8D-1BBF55BAF7B4/ 55261/ DonPedro 11Jul2007.pdf” Accessed 03/10/2024) reports that “…….the time period of 3min which the ship sailed on a course of this component, although brief, was decisive in causing the accident, since that when sailing on the aforementioned course of 112º, the ship moved towards the East one distance that, by amending the course and steering at the usual rate – that is, at 180º -, he positioned himself facing the Dice”. As the Big Dice outcrop appeared on the Don Pedro’s RADAR the Captain and First Officer tried desperately to avoid collision…..and they very nearly managed it, the Maritime Accident Report states: “Subsequently, a few minutes before the imminent grounding, the ship fell to port side to try to clear the Large Dice and thus pass between both islets. once free of this obstacle, (it) fell to starboard in an attempt to clear the Small Dice, which (was) at that moment by the bow as a consequence of the previous fall to port. The ship managed to sail between both islets, but could not avoid touching the shallows that surround Small Dado, a collision that took place at 02:52 a.m.”

Don Pedro AIS Data at Big & Small Dice (Web Illustration: Courtesy Ministerio de Fomento)

The conclusion of the Spanish Maritime Investigation falls short of absolute blame on the Captain and indeed of the First Officer, several scenarios are noted as “possible cause” including human error, fatigue and lack of an agreed & documented (prescribed) course from Ibiza to Denia or Alicante, variously attributed to navigation error, poor information exchange between the pilot and Captain,  along with the punishing shifts, & human error implicit in Ro-Ro Ferry schedules between the Balearic’s, imposed by shipping owners, these, compounded by a lack of mandatory documental processes (route planning), and the Pilot leaving the Don Pedro earlier than was usual, whilst still at the harbour entrance, were contributory to what became the largest vessel lost in the Mediterranean at that time, or indeed to this day (October 2024). Was this something of a “Whitewash”, perhaps, on Spanish protocol I cannot be completely clear, it may have been the commission was only to determine the sequence and specifics of the grounding, and that a subsequent legal hearing would then attribute blame accordingly, I cannot find any evidence of a follow-on court case, but there may ultimately have been one? But, and it is a big “But”, the grounding was not what killed the Don Pedro, at least not what dealt the “Coup de Grace”, that lies in events before Don Pedro even left the slipway at the Santander Astilleros shipyard, buried deep in her design, and as in the Titanic, although there were no fatalities in the loss of the Don Pedro, there was a fatal flaw which eventually left her resting on the sandy shale bottom of the Mediterranean between Malvines Del Norte & Dado Grande

Don Pedro Waterline Impact Point (Web illustration: Courtesy Ministerio de Fomento)

The Don Pedro was a multi-cargo vessel, she was also a passenger carrier and facilities aboard included catering and entertainment in the form of a bar. In typical Spanish fashion, both were served by a winery set aside to allow (presumably) temperature and humidity control, or perhaps simply to prevent stock from being interfered with? One can only presume this was a source of pride to the ship owners and maybe even a selling point to passengers, tired after travel and looking forward to a meal and a glass of properly served and conserved domestic Spanish wines or even expensive imported classics……  The Don Pedro had survived the impact with Small Dice and, despite taking on water and developing a distinct list to Port, the side of the impact, continued to stay afloat overnight and that facilitated the safe evacuation of all those aboard, passengers and crew alike

Don Pedro AIS Data Following Impact (Web Illustration: Courtesy Ministerio de Fomento)

The Maritime Report details the actions taken “…..the Captain sounded the general alarm signal and notified the pilots of the accident, Ibiza requested immediate assistance from a tugboat. He also stated that he observed that the ship was taking a slight list to port, he called the Chief Engineer and he said that they should ballast the two starboard double bottom tanks that were empty, in order to be able to counteract the aforementioned list to port and right the ship. At the same time, the Captain ordered the 2nd Officer to prepare the lifeboat” As in every accident investigation, no “one” cause is usually fatal, it is almost invariably multiple combined effects that cause such disasters…..

Don Pedro Port Side Impact Point to the front of the “S” in ISCOMAR (Web Photo: Courtesy merchantships.info)

The irony here is that, in trying to save the vessel, the assigned tug, although careful to not compromise the stability of the flooding Don Pedro, inadvertently ensured she went to the sea-bed. The commission report goes to great lengths to mathematically calculate scenarios which affected the ship’s stability before concluding that forward motion and continual ingress (somewhat increased by the action of towing her forwards) eventually allowed water to flood the Don Pedro to the extent the open connection between her winery and warehouse 12 increased the list to port which fatally and categorically doomed Don Pedro: “…In this case the winery and the winery are connected to 12. The point of communication (flood) is located in the longitudinal position of 93.4 meters from the stern perpendicular, on the main deck and at a distance of spanned 8.5 meters. This point corresponds to the opening in the main deck that would produce the beginning of the shipment of water, from the warehouse to the winery If the progressive flooding process continued, a situation would reach a limit for warehouse and cellar filling values ​​of 82.5% and 1.2% respectively. In this condition, the shelter cover submerges and stability would be practically zero….” 

Don Pedro Winery Hatch (Web Photo: Courtesy Ministerio de Fomento)

The loss of the Don Pedro was avoidable, had auxiliary water pumps perhaps been used in sufficient time, the ingress of water may have been offset sufficiently to facilitate towing her back into Ibiza. However, you could argue that such a combination of events resulting in her grounding on Small Dice, the breach of her hull, her subsequent foundering and her hours drifting at the mercy of wind and tide until attempted salvage later that morning, meant nothing on Earth was going to be allowed to save this long serving stalwart Island Ferry…..I am a believer in fate, the circumstances of the loss of the Don Pedro seem, at the very least, to have been an irresistible temptation to fate, and from “Fate’s” perspective, if you were presented with such a sequence of events, and such an opportunity, would you have allowed  the Don Pedro to have escaped you…..?

Clara Campoamor Laying Pollution Containment (Web Photo: Courtesy Ministerio de Fomento)

The Don Pedro could have been an ecological disaster, some might equally say it was, however, extensive efforts immediately undertaken by the Spanish prevented a tourist nightmare. Vessels were dispatched to contain and limit further potential pollutants from becoming distributed around the Mediterranean “…..The multipurpose rescue ship Clara Campoamor” and the rapid intervention rescue “Salvamar Markab” began the work of laying of anti-pollution and fuel suction barriers in the area of ​​the sinking using skimmers and absorbent material” (INFORME SOBRE EL HUNDIMIENTO DEL BUQUE “DON PEDRO” EN LAS PROXIMIDADES DEL PUERTO DE IBIZA el día 11 de julio de 2007: On-Line Resource “https://www.transportes.gob.es/recursos_mfom/pdf/ 783B1B8B -CC3A-4C77-9A8D-1BBF55BAF7B4/ 55261/ DonPedro 11Jul2007.pdf” Accessed 03/10/2024) 

Drums of Oil Recovered from the Don Pedro (Web Photo: Courtesy Ministerio de Fomento)

The ISCOMAR company appointed Dutch salvors to investigate the wreck and appropriate salvage efforts “….Iscomar explained that the work is continuing to remove the oil which remains in the hold of the Don Pedro, which on Thursday amounted to 47 tons. In this respect, the shipping company added that “it is not known exactly how long this extraction work will take”, as it has not been possible to establish precisely the severity of the leaks due to the movements of the ship” (Majorca Daily Bulletin: ““Don Pedro” payments to start tomorrow” 05/08/2007. Staff Reporter. On-Line Resource  https://www.majorcadailybulletin.com / news/local/2007/08/05/16544/ 147-don-pedro-148-payments-start-tomorrow.html Accessed 03/10/2024) The Dutch team managed to ascertain the condition of the wreck and salvage options, including a chance of complete recovery, a preferred option to the Spanish Government until likely costs were proposed. It is perhaps unsurprising that efforts to obtain compensation for the sinking are still in progress until as late as 2013, a full 6 years after the sinking   

Batteries Recovered from the Don Pedro (Web Photo: Courtesy Ministerio de Fomento)

Greenpeace pursued ISCOMAR for the unlicensed transportation of dangerous waste, 3016Kg of used car batteries and 12 drums of “potentially dangerous substances” in September of 2013 stating “This lack of control and non compliance with European directives confirms that the management of dangerous waste in Spain is very deficient and has grave consequences, car batteries, they added, have been declared dangerous waste by the European Union because they contain sulphuric acid, a very corrosive substance, and lead, a highly toxic heavy metal” It would not be until November of 2013 that the Spanish Government declared the Don Pedro wreck finally and effectively cleaned  “The cleaning up process took place over two phases, the first of which involved extracting all potentially contaminating liquids from the water. These were principally combustible fuel (oil and gas), paints, solvents and lubricating oil but included other potentially dangerous liquids. The second phase saw the recovery of any further materials which could upset the nautical environment, like oil drums and containers filled with battery fluid”. (Majorca Daily Bulletin: “Don Pedro clean up operation completed”. 30/11/2013. On-Line Resource https:// www.majorcadailybulletin.com /news/local/ 2013/11/30/17252/ don-pedro-clean-operation-completed.html Accessed 03/10/2024)

The Don Pedro’s Radar Array (Web Photo: Courtesy padi.com)

I dived the Don Pedro in October of 2012 whilst penetration was strictly forbidden as the clean-up had not been officially declared completed, despite the Ibizan Islanders assurances that it had ended long since, my Green Navy log book records: “IBIZA Balearic Islands Wreck of the “Don Pedro” a huge intra-island car-truck ferry not dissimilar from Zenobia. Hit an island in 2008 and went down close to Large Dice Isl I dived it with Natalie from Punta Dive. Down first onto the stern past the rudders to the huge 6 blade modern (twist) prop on her starboard side well pronounced thermocline @ 40m very chilly! Along the starboard hull chine to the bow through a large shoal of 10-15 lb serving dish sized silver fish. Round the huge anchor in its hawse & round to the deck @ 90’ vertical past the bow deck & hawses & on over acres of deck to the bridge area & round the accommodation & bridge wing – all the technology RADAR rigs intact & great to look over. Round the rear cargo doors to the stern & the shot. Could easily do another 5 or six great dives on this awesome wreck largest in the Med! Air In 190 Out 90 Viz 20m Buddy Natalie”

Don Pedro’s 6 Blade Prop (Web Photo: Courtesy scubaibiza.com)

Remembering this dive is easy, I was sadly only going to get one chance on her as the dive centre had committed to other dives that week and this was a one-off opportunity in the holiday, the trip out was uncomfortable, a 45 minute trip in choppy seas which had me sea-sick for the first time in years, nonetheless I was looking forward to diving the Don Pedro and I wasn’t disappointed, she was huge and I knew from the off there was no chance of getting anything more than an overview of her in one dive. I knew a large part of the dive would be finning over her huge deck area, with little to see until we reached the bow, it was either that or stay in only one area throughout and I didn’t want to do that, rather see as much as I could of her in the 45 minutes we would have to dive

Don Pedro’s Huge Bow & Starboard Anchor (Web Photo: Courtesy scubaibiza.com)

The size of Don Pedro is immediately impressive, her condition, after only 7 years underwater, was little short of stunning and everything on her was of a scale that leaves you feeling ant-like. Most impressive to me was her six bladed prop, a beautiful piece, “modern art meets mechanical perfection” sprang to mind and it was easy to imagine it driving Don Pedro effortlessly to her ultimate destruction, although it was far more difficult to see how such a minor impact had doomed her…….. truly a Lemony Snicket tale if ever there was one, the only good thing to come out of this was the saving of all hands and passengers alike, for that I was grateful, there was no strewn luggage, no abandoned toys, nor sunk lifeboats here as there are on Salem Express, a very similar vessel in size and purpose with an agonizingly tragic story surrounding her loss

Don Pedro’s Inner space (Web Photo: Courtesy padi.com)

Nowadays it is possible to enter and further explore the Don Pedro, something I will hopefully, one day, get the chance to do. At the time of my dive in 2012, it was expressly forbidden to enter her and hatches had been welded closed and bridge windows barred across by the salvage and cleaning teams employed by ISCOMAR in order to prevent anyone doing so

As ever, this piece would be far poorer without the amazing photos and illustrations used to visualize the story of the Loss of the Don Pedro, I am very grateful on that account to the anonymous photographer at scubaibiza.com and padi.com for the web photos reproduced here and to the Spanish Maritime Investigation Commission and Ministerio De Fomento for the illustrations and photographs of the loss and clean-up of the Don Pedro and, lastly, to Natalie from Punta Dive Centre for putting up with me as a dive buddy

Filed Under: The Wrecks

SS Volnay

September 17, 2024 by Colin Jones

SS Volnay (Web Photo: Courtesy Cornish Wreck Hunters)

The Steamship Volnay was a Gow Harrison & Company vessel, built for the general cargo trade in the yards of Russell & Company in the Port of Glasgow, launched on the 13th of March 1910. She would have an uneventful four years from her launch, until the outbreak of the First World War on the 28th of July 1914. There is little to indicate her voyages in those four years, save an entry or two in the National Archives, the little that remains includes a collision between the Volnay and the Aetna (Devonport Dock, 31st December 1916), an iron dockyard paddle tug, (Launched 1.9.1883, Yard No 517, by Laird Brothers, Birkenhead: 530 tons, 128x25x10ft and 850ihp) which served in Devonport, and a log entry for a journey from 14th August of 1913 to 12th of October of 1914, although there are no noted ports of call. Volnay was a Clydebank vessel, built by Russell & Company, her keel laid in 1909, she was launched 31st of March in 1910. According to Graces’ guide (Online resource: https://www.gracesguide.co.uk/Russell_and_Co  Accessed 20/08/2024) “Russell and Co of Port Glasgow on the Clyde were ship builders, later to be known as Lithgows.”

Russell & Co Port of Glasgow c1912  (Photo: Courtesy Graces Guide)

There is some ambiguity as to precisely when Russell & Company were founded, the main source of information for this piece, Grace’s Guide, mentions both 1870 and 1873 although that isn’t of paramount importance here. The  Company, whenever actually  founded, was  a partnership between Joseph Russell, Anderson Rodger and William Todd Lithgow, they leased the “Bay Yard”, a small yard in the east end of Glasgow, and it is said (again, Grace’s guide) to have had “…..accommodation to build three ships of average carrying capacity” In the following years Russell & Company increased their build capacity by acquiring a lease for the Port-Glasgow graving dock, taking over J E Scott’s shipyard in Main-street, Greenock. William Lithgow took over Kingston and Cartsdyke (Greenock) shipyards under the name Russell and Co, using money loaned by Russell, and Grace’s Guide has it that: “…. The men still retained a business relationship though mainly through financing and purchasing”. Lithgow’s produced mainly “steam tramps”, typically smaller two hold ships for the coastal trade, this was profitable business and the yard did well. Throughout the early 1900s Lithgow’s yard also made various “tankers” for a number of different companies, they even undertook building more than a dozen liners. During the period of the lead up to, and 4 years of WWI, they built 315,141 tons of shipping, a huge output considering they only produced one truly “Naval” vessel, a relatively small patrol boat. Following the end of WWI, in 1919, the company renamed itself Lithgow’s and changed the partnership to a private limited company

Renfield Street Glasgow c1911 (Web Photo: Unknown origin)
Lloyd’s Register Entry SS Volnay 129488 in 1910 (Document: Courtesy Lloyd’s Register of Shipping)

The Volnay was a typical steamship of the era, a robust, general cargo vessel displacing 2928 GRT capable of sailing almost anywhere on the planet. This was the Victoria epoch, a time of unrivalled travel and commerce, Britain’s empire was vast and her colonies both needed and supplied an immense range of goods from grain to oil with everything including people and livestock in-between……. The Volnay was destined to carry many cargoes to and from wherever in the Empire her owners could secure them.

Volnay Specification:

  We can, with reasonable confidence, infer the Volnay was well designed and well-built from a piece in one of the prime mechanical magazines of the era, “The Engineer” who said: “This enterprising firm will, in fact, build anything in the shape of a ship that may be ordered of them; but, all the same, it is as designers and builders of iron and steel sailing vessels that they have mainly earned their reputation. No other shipbuilding firm in the world can approach them in the amount produced of this description of tonnage. Many builders who have won renown for their Atlantic, East Indian, and Australian liners would find much worth studying in the designs and arrangements of the commercially successful sailing vessels turned out in such large numbers every year by the firm of Russell and Co.” (The Engineer: “MESSRS. RUSSELL AND CO.’S SHIPYARD, KINGSTON, N.B.” 4 September, 1891. in on line resource www.inverclydeshipbuilding.com/russell-co Accessed 30/08/2024)

SS Volnay Docked in Pyrmont, Sydney, Australia c1912 (Web Photo: Courtesy collections.sea.museum)

Volnay was following her Blue Funnel peers, (you will find my connection and some more details in another area of this blog) at least in some of her journeys, one photograph shows her docked in Pyrmont (a couple of years before her loss) in 1912. Pyrmont was a dock area off Sydney Harbour, Australia, and the photo below shows the kind of cargo loading set-out on the actual dock itself. There was good trade to be made to and from Australia back in the early 1900’s, the colony required the trappings and luxury goods that allowed her society a growing sense of modernity, and her commerce was a wealth of trade goods from Wool and frozen Lamb to vegetable oils and minerals, all making the incredibly long journey one of profitability in both directions  

Cargo Awaiting Loading, Jones Bay, Pyrmont Australia (Web Photo: Courtesy Pyrmont History Group)

Volnay’s owners, Gow Harrison & Company were started by Leonard Gow (1859–1936) who is listed as a “Ship Owner, Philanthropist, and Collector of Chinese Art” , born in Glasgow, Scotland in the year his father (Leonard Gow Snr 1824–1910) inherited the “Allan C. Gow and Company, Shipping Firm” from his brother. The owners had recognized significant advantages of steam over sail with the opening of the Suez Canal in 1869, and Grace’s Guide states: “……..the elder Gow formed the Glen Line to trade between London, Singapore, China, and Japan. Leonard junior eventually became a partner in Allan C. Gow and, following his father’s retirement, expanded the firm and renamed it Gow, Harrison and Company.” The Gow Harrison trading routes were global, they traded to and from Australia, the Persian Gulf, Jamaica, Nova Scotia, Panama…..wherever trading was profitable, and Volnay certainly was capable of safe carriage between any of those locations.

Volnay Crew List 1915 (Document Scan: Courtesy National Archives)

Early detail of the voyages undertaken is scarce, I have been able to find some records, even a crew list for a 1915 voyage in the National Maritime Archives, this lists out a compliment of 26 crew from Master, George Moodie (Seemingly of Aden) to cooks, those comprise a spread of nationalities, notably, English, Australian, Scottish, Irish Welsh, but mostly British on this particular journey  

Devonport Tug Aetna c1916 (Web Photo: Courtesy Tug Talk Forum)

Another of the earlier mentions of the Volnay that I can find is the 1916 December 31st collision, whilst at Devonport docks, with the Aetna, an iron paddle tug mentioned in the opening paragraph of this piece. It can perhaps be assumed Volnay was loading cargo for an outbound voyage, possibly to Canada, expecting to return with vital war supplies for both civil and military use. By 1917 Volnay had carried thousands of tonnes of vital supplies, from global ports, in support of the British fight against Germany and the Austro-Hungarian Empire, indeed after over 3 years of war duties, it looked like Volnay might just survive the war, that is until Captain Henry Plough commanded her on her voyage from Montreal in Canada, December of 1917, where she had loaded a general cargo including tinned meats, butter, jam, coffee, tea, peanuts, cases of coffee, butter and jam, cartons of cigarettes, potato crisps and 18 Pound artillery shrapnel shells destined for the Western Front……..

U Boat Blockade Article 1915 (Web Photo: Courtesy London Illustrated News)

Germany were perhaps the first to realise an Island nation like Great Britain is reliant on the supplies of a wide range of foreign nations, indeed the British Empire was founded on the exploitation of trade and conquest, both in the name of “progress” and “adventure” in an age that was boundless in its pursuit of expansion as were many nations before and indeed after the industrial revolution…..If you go to war with a global “Empire” it follows that you want to deny them as much of their access to an extended supply chain in order to reduce their capability to prosecute a defence against you, such it was with WWI, and Germany employed its large fleet of submarines, “Unterseeboots” in German, or “U Boats” for short, to effect a blockade against Great Britain and her Empire to try to shorten the war by starving her of foreign resource, effectively an attempt to sap her will to fight, at the tables of her population, just as much as her ability to procure ammunition with which to attack on the battle front

Kiel Shipyards, Germany c1915 (Postcard: Owners Collection)

German preparation for war had been thorough, the arms race between Kaiser Wilhelm and his Grandmother Queen Victoria and her Naval Commanders was an open “secret” with both nations essentially spying on each other’s capabilities at events such as the British Naval Fleet review at Spithead, and in return the German Kiel Regatta’s, (although both sides would dispute clear indications of impending war in various publications), in fact the German Kaiser’s own memoirs would have us all believe war was entirely of Serbia and Austro-Hungaria’s making, that Russia and Great Britain were preparing for conflict, but that Germany was entirely unprepared for war “At the very time that the Czar was announcing his summer war program I was busy at Corfu excavating antiquities; then I went to Wiesbaden, and, finally, to Norway.  A monarch who wishes war and prepares it in such a way that he can suddenly fall upon his neighbours – a task requiring long secret mobilization preparations and concentration of troops – does not spend months outside his own country and does not allow his Chief of the General Staff to go to Carlsbad on leave of absence.  My enemies, in the meantime, planned their preparations for an attack” (Online Resource firstworldwar.com “Kaiser Wilhelm’s Account of the Events of July 1914, Reproduced from the English translation of his memoirs”. Accessed 30/08/2024)

German U Boats in Kiel Harbour c1914 (Web Photo: Courtesy Naval Encyclopedia Kriegsmarine)

Those assurances have little truth in them when a lens is placed over the rapid increase in size of the German Naval fleet, including its U-Boats….. at the outbreak of WWI Germany had 20, and by 1917, just 3 years later, they had 140. In general Germany was ramping up tensions with it’s “WeltpolitiK” (world politics) global expansion, (or domination if you prefer) view “German figures (1910-1914) depict notable increases in all areas of national development. For instance, German military personnel approximately rose by 30% (67% over Britain), relative shares of manufacturing output grew by 15% (14% above Britain), total industrial potential increased by 80% (8% over Britain), iron and steel production increased by 30% (128% over Britain) and more importantly, warship tonnage increased by 35% (about 50% less than Britain).” (Stevenson, David. “Cataclysm: The First World War as Political Tragedy”. New York: Basic Books, (2004) in “THE TINDERBOX: GERMANY’S NAVAL BUILD-UP, THE GREAT WAR OF 1914, AND THE BALANCE OF POWER” Alcantara Captain B.R. CIMSEC 21/01/2021: Online Resource, Accessed 30/08/2024)

UCII Class Minelaying U-Boats alongside the Depot Boat Amphitrite (Web Photo: Courtesy Wikipedia)

To effect the blockade of UK global trade, Germany had developed their U-Boat designs accordingly, U64, Volnays’ eventual nemesis, was of the  UC-II series (an improved version of the UC-I class which were perceived to be too light and too weak). The series comprised 64 planned units, classified as UC16 to UC79, which were distributed across four production yards, Blohm & Voss, Weser, Vulcan and Germaniawerft. The class improvements covered several areas, the draft of the boat was raised to 3.7 meters, armaments were improved, some carried 105 rather than 88mm guns and there were two additional torpedo tubes added at the front, and another at the stern, increasing targeting capability. There were already 6 mine laying compartments arranged centre and front of the conning tower which could deliver 18 mines, 3 out of each tube, additional to the 7 torpedoes carried.  The first UCII boat launch took place in February 1916 (the last in March 1917). Their range was 13,500-17,130 km, which was further improved to 18,500 by the end of the production run. The UCII boats had a reasonably impressive surface speed of 11.5 to 12 knots, with engines supplying power ranging from 500 to 600 hp depending on the individual boat and final engine selection. The UCII class was popular, and their service continued until the end of the war, ironically, a little longer than that of the shipyard at Kiel, which, on 29th October of 1918, when sailors of two of the Kaiser’s navy failed to return to duty, sparked a revolt amongst the remainder of the battleship & cruiser crews, this spread to other shipyards and, eventually, to local council and government offices, by November 09th this had caused a national demand for reform, forcing the Kaiser to abdicate, and Germany to capitulate to the allies

Captain Henry Plough (Web Photo: Courtesy Cornish Wreck Hunters)

Christmas of 1917 found SS Volnay in Montreal, Canada, loaded with vital war provisions bound for the UK port of Barry in South Wales, where the convoy would separate and Volnay would coast hop, zig-zagging the whole journey in order to avoid the enemy threat, on the way to Plymouth to unload. Captain Henry Plough was in command and had overseen the loading of a varied cargo, tinned meat, jam, butter, coffee, tea, peanuts, potato crisps, cigarettes, perfume, timber and 18 pound artillery shells. The trip from Montreal was in convoy, in order to give the very best chance of avoiding contact with enemy U-Boats such as U64. Oberleutnant Erich Hecht had taken command of UC64 on 13th September 1917, a successful commander, Hecht had already been responsible for the destruction of 11 allied ships, seven of which were steamers like the Volnay. The last ship credited to Oberleutnant Hecht had been the steamer Manchester Mariner on the 04th December which had been damaged but not lost, somewhere between the 04th and the 14th of December Hecht’s U64 would lay some of her mines off the manacles, and, despite seemingly being in a “cleared” channel, Volnay would seal her fate, hitting one of U64’s mines on her Port side at her No1 hold at around 12:45 that evening

Oberleutnant Zur See Erich Hecht (Web Photo: Courtesy AenneLa findagrave.com)

 It could have been far worse for Captain Plough, Hold No1 had artillery shells stacked alongside other cargo in that hold, but they did not detonate and Volnay would remain, her engines still usable as Captain Plough tried to run her ashore at Falmouth, that however was a little overambitious. There is a report which has her being supported by two tugs into Porthallow bay: “…..When she was just off the Manacles, there was an explosion under her bows which was presumed to be a from a mine laid by the German submarine UC-64. The bang was so big that Captain Plough and his first mate, 25-year-old Peter Drysdale, both immediately thought their cargo had exploded. In the dark, her captain couldn’t see the extent of the damage caused to his ship but as none of his crew were injured, he made for Falmouth. At this point he did not know if he had been torpedoed or mined. He sent a ‘’sub attack’’ signal and sent his crew to man the old gun at the stern of the ship. She was starting to fill with water and her bow started to dip low, Captain Plough decided to make for the nearest land instead and he very nearly made it…Two tugs managed to bring her to Porthallow on the 14th of December 1917, though she was anchored a quarter of a mile from Porthkerris rather being beached. All aboard abandoned the ship safely.She then went on to sink, with only her masts showing…” (Facebook.com: Porthkerris Divers. “Wreck of the week! The Volnay” 07/06/2020. Online Resource: https://www.facebook.com/porthkerris/posts/wreck-of-the-weekthe-volnaythe-volnay-was-a-british-385ft-4610-tonne-cargo-ship-/10157317305915796/ Accessed 16/09/2024)

SS Volnay c1917 (Web Photo: Courtesy shipsnostalgia.com)

The Volnay would remain in Porthallow bay with her masts showing her position, a half mile offshore from Porthkerris, with her cargo coming ashore at successive tides, indeed, Porthkerris divers has it that “…..After an Easterly wind had picked up, her precious cargo started to flow ashore covering the beach with boxes and crates. Boats from Porthallow couldn’t launch and it was impossible to even walk along the beach with the number of crates blocking the way! They contained items such as cigarettes, jams, biscuits, coffee and tea – luxuries that had rarely been seen in the country for the past two years, were piled up to 6 foot high….” Despite the apparent bounty for locals from her cargo, Volnay’s wreckage was clearly an inconvenience to the local shipping traffic, and it would not be long before the admiralty intervened and she was cleared by the Navy and blown apart to prevent further tragedies from occurring

Side Scan SS Volnay (Web Photo: Courtesy Atlantic Divers)

In the side-scan shot (above) you can see the lines of Hull Ribs lain flat by the Navy disposal teams activities of the day, although I am sure tidal influences have played a part, it is evident the intention was to significantly reduce the profile of Volnays’ wreckage. As Volnay lies in only around 17m of water, it is clear, especially with her masts rising above the surface, that Volnay would have been an accident waiting to happen had the Admiralty ignored her for long

SS Volnay Boilers (Web Photo: Courtesy An Bollenessor)

The Volnay was officially declared a loss on the 02nd of March 1918 and the register was closed with the statement “…vessel torpedoed or mined 14. 12. 17 certificate lost with vessel advice from manager per form 20 received 4. 3. 18”….a terse sentence, as is the way of maritime officials with such events, no matter their gravity, and an end to a stalwart of the defence of the British nation

SS Volnay Register (Document Scan: Courtesy National Archives)

I dived the Volnay with Atlantic Scuba, run by my friend Mark Milburn, who is also responsible for the wreck side-scan in this piece, back in June of 2012, my Green Log book records: “Wreck of the Volnay in Falmouth bay. Down the shot to what was very broken up wreckage – just steel ribs & plates from what was a riveted construction ship. Interesting root round with some Wrasse – Bib & a Spider Crab, some egg cases hanging in the prop tunnel (broken pieces) good fun Air In 200 Out 180 Viz 3m Buddy Andy” Another of my rather terse descriptions of a dive that I found very enjoyable at the time.

Unidentified Wreckage, perhaps cargo (Photo: Courtesy An Bollenessor)

I recall both Andy Stringer and I rooting around all sorts of metal pieces looking for anything that would tell us which way the wreck was actually lying. I did not know the wreck had been blasted by the Navy at that time, however it was easy to see that this was more a debris site than most I had dived so far, on similar lines to Herzogin Cecile in terms of distribution.

Winch Boss and Hull Ribs (Photo: Courtesy An Bollenessor)

I was keen to find a discernible bow and perhaps anchor or chain locker location, but, despite a good look around, Andy had got low on air and we returned to the surface with no more idea than we had when we first descended on her.

Diver on Volnays’ Debris Field (Photo: Courtesy An Bollenessor)

I have seen many shell cases and detonators that have been recovered from the site, even the bell which went up for sale on the Bamford auction site not so long ago (Feb 2024), sadly we saw nothing of that kind on our dive though, just luck I guess!

SS Volnays’ Bell (Web Photo: Courtesy Bamford Auctions Derby)

As usual I am deeply  indebted to those who have provided the various photographs and background information used for this piece, Michiel Vos (https://anbollenessor.com/), AennaLa, U-Boat.Net and John Liddiard especially. It is poignant to personally remember many happy dives and several dive trips with Mark Milburn of Atlantic Scuba, a local Cornish dive legend, TV star and author, and someone I considered a friend

Mark & Ruth, Red Sea Liveaboard Contessa Mia 2011

Filed Under: The Wrecks

Salem Express

August 6, 2024 by Colin Jones

Salem Express Marseilles 1966 (Web Photo: Courtesy CGT Marseilles)

Salem Express began life as the Fred Scamaroni, a jewel in the crown of Compagnie GénéraleTransatlantique, or CGT, a French shipping company started in 1855 by the brothers Émile and Issac Péreire. The Fred Scamaroni’s keel was laid down in June of 1963, at La Seyne-sur-Mer, and she was delivered to fit-out at Port-de-Bouc shipyards, following which, her finishing touches were again carried out at La Seyne-sur-Mer. Her naming was in remembrance and celebration of a French Resistance hero of WWII, Captain Fred Scamaroni of the Free French Forces, captured and tortured to death at the hands of the Nazis.  The Fred Scamaroni had a relatively successful early career, albeit one that had an ever darkening and foreboding undercurrent from the outset, before her planned service commencement she had suffered a fire aboard, during fit-out, delaying her official launch into service by almost 12 months until 30 November of 1964

Fred Scamaroni Docked at Marseilles 1967 (Web Photo: Unknown Origin)

The French shipping company “Compagnie Générale Maritime” (CGM) had been established in 1855 to carry mail to North America on behalf of the French Government, from which the brothers Émile and Issac Péreire received a guarantee of subsidy and a contract to deliver for a period of 20 years. The French colonies were growing in North America and in competition with the British colonial interests, frequent, reliable mail services had become imperative between France and her New World colonists. The two entrepreneurial brothers acquired land (not presumably at too much hardship, they were in fact head of the Société Générale de Credit Mobilier, a financing organisation which became the main shareholder in CGM) near Saint-Nazaire and founded the Chantiers et Ateliers de Saint-Nazaire shipyard and brought across engineers from the Scottish shipyards of John Scott to train French workers and maritime architects

Granville, Manche 1846, Shipyard of the Compagnie Générale Maritime (Web Illustration: Courtesy wikipedia)

There were alternate shipyards already established in La Seyne Sur Mer, however they charged a hefty premium, which the financially astute Péreire brothers wanted to avoid.  The resulting ships engines would be purchased from Le Creusot, a former mining town in the Bourgogne region of Eastern France. Despite a disastrously impractical growth, and exponential diversity of pioneer shipping routes, which threatened to bankrupt the company through poor profitability, CGT survived and eventually thrived. According to the History of the Shipyards of La Seyne sur Mer (Shipyards in Provence “History of the shipyards of La Seyne sur Mer” Online resource: https://www.archives-films-paca.net/memoire-chantiers-navals/interviews-et-ressources/histoire-des-chantiers-navals-en-provence/item/1047-histoire-des-chantiers-navals-de-la-seyne-sur-mer.html Accessed 19/07/2024) : “In 1872, the Forges were powerful enough to acquire the very important Chantiers du Havre. In 1913, they included four sites (La Seyne, Le Havre, Granville and Marseille) and occupied a total of 45 ha, including 22 in La Seyne. Major works led in 1927 to the installation of two enormous caissons to obtain the largest basin in the world. After the two world wars, activity resumed thanks to the company’s recapitalization policy combined with the action of the staff engaged in the “battle of production”, initiated by the Communist Party and the CGT. The site was transformed and the FCM experienced a long period of prosperity until their liquidation in 1966”

Émile and Isaac Péreire (Web Illustration: Courtesy Le Monde illustré)

Drawing down the unprofitable routes and focussing their efforts on transatlantic liner services, which concentrated on passenger service, migration and a smaller, more profitable number of regular routes between France and New York, Panama, Guadeloupe and Mexico. The company changed its name to Compagnie Générale Transatlantique, a name it held until merging with “Compagnie des Messageries Maritimes de Marseille” to form the Compagnie Générale Maritime (CGM) in 1976, partly the result of increasing oil prices in 1973 during the oil crisis, and partly due to the French Government’s stopping of the subsidies under which it had managed to continue up until that point. Compagnie Générale Maritime was a container shipping business, as were most shipping lines that remained afloat in that period, those who were not either went under due to direct competition with the easier, more practical, container based commercial model, or turned to alternate cargoes such as LPG and Crude Oil transport, or, as with CGM to the coastal “ferry” trade, which is where we see them commission the Fred Scamaroni, and several other ferries of the same design    

Fred Scamaroni Deck Plan (Web illustration: Courtesy CGT)
Passenger Information (Web Illustration: Courtesy CGT)

Pielstick Société d’Etudes des Machines Thermiques (Company of Thermal Machine Studies), more commonly known as SEMT, was a French company that designed and built large diesel engines. The Fred Scamaroni was fitted with two of their Pielstick PC2 Engines, specifically designed to be lower profile, which would suit restricted area applications such as roll-on-Roll-off ferries. The Pielstick were 6 cylinder, diesel burning engines with a 400mm bore developing 7,440 Hp each (14,880 combined HP), later PC series engines developed 16,300 Hp.  Founded in 1948, SEMT was bought by MAN Diesel in 2006 and the PC range is still available in its latest iteration

SEMT Peilstick PC2.5 Marine Diesel (Web Photo: Courtesy Fairbanks Morse)
Ateliers et Chantiers Yards at La Seyne Sur Mer 1964 (Web Illustration: Courtesy JC Autran)

Watch the re-construction of La Seyne shipyards after WWII, it’s in French, however that’s hopefully not too much of a surprise, and it is remarkable footage of the modernisation and re-construction of the yards with some ship building too, it’s well worth a look

https://www.ina.fr/ina-eclaire-actu/video/afe04002056/chantiers-de-la-seyne

France had not long since emerged from WWII to a landscape of devastation, some of which can clearly be seen in the Video above, her shipyards were re-built but the legacy of those that defended France and gave their lives for France would not go forgotten. The new Ferry for the Compagnie Générale Transatlantique would become a source of pride on several levels, by far the most poignant being for its namesake, Captain Fred Scamaroni of the Free French Forces

Captain Fred Scamaroni 119th Infantry Regiment Free French Forces (Web Photo: Courtesy Normandy 1944.info)

Fred Scamaroni had passed studies at the college of Brive, then at the high school of Charleville-Mézières, following which he went on to pass his baccalaureate in Paris and turned to studying law, by 1934 he was head of the cabinet of the prefect of Calvados, Normandy, a position he held until the declaration of war. Fred joined the 119th Infantry Regiment based in Cherbourg however the hiatus of the phony-war, a period where war was expected but nothing had happened for some time, clearly affected him and he volunteered for service in the air-force, passing as a qualified observer May 17, 1940. In June of 1940 he made his way to England and volunteered for the Free French Forces. Fred was accepted and with his diplomatic past clearly noticed as an asset, he was offered and accepted, a mission to hand Governor General Boisson a letter from General de Gaulle. The World War II history site WWW.Normandy1944 has it that Fred “…….. Embarked on September 6 in Liverpool on the cruiser Australia, he arrived in Freetown in Sierra-Leone on September 17 and flew with eight volunteer aviators to Ouakam airport near Dakar where they must “fraternize” with the soldiers of Vichy and convince them to join the free French. Immediately arrested, they are imprisoned in painful conditions, sentenced to death, threatened with execution then repatriated to France, they are finally released on December 28, 1940. Fred Scamaroni, suffering from malaria, is hospitalized in Clermont-Ferrand and released on December 7 January 1941” (Online Resource: https://www.normandy1944.info/stories/fred-scamaroni: Accessed 19/07/2024)

Free French Forces Insignia 1939-45 (Web Photo: Courtesy www.normandy1944.info)

Following recovery from Malaria, Fred went to Vichy, a French autonomous state that had aligned with Germany, Fred’s known sympathy with the Allies cause meant he could only get work as a clerk. Whilst in that job he founded a resistance network called “Copernic” and travelled to Corsica several times as an acknowledged Free French Forces covert agent. Corsica had been a French territory until 80,000 Italians invaded in November of 1942, joined by 14,000 Germans in June of 1943 as “…..Corsica, Sicily and Sardinia became strategic outposts to be defended. Furthermore, Germany feared that the population of Corsica was hoping for and would help with a possible Anglo-American landing. In December 1942, General Giraud, co-President of the Comité Français de Libération Nationale (French Committee of National Liberation) with General de Gaulle, sent the Pearl Harbor mission to Corsica on the submarine Casabianca to set up Résistance networks” (Ministre des Armees, in “Chemins de Memoire”: https://www.cheminsdememoire.gouv.fr/index.php/en/liberation-corsica-9-september-4-october-1943 On-Line resource accessed 22/07/2024). During a mission in Corsica (“Sea Urchin”) under the pseudo-name Captain François Edmond Severi (otherwise also known as “Pot”, and sometimes “Grimaldi”), Scamaroni was landed by the submarine HMS Tribune with agents from the Special Operations Executive (SOE) including Lieutenant Pamela “Jackie” Porter, Lieutenant Ticknell & Major Hellier, to prepare the liberation of the island and to unify the local resistance

Pamela “Jackie” Porter SOE (Web Photo: Courtesy Dr Alan Porter& Susie Porter, Bylines Scotland)

Jackie Porter’s SOE history & Sea Urchin details can be read here: https://bylines.scot/lifestyle/jackie-of-the-special-operations-executive/

Despite a successful landing the mission was betrayed by a double-agent, Major Hellier was capture by the Germans and tortured into giving the details of the remaining agents before being executed. Only Lieutenant Ticknell and Lieutenant Jackie Porter would escape Corsica (Jackie, at least, would survive the war), Major Hellier had sealed Captain Scamaroni’s fate and he was captured at his home in Ajaccio by Italian counter-intelligence and given to the Nazis. The escape of Lieutenant’s Porter and Ticknell in no doubt owe a great deal to Captain Scamaroni’s courage and self-sacrifice, despite what would, I have no doubt, be barbaric torture (for there is no other kind) Captain Scamaroni said nothing, choosing instead to end his life, in a manner that itself can only invoke horror, in order to prevent the Nazis from learning anything from him (Online Resource: https://www.normandy1944.info/stories/fred-scamaroni: Accessed 19/07/2024) “Brought back to his cell in the citadel of Ajaccio, rather than risking speaking and being recognized under his true identity, he prefers to cut his throat with a wire, leaving a final message written with his blood: “Long live France, long live de Gaulle. ” He died three hours later, on March 20, 1943 at 8 p.m., without having revealed anything about his mission.”

Fred Scamaroni Docked at Ajaccio 1967 (Web Photo: Courtesy Ajaccio City History, Facebook)

The intended routes for the brand new Compagnie Générale Maritime ferry were obviously at the forefront of whom-ever was responsible for naming her, Marseilles to Ajaccio, Captain Scamaroni’s final battle ground and his resting place. What better, or more fitting, memorial could there be than the constant, and unhindered connection between mainland France and the Island of Corsica that Captain Fred Scamaroni gave his life for……….

Loading an Unusual Cargo into the Fred Scamaroni (Web Photo: Unknown Origin)

Fred Scamaroni Notable Historical Routes/Events:

Keel Laid June 1963

Nov 30 1964: Launched & then towed to Port De Bouc for fit-out

Jun 1965: Delivered to CGT Marseille

June 26/27 1965: Sailed to La Seyne, Engine room fire delayed her in-service date

May 17 1966: First Service Sailing: Marseille – Ajaccio

May 27 1966: First docking @ Nice

Jan 20th 1967: Collides with Ajaccio Quayside

July 01st 1969: Transferred to CG Trasmediterránea Marseille

Apr 23 1970: En route to Bastia, Corsica, caught fire & returned to Marseilles

March 16 1976: Transferred to Societe Nationale Maritime Corse-Mediterranee Marseille

Fred Scamaroni c1979, Visible Signs of 16 Years’ Service (Web Photo: Courtesy S. Meneut)

Fred Scamaroni Notable Historical Routes/Events (Cont’d):

Jan 31 1980 sold to Ole Lauritzen Ribe for Denmark $3,930,000. Re-named Nuits Saint Georges

May 15 1980: Entered Service form Dunkirque to Ramsgate for the Danish Olau Line

Aug 29 1980: ran aground outside Ramsgate

Re-Named Nuits Saint Georges in January of 1980 for the Olau Line (Web Photo: Courtesy Phil English)

Fred Scamaroni Notable Historical Routes/Events (Cont’d):

Sep 04th 1980: Owners (Olau Line) went bankrupt, Nuits Saint Georges laid up in Vlissingen, Holland and subsequently seized for non-payment of harbour duties and associated costs

Docked at Vlissingen 1980 (Web Photo : Courtesy Cees De Bijil)

Fred Scamaroni Notable Historical Routes/Events (Cont’d):

Nov 1980: Sold for 3.6m Dutch Guilders to Lord Maritime Enterprise, Egypt. Renamed Lord Sinai

1981: Entered service Aqaba-Suez

1984: Renamed Al Tahra

1988: Sold to Samtour Shipping Co Suez. Renamed Salem Express

1988: Suez-Jeddah

Dec 16 1991: Ran aground & sank Safaga

Routes & Details: Courtesy of Nigel Thornton & Ray Goodfellow (Dover Ferry Photos Group)

There is nothing unusual about the slow “death-in-service” of the Fred Scamaroni, a long history of hard work, initially as a modern and brand new vessel and then, following the usual high octane life of a Roll-on-Roll-off ferry, as profits reduce and the asset ages, she is sold on and becomes more of a work-horse than a thoroughbred. So it was with the Nuits Saint Georges, a short history of channel crossing between Dunkirk and Ramsgate and an eventual grounding off the port, her sale to the Egyptians after an ignominious period docked at Vlissingen where her humility was only compounded by the bankruptcy of the Olau Line, no doubt due in part to her need of repair and the fees whilst she lay alongside, waiting for a decision by her owners that never came. The Nuit Saint Georges was seized for unpaid fees and was sold on to an Egyptian concern, the “Lord Maritime Enterprise”, her new owners re-naming her the Lord Sinai and, latterly, the Al Tahra. Used in different seas, under different masters and in very different circumstances, to and from regular ports of call, as with any investment, a high return is only possible if an asset is well-used, as we see from her transfer to the less prestigious service and routes in Egypt, where clientele are “herded” rather than “Feted”, the Fred Scamaroni was now already in her death throws, albeit still afloat, sold again to the Samtour Shipping Line of Alexandria, and re-named Salem Express she now ferries passengers around the Sinai peninsula and takes part, briefly in the 1991 Gulf War as a troop transport

Salem Express, Gulf War Troop Transport 1991 (Web Photo: Courtesy Life Magazine)

On her return from service she is based out of Safaga, her passengers now the thousands of workers en-route to the myriad  construction sites in Saudi and those going to, and returning from the Haj of Muslim pilgrimage to Mecca, sailing between Safaga in Egypt and Jeddah in Saudi Arabia. This was a cheap route for the less wealthy Muslim to undertake their pilgrimage, some might say an “honest” route, rather than the easily available, but considerably more expensive, jet flights connecting from just about any airport following the introduction of airliners in the early 1960’s

Safaga Island & Port (Web Photo: Courtesy Aldebaran-redsea.com)

Safaga, Salem Express’ home port, is an island off the coastal Red Sea with a population of around 38,000 lying in the Eastern Desert of Egypt, which rises steeply from the Nile valley to an arid plateau, the familiar homeland of the Bedouin tribesmen. The lowlands slope upwards to a mountain range, the resultant peaks reaching 7,150 feet in height. The Port itself lies in the shelter of the Island making it an ideal anchorage when the Red Sea is belligerent, which it can be and often is. The Nile runs for 746 miles from the Aswan High Dam in the south to the Mediterranean delta, with two main branches at Damietta and Rosetta, it is one of the mainstay incomes to the Egyptians and large quantities of cotton are grown in the river delta. Egypt imports alumina via Safaga, destined for an Aluminium (MISR) plant on the banks of the Nile in Southern Egypt. One of the main reasons for the Aswan Dam construction was powering industrial enterprise and smelting Aluminium requires large scale and constant electrical supplies, the hydro-electric turbines of Aswan being ideal for such power transmission. The resulting Aluminium products, ingots, wire…. etc are exported out of Safaga Port

Mecca, Holiest Site to Muslim Pilgrims (Web Photo: Courtesy Al-Jazeera)

The port is both industrial and a transport hub, seasonally, tens of thousands of Islamic pilgrims travel from Safaga bound for Jeddah to see and worship at the Great Mosques of Mecca. The ferry port has room for six ferries at any one time, all moored stern first in what is locally known as ‘Mediterranean Moor’ style (which could be from “mooring” a vessel, to “Moor” from the colloquial term for “Arab”, known in Europe for centuries as “Moors”) to the quay. Other ferry routes include Duba and Yanbu in Saudi Arabia, and international trade to Sudan, additional African countries and even South East Asia and Australia

Far Garden Reef, Egypt……..Typical Family Holiday Shot

Those of us who have been lucky enough to holiday at Red Sea resort destinations, including those at or near Safaga, will have a picture in their minds about the relative calm of the Red Sea itself. Many will have been snorkelling and swimming in idyllic conditions, despite the occasional headline stories of shark attacks, which sometimes present themselves, on slow news days in TV News programmes. Mostly the Red Sea can be considered benign, peaceful…… even tranquil…..however, there are those of us who perhaps have spent time on Liveaboards, in the more remote areas of the sea, those who have been exposed to more inclement weather on occasion, as I myself have. Those people will maybe understand the Red Sea has another side, a more maleficent side, one that can rear up, very unexpectedly, and turn it into a dangerous place to be…..on occasion an incredibly dangerous place to be……..

For pilgrims returning from Jeddah on the 14th of December 1991 all seemed calm at departure, in fact the weather could be described as distinctly average, the recorded temperatures at King Abdul-Aziz Airport shows the day held an average of 25’….but there were tell-tale low spikes recorded too, closer to 15’ and not at all “average”…….the barometer was dropping it seems. Nonetheless the Salem Express departed with a set of full decks, (two days late in sailing due to mechanical concerns, although what those concerns or repairs were has been seemingly lost in the latter years) as she always did, officially there were 690 passengers and crew, although there were always considerably more “unofficial” passengers. Lucky pilgrims found shade from the Sun in areas inside the ferry, but those outside would have enjoyed the Red Sea breeze and would have not felt themselves inconvenienced by being under a stair-well or on the open deck, that is, up until the Salem Express had put Jeddah behind her and the weather started to take a turn for the worse. I can find no specifics on when that turn took hold, but it is clear that the usual 36 hour, 521 nautical mile journey to Safaga would become, at first, a deluge of rain, and then deteriorate into high winds as well as a torrent of rainwater, leaving those who could not find shelter in Salem Express’ crowded interior at the full mercy of what would become talked of as a full-on storm. Captain Hassan Khalil Moro had worked for the Samatour Shipping Line In command of the Salem Express since 1988, he was clearly familiar and comfortable with the route, he would, no doubt though, have been keen to get back to Safaga following the enforced two day additional lay-over in Jeddah

Hyndman Reef in daylight (Web Photo: Unknown Origin)

Perhaps it was this that influenced him to use a short cut, or maybe humanity towards those forced to endured hours ensconced on the rain lashed decks, as Salem Express approached Sha’ab Hamdallah, loosely translated to “Young Man Thank God” to the immediate front of Sha’ab Sheer, a far larger outcrop and to the Port (Left) of Sha’ab Claude. Captain Moro is said by some crew to have used the shortcut beforehand, (saving almost two hours over the longer passage between the reefs to make a later turn to Port and enter Safaga bay), it is also said the shortcut was not an approved one, especially considering Salem Express was approaching at close to 12 O’Clock at night in storm conditions and pitch black of night. The Los Angeles Times Report describes the first sign of the disaster: “Captain Hassan Khalil Moro was in his cabin–he normally didn’t pilot the ferry, except to guide it into the harbor, crew members said, and on most nights he rested quietly in his cabin until the final approach. First Officer Mustafa Hamad Abdel Gowad was on the bridge piloting the vessel; Second Officer Khalid Mamdough Ahmed awoke in his cabin at about 11:10 p.m., ready to relieve Gowad at midnight. Three minutes later, he said, a crash resounded through the ship, which began shaking hard. Ahmed rushed to the bridge and found Gowad. “I asked him what happened. He said, ‘The ship is grounded.’ ” (L.A. Times: Murphy, K. Dec 17 1991: “Ferry Survivors Describe a Night of Horror, Heroism: Sea disaster: 485 are still missing in sinking of Egyptian vessel. First officer’s actions questioned”)

Salem Express Bow & Impact Damage (Photo: Courtesy Derek Aughton)

The Salem Express’ fate was sealed, she had hit one of the isolated rock outcrops near Hyndman Reef, it is a tragedy that, having dived her many times, all around her is empty, flat sea-bed, to have hit in such a manner with such tragic consequences must have been the most ill-fated luck possible. Kim Murphy goes on to write in her LA Times piece: “Egyptian authorities said Monday that they have detained seven surviving crew members in an attempt to learn how the ferry–which was nearing the end of its 36-hour journey from Jidda, Saudi Arabia, to Safaga on Egypt’s Red Sea coast–moved off course on a treacherous approach into the harbor and slammed into the reef, sinking in just minutes. Was it, as the ship’s second officer insists, because high winds blew the 1,104-ton vessel off course? Or was it, as some passengers and crew suggested in interviews, because the first officer was taking a shortcut into the harbor so the crew could get a full night’s sleep in Safaga? “What’s clear is that (the ship) left the proper sea lanes, and whether it’s a human error or whether the winds drove it off course, we can’t say yet,” said an Egyptian investigating officer. “This question of whether they were trying to take a shortcut is a technical question that we can’t answer yet.”” (LA Times. Online Resource: “https://www.latimes.com/archives/la-xpm-1991-12-17-mn-596-story.html” Accessed 23/07/2024) The technical question will likely remain unanswered, whilst First Officer Mustafa Hamad Abdel Gowad was piloting the Salem Express and has said his piece, Captain Moro was lost with his ship, his body being found some days later in the bridge area of the vessel by divers hired to recover bodies by the Egyptian Government, and Second Officer Khalid Mamdough Ahmed was off-duty in his bunk until immediately prior to the impact

The Salem Express’ Bridge (Photo: Courtesy Derek Aughton

I first Dived the Salem Express from the Liveaboard vessel Contessa Mia, in August of 2011, twenty years after her loss, my Green Navy Dive Log records the dive: “Red Sea – Salem Express- A very atmospheric wreck which I will not enter beyond the external companionways nor the lit area of the car decks in respect to the many (1600 +) pilgrims who died when she sank hitting a low reef in poor conditions. We dropped on the bridge area and down to the sea bed on her starboard side passing along the walkway past the funnels & lifeboats beached under her. Along to the stern & into the car deck & the limit of natural light then out and up past the prop & over the hull to follow a centre line to the bows passing the shelter deck where the open deck had tables & bench seats & was covered with plastic “wriggly” sheets to the funnels & between them to pass the bridge & on to the bow to see the impact damage & the anchor. Up for 5 mins deco fantastic dive Air In 210 Out 100 30% Buddy Craig Viz 25m”

“……passing along the walkway past the funnels & lifeboats beached under her” (Photo: Courtesy Derek Aughton)

The loss of the Salem Express was announced to the world on the 16th of December of 1991, a full day and night after her sinking, the Cairo based LA Times reporter Kim Murphy one of the first if not actually the first international newspaper writer to break the story: “A ferryboat carrying hundreds of Egyptian workers and pilgrims across a stormy Red Sea slammed into a coral reef and sank early Sunday, plunging up to 658 passengers and crew into the midnight waters about six miles off the coast of Egypt. As many as 470 passengers were still missing Sunday night after a daylong rescue effort hampered by high winds and 10-foot waves. Some were believed possibly still stranded on lifeboats that drifted from the rescue scene, where U.S. and Australian navy helicopters briefly joined an Egyptian armada plucking stricken passengers from the sea. Egyptian and Saudi authorities said the ferry apparently drifted off course sometime before midnight Saturday and struck one of the jagged coral reefs that lurk beneath the surface off Egypt’s Red Sea coast. The vessel sounded a distress signal before midnight Saturday and apparently sank about 20 minutes later, they said. Rescuers could not begin work until dawn because of bad weather, the authorities said, although three Egyptian air force C-130 transport planes dropped life jackets and rubber rafts to aid passengers from the stricken vessel. Low clouds, occasional drizzle and 10-foot seas plagued the relief effort throughout the day”. (LA Times. Dec 16 1991. Murphy. K. “Up to 470 Missing as Egyptian Ferry Hits Red Sea Reef, Sinks”)  

The Salem Express Cafeteria Deck (Photo: Courtesy Derek Aughton)

My second dive on Salem Express was the same day in August of 2011 after a couple of hour’s surface interval and breakfast. My log book entry states: “Red Sea “Salem Express” Second dive after 2 hours S.I. back in but to the bow & under the prow to see into the nose through the bulkhead joint then past the starboard anchor & down to run the whole ship length starboard side. Through the bridge galley to the companionway right to the stern. Into the car deck & down to the BMW which is inverted & to the light limit. I turned while Craig carried on. This was planned & I went to the props and between the rudder at port, then on up the hull to meet Craig at the loading door. We dropped in to do the Port side companionway the full length to the bridge then on to the bow top side & on up for 2 min deco Air In 220 Out 120 28% Viz 20m Buddy Craig 27’” I had stuck to my decision not to go beyond the light penetration zone and to respect those lost aboard in that manner. It would be another trip where I felt the loss of those souls perhaps a little less profoundly, and allowed myself to make my way deeper into the wreck. I recall my initial hesitation to do so was based on stories of interference with the belongings of those lost. I had no desire to see such acts which I consider to be grossly disrespectful, I visit shipwrecks to physically and emotionally connect to the history surrounding the loss of the vessel, I am always deeply aware of the human tragedies that are inseparable from shipwrecks but in the same way, to visit such places is to remember the souls lost aboard…..and to keep their stories alive when they can no longer tell them

Photogrammetry view of Salem Express as She Lies (Web Photo: Courtesy Dive3D.eu & Holger Buss)

It would be another two years before I could return to the Red Sea, this time in July of 2013, I was, again, lucky enough to dive the Salem Express and recorded it so: “Red Sea – Salem Express- Safaga Moored mid ships this meant we dropped down the shot & into the Port side of the wreck & went down the companionway to the bows – across the forecastle deck & to the bow door & the damage from ramming the reef dropping past the bent bow we then swam the starboard companionway bow to stern and exited at the garage to view the props and then penetrate through the garage & up to the Port side exit. Terribly poignant and eerie until we exited and swam a little off from the wreck paralleling the decks to mid ships then into the Port companionway – down into the galley & restaurant area on out to the stern exit – back to mid ships shot line to decompress & out Air In 180 Out 60 Buddy Craig Go Pro Filter Failure”

Salem Express from the Stern (Photo: Courtesy Derek Aughton)

The 2013 trip was an absolute gem, we were with an experienced captain on Blue Horizon, a live-aboard that knew how to please tech divers and that stayed where we wanted to for as long as we liked, rather than trying to skimp on fuel, or get back North quickly. This afforded us a very rare treat, a night dive on the Salem:  “22/07/13 Red Sea – Night Dive – Salem Express. What an absolute privilege to do a night dive on such a wreck. Eerie does not get close to describing the experience of the traverse stern to bow down the companionway on the upper Port side then across the bows past the bent impact area and the sprung open door, up to the anchor then to the bridge & through the Port most windows to exit for’ard of the funnels. Over & round the stack and into the hall of the restaurant then back to the props via the rear of the Portside of the companionway to drop into the garage through the open stern doors. Back out to the props then mid-section winches & on to deco on the shot/mooring line. Wonderful dive Air In 200 Out 100 Buddy Craig”

Derek Craig & Yours Truly Stern Doors Salem Express (Photo: Courtesy Mark Milburn RIP)

Let’s take a minute to look at the increasing penetration of the Salem Express over the years I have now dived her, and the ethics and morals implicit. I started out in 2011 reluctant to do more than visit the wreck, she was only an occasional wreck on the Southern liveaboard itinerary, very much, I am told, dependant on individual skippers and their family ties to her by loss of friends or relatives. As her popularity as a dive increased, so did the visits by divers insisting on visiting her, as with all similar cases, this is driven by varied motivations, morbid curiosity, bragging rights, genuine respect and perhaps a sense of pushing one’s own mortality in the way scuba-diving naturally does, but with the increased focus on a wreck that can be intimidating in and of itself

Salem Express Car Deck (Photo: Courtesy Gary Newbold)

I have heard many reasons given over the years, on the various dive trips I have taken to Salem Express, I have heard divers try to influence others not to penetrate the wreck, and those equally determined to do so. I have seen Egyptian dive guides who gave long speeches about the profound nature of the hallowed status of the wreck in dive briefs, and then found them routing through the cases of those lost for whatever reason known only to themselves……..My perspective is simple, I visit shipwrecks where lives have been lost, I do so with the utmost respect for those lives and for the relatives of those who lost family or friends in such tragedies. I do so out of a wish to physically touch history and to undertake very real time travel, back to a point where circumstance brought hubris to book. It is almost impossible to avoid tragedy in such circumstances, as I am sure any archaeologists will attest, wherever there is tangible history, there is also almost omnipresent loss. I also do so knowing that I am keeping the story of those who, tragically, lost their lives, alive and undying in the present day. I would truly hope, should I pass in similar circumstances, that others would do the same for me

Salem Express Bridge (Photo: Courtesy Derek Aughton)

The losses on Salem Express cannot be accurately stated, there are several reasons for this but the main one is the culture of the area itself and the outlook of the people of the region to some extent. I do not condemn any part of this perspective however my view is, by nature, a Western European’s view ……. Tickets were sold by the shipping agency for the Salem Express and would have been to her full capacity, there were clearly far more seeking passage on her than would obtain legitimate tickets, the deck crew and the locals know this and take advantage of it, as, I am sure do the booking clerks of the shipping company on occasion. It is not an irregular occurrence for booking agents to overbook places on modern aircraft or ships, knowing some passengers will cancel, or fail to make any particular departure for a multitude of reasons from health to traffic problems, this happens in 1st world premium agencies, let alone what could only be called 3rd world areas such as areas of the Sinai and Arab nations. Then there are the opportunists, those aboard turning a blind eye to boarders without tickets, or, worse, selling places for cash at point of entry to those less fortunate but desperate to travel…….it’s a cottage industry in the area and a source of additional income to those who, I can only imagine, are paid a pittance by their employers as it is……   Official figures place the passenger total capacity at 1256 and crew at 60, this from her Lloyds register and certification at launch, the estimates of actual passengers on the day wildly differ, from source to source, the official Egyptian Government figures for the lost are 464 and a believed total aboard of 658 recorded by the shipping agent’s manifest, which included 71 crew, however, it is likely twice as many died. The Egyptian President, Hosni Mubarak, declared on Egyptian television that 178 had been rescued. The official Lloyds Maritime Casualties Report states there were 644 passengers in total, of which there were 180 survivors, furthermore there were 117 bodies recovered, from a total of 464 victims. At no point will there ever be a full and accurate accounting as anyone who has been aboard a ferry in such areas will perhaps understand but it is likely close to 1000 people died in her sinking

Salem Express’ Funnels (Photo: Courtesy Derek Aughton)

The speed at which the Salem Express went down undoubtedly meant there was little chance for those below decks to escape, roll-on-roll-off ferries are latterly known for very fast sinking’s (Herald of Free Enterprise, Estonia…..) due to the huge open areas which serve as car and lorry parking, which sit just above the waterline to facilitate easy loading and unloading, if this area becomes deluged a problem called the free surface effect can occur, the water ingress, moving from one side to the other, acting as a tipping agent sending the ferry over far faster than would be expected with bulkheads reducing that occurrence (as in Titanic’s sinking)

Salem Express Bow Damage (Photo: Courtesy Derek Aughton)
 

The Captain was not on the bridge at the time of the course changes nor at point of grounding “Captain Hassan Khalil Moro was in his cabin–he normally didn’t pilot the ferry, except to guide it into the harbor, crew members said, and on most nights he rested quietly in his cabin until the final approach. First Officer Mustafa Hamad Abdel Gowad was on the bridge piloting the vessel ” (L.A. Times: Murphy, K. Dec 17 1991: “Ferry Survivors Describe a Night of Horror, Heroism: Sea disaster: 485 are still missing in sinking of Egyptian vessel. First officer’s actions questioned”). Survivors stories at the time were reported by Kim Murphy in her pieces for the LA Times (as previously cited): “First Officer Mustafa Hamad Abdel Gowad was on the bridge piloting the vessel; Second Officer Khalid Mamdough Ahmed awoke in his cabin at about 11:10 p.m., ready to relieve Gowad at midnight. Three minutes later, he said, a crash resounded through the ship, which began shaking hard. Ahmed rushed to the bridge and found Gowad. “I asked him what happened. He said, ‘The ship is grounded.’ ” The confusion on the bridge does not seem to have prevented the Captain from calling for help: “Hanan Salah, the ship’s nurse, ran into the radio room and heard the captain transmit: “Hello, this is Salem Express. We are due to enter port at 11:30. We’re 30 kilometers offshore, and we’re sinking!” Everything reported about the sinking leads you to conclude it was a harrowing and rapid loss, at night, far offshore in storm conditions, it is perhaps unsurprising an overloaded and ageing ferry, off-course for whatever reason, with an inaccurate and woefully under-represented passenger manifest led to such huge loss of life

Salem’s Starboard Companionway (Photo: Courtesy Derek Aughton)

The weather was challenging and the rescue attempts of the evening do not seem to have been effective although “……three Egyptian air force C-130 transport planes dropped life jackets and rubber rafts to aid passengers from the stricken vessel. Low clouds, occasional drizzle and 10-foot seas plagued the relief effort throughout the day.” The Cairo National radio station had reported that “…….Samatour officials as saying the ship had veered off course in bad weather and that attempts had been made, apparently unsuccessfully, to warn it”. Whilst the International picture had it that: “….. U.S. Navy officials in Bahrain said that warships on patrol in the Red Sea had not received a distress signal from the stricken vessel,” The Salem Express had undoubtedly gone down very quickly, the survivor reports included one from Second Officer Khalid Mamdough Ahmed, who said  “The crew managed to get only one of the 10 lifeboats into the water, and a number of rubber rafts floated into the sea from the decks. The lights on the ferry were extinguished. In about 11 minutes, the ship was under water, trapping hundreds of passengers still in their cabins on lower decks, despite some crew members’ attempts to rush to the lower cabins, yelling and banging on doors”

Empty Lifeboat Davits, Starboard Rail (Photo: Courtesy Derek Aughton)

Second Officer Ahmed reports that he: “……was helping lower the first lifeboat when a rush of water slammed him into the smokestack. “I said, for sure there is no time for thinking, and I jumped,” he said. “People were screaming and panicking. You know the Titanic? Just like the Titanic. I was on the boat, and then I looked back, and there was no sign of it at all.” Ahmed went on to say he was “sucked down with the ship and grew disoriented in the dark water, unsure which way was up. But (he) fought his way to the surface and found the lone lifeboat close by. and made his way into It.” Surviving passengers did not paint a picture of the crew’s behaviour in quite the same manner “…….other crew members, angry passengers said, grabbed the available life vests and headed for the lifeboat, ignoring panicked passengers’ pleas for help”

Passenger Bundles Strewn around the Car Deck (Photo: Courtesy Derek Aughton)

Unless you have been in a situation such as this, (and I, personally, and very thankfully have not), it is impossible to imagine what truly occurred on that night, undoubtedly there were acts of heroism, and, no doubt, the opposite too! Likely, most would be in utter confusion and disarray, those lucky enough to escape the lower decks emerging to a picture from their worst nightmares, whilst those who had awoken at impact, or who could not find escape from the rain and storm, and were already awake, would be scrambling for any kind of means to get off the ship and then survive…….a picture that warrants “hell” in any imagination. Those who survived, by whatever means, through the night would have feared exposure, sharks and the feeling of isolation, adrift in the sea, far from land…….their only hope being rescue by emergency services as the weather gradually became flyable and ships could risk getting a little closer to the reefs themselves. Nurse Salah’s ordeal was documented by Kim Murphy: “…..nurse Salah sought to open a box containing an inflatable life raft. She finally grabbed an oar as the water closed in, clinging to it with a man. They clutched the oar until 4 a.m., when they came across a rubber life raft filled with water but still bouncing in the huge, wind-whipped waves. Inside the raft were three bodies. Salah said her companion bailed the water from the boat; they then pulled 15 people aboard. Everything was fine, she said, until 7 a.m., when high waves turned the boat over. Unable to hold on to its slippery underside, Salah found another man clinging to an oar and she grabbed it. About 9:30, she said, they spotted a ship 1 1/2 miles away. The man began to swim for it, although he although he apparently never made it as the ship sailed off. Salah waited until 11:30 a.m., when a tourist boat came by and rescued her”. One man, Ismail Abdel Hassan, an agricultural engineer returning to Egypt after working in Saudi Arabia managed to swim to Port from the wreck, an odyssey of some 18 hours in the water, another, Shaaban abu Siriya reportedly floated on his back until 3:30 a.m., then found a wooden door which three others were clinging to, two of the men were lost to crashing waves, Siriya and the last man managed to hang on until a passing tourist launch found them the next afternoon

Stern Car Deck Doors (Photo: Courtesy Derek Aughton)

The aftermath is no less a confusion, as with all such incidents it will not be the “truth the whole truth and nothing but the truth” and each agency and participant, at least those that survived, will tell a slightly different variation specific to their own perspective and agenda. From the ship itself there can be no testament from the Captain as Hassan Khalil Moro, by accident or design, went down with his ship……..what useful testimony he might have made could only have been one of partial responsibility, I have no idea what Egyptian law says about a Captain, it is likely he was perfectly at liberty to rest until the vessel was approaching port, however, on such a night, with reefs in the direct path of the Salem Express, I doubt it would be considered “best practice” for a Captain to allow the First Officer to command the vessel in such circumstances. The First Officer, Mustafa Hamad Abdel Gowad, on the bridge piloting the vessel at the time of impact, survived in the one lifeboat that got away safely, Ahmed, the second officer, according to Kim Murphy, said it is “….his job to chart the ship’s course, and no revisions were made in the routine approach to Safaga” and the authorities would state “…..the ferry apparently drifted off course sometime before midnight Saturday and struck one of the jagged coral reefs that lurk beneath the surface off Egypt’s Red Sea coast. The vessel sounded a distress signal before midnight Saturday and apparently sank about 20 minutes later” a statement which mirrored Samatour’s official position on the sinking, they would also assert that: “……all of the 4,117-ton ship’s operating documents were in order and the craft was believed to be seaworthy”. Egyptian Prime Minister Atef Sedki and Interior Minister Abdel-Halim Moussa visited the site of the disaster and ordered an investigation into the cause of the accident. Authorities eventually said there was no immediate explanation, but acknowledged that there were reports the Salem Express had drifted outside regular sea lanes 18 miles off Safaga where it grounded and sank……The Egyptian public did not perhaps entirely agree with either the Samatour, nor the Egyptian Government’s version of the sinking with at least one Egyptian journalist, Sara Abou Bakr, sceptical of the entire version of events which you can read for yourself here: https://www.dailynewsegypt.com/2013/04/07/the-dead-of-the-salem-express

I dived the Salem Express again in 2015 another liveaboard with Blue O Two, an outfit at least part owned, as far as I know, by an Army colleague I had served under at Warminster, Major Malcolm Strickland, mentioned elsewhere in this blog. Blue O Two were an excellent outfit and have only recently (2023) been taken over I am told. My two dives in August of 2015 did not add anything descriptive to those already undertaken, in any real way, so I have not included them here, suffice to say the feeling of an eerie melancholy still pervaded the Salem Express, and, I have no doubt, always will

Ahead of Craig on Salem Express Port Companionway (Photo: Courtesy of Mark Milburn RIP)

The story of the loss of the Salem Express cannot but affect you as you descend onto her and, as I have just returned from another dive on her taken in May of this year (2024), she still invokes a deep sorrow for those who tragically lost their lives, as a result of either a second officer’s compassionate wish to reduce the suffering of those forced to remain on her decks during an awful winter storm off Safaga, or the crew’s rather selfish desire to get back to port quickly after a delayed sailing, or even perhaps a vessel that drifted off-course on a terrible night in very bad conditions and a confusion of poor navigation…………..no one will ever be in a position to say conclusively which it was, but perhaps a thousand souls, many of them passing completely anonymously and therefore un-mourned, were lost, whatever the reality of the circumstances…….. 

Sacred to the memory of those souls lost to the sea in the sinking of the Salem Express
Sacred to the Sacrifice of Captain Fred Scamaroni DSO 119th Infantry Regiment Free French Forces

Why not take a look yourself: 2015 Salem Express Dive with Craig Topliss:

Those of you who take the time to read these pieces will know I am indebted to many who make them what they are and without whom they would be little if anything, namely Derek Aughton, Mark Milburn (RIP), Gary Newbold, and The History of the Town of Ajaccio (Facebook) for their excellent photos and to Holger Buss for his amazing photogrammetry of the Salem Express https://dive3d.eu/models/egypt/salem-express/ Also to Normandy 1944 for details on Captain Scamaroni https://www.normandy1944.info/stories/fred-scamaroni

Lastly, my express personal thanks and gratitude to all those attributed individually for the pieces used here

Filed Under: The Wrecks

The Red Sea Wrecks

August 8, 2023 by Colin Jones

SS Numidia

The Steamship Numidia was brand new, launched 04th February in 1901 by D&W Henderson and Company of Glasgow (her port of registration), for the Anchor line. Owned and operated by a Mr William Meiklereid again of Glasgow, when she left Glasgow 28th Feb of that year, bound for Calcutta (modern day Kolkata, India) via Liverpool. Her maiden journey passed without incident, as far as there is no mention of anything unusual prior to her second sailing from Liverpool 06th July of 1901, where she had loaded a “general” cargo of 7000 tons bound again for Calcutta, under her Master, Captain John Craig

SS Circassia (II), with SS Assyria, Anchor Line Sister-ships to SS Numidia (Web Photo: Unknown Origin)

The Anchor Line had its beginnings in 1838, started by Nicol & Robert Handyside, Nicol was the Russian Consul, an official appointed by the government of a country to look after its commercial interests and the welfare of its citizens in another country, although the “interests” of Russia at that time, expressly in Glasgow, even in Scotland in general were lost to me… However, in the 1890’s Russia completed their Trans-Siberian Railway pushing East, and the British were expanding our large-scale commercial activities in China through Hong Kong, and the “treaty ports” of China. Russia very much desired an all season port south of Vladivostok, and both nations were fearful of Japanese plans of expansionism in the Far East (apparently more so than they were wary of each other), meaning both saw a benefit to mutual collaboration. It, therefore, is not as surprising as it might seem that Russia had a consular representative in Great Britain and, as Russia was also a customer for British Shipping, including Warships, perhaps that makes a case for a Russian consul in Glasgow…….. The Handyside brothers traded with Russia and the Baltic under charter arrangements and were merchant ship-brokers operating as N&R Handyside &Co (Jisc Archives Hub: “Records of Anchor Line, shipping company, Scotland. Administrative/Biographical History” Online resource: https://archiveshub.jisc.ac.uk/search/archives/93c7f198-d46d3c15a46ae692c2cfb038?terms= %22Anchor%20Line%20Ltd%20 (shipping%20company%20%3A%201852-%20%3A%20Scotland). Accessed 29/12/22)

Anchor Line Building Glasgow c1900 (Web Photo: Courtesy Graces Guide)

In 1852 Thomas Henderson, Master Mariner, joined the company having retired from the sea, but bringing with him a desire to run shipping to Canada & the USA. In 1854 the first of many vessels was bought and a year later, in 1855, Thomas became a full partner, the business changed its name to Handysides & Henderson, converted a former clipper to steam power, and, trading under the “Anchor Line” title, began running steam packets across the Atlantic to New York

Anchor Line Routes c1900 (Web Photo: Unknown Origin)

In 1857 two Anchor Line ships were chartered by the British Government to take troops to India to quell the Indian Mutiny, that year also saw Thomas’ two brothers begin the Finnieston Steamship Works Co primarily to construct steam engines (for conversions from sail to steam and for supply to other shipbuilders) but eventually becoming D&W Henderson c1858 and engaging in full ship builds of their own. In 1865 “Henderson Brothers” opened the Anchor Line Office in New York, followed by an office in Londonderry, Ireland, in 1869 which was quickly followed by offices in Liverpool & Dundee whilst services expanded to add Italy (Naples) to New York and increased to include India on the opening of the Suez Canal, which was heralded by an Anchor line vessel, the SS Dido, becoming the first vessel to pass through the canal February 17th 1867, although it would not “officially” open until November of 1869

Calcutta, India, Hooghly River Docks c1900 (Web Photo: Courtesy Old Indian Photos)

In 1690 The Honourable East India Company (EIC) had established a trade post in what was “Kalikata” under the Mughal Emperor Akbar (until 1605), Job Charnock of the EIC had attempted to establish trade at the Hooghly river but had not managed a sufficiently equitable relationship with the local officials there, and had moved on to what was then named Kolkata, and became, in English, Calcutta from that point.  (Britannica: “History of Kolkata, the early period” https://www.britannica.com/place/Kolkata/History Accessed: 30/12/2022)  The Hooghly river was both wide and deep at Calcutta making it a natural choice for a port of sorts, although there were marshes and swamps near, there were local Indian merchants who had moved down from the rivers increasingly silted upper reaches, so commerce was practical and there was clearly a market for trade in both directions, into and out of the Indian continent

Anchor Line Advertisement “Herbert’s Guide to London” 1873 (Web Image: Courtesy Anchor Line Ltd)

There were various resistances to trade and “Empire” with notable sackings of the town in 1756 by Siraj al-Dawlah, which saw British prisoners interred in what would become known as “The Black Hole of Calcutta”, with many deaths attributed to the heat and appalling conditions. Robert “Clive of India” Clive re-took the town defeating al-Dawlah in June of 1757, building Fort William to consolidate the British presence there. The continued military presence and the increasing wealth of the town saw it become the British Capital of India in 1772, drainage reduced the swamps and correspondingly the outbreaks of Malaria, this had the additional effect of increasing the density of population, and the quality of the “palatial” residences being built by the wealthy local merchants

Secundra Bagh, Lucknow, c1858 Bones & Skulls still lying where they fell (Web Photo: Courtesy Iconic Photos)

Calcutta’s influence spread throughout India and with the coming of the railways in 1854 Calcutta connected its trade to Peshawar, now part of Pakistan. This British influence in India, and the imposition of British officials had become an irritation to the Indian aristocracy and the Indian Brahmans, Priests who maintained themselves as highest of what was and still largely is a “Caste” or status divided secularity (where “untouchables” are the lowest “class” then workers, then traders, then warriors and at the upper level the Aristocrats & Brahmins……), this lead to inevitable discontent, which erupted in a rebellion, beginning amongst the locally employed East India “Sepoy” Troops spreading from Meerut through Delhi, Agra, Kanpur and Lucknow and was called by the Indians the “First War of Independence”. The British would not cede India and the Anchor Line was amongst several shipping companies to supply troops and much needed supplies to besieged British Troops, and some loyal Sepoy throughout India, resulting in bloody battles with massacres committed by both Indian and British troops. Following protracted sieges, notably at Delhi and Lucknow, and vicious sporadic fighting, the British quelled the uprising and eventually re-established complete control in July of 1859

A Steamship Unloading at Calcutta c1900 (Web Photo: Courtesy GetBengal)

  With their connection to India already made supporting the re-supply during the Indian Mutiny of 1857, continued trade to India and the carriage of those trading there to and fro, meant the Anchor line had a regular scheduled departure from Glasgow, calling at Liverpool and then sailing to Calcutta via the Suez Canal. Three of the Anchor line ships had been specifically built to undertake this trade route, the Assyria built 1900, yard number 418, The SS Numidia built 1901, yard number 419, and the Circassia built 1902, yard number 431. Numidia was built as a steam cargo ship of 6,399 GRT by D. & W. Henderson & Co., Ltd.at Meadowside Shipyard (85 Castlebank Street, Glasgow, Scotland), for the Anchor Line Ltd. She was launched and delivered on 04 February 1901 and her propulsion was provided by a triple-expansion steam engine through a single prop-shaft giving her a top speed of 12 knots. For those of you immersed in technical details here is the specification for the Numidia

Perhaps the only chance we will get to look at the Numidia is to look at her sistership Circassia II, the sad loss of Numidia on the Brother Islands on what was her second journey, means to date there are no photographs I’ve been able to find anywhere, and I include in that search R. S. McLellan’s “Anchor Line 1856 – 1956” a detailed history reference which has many of the line’s ships represented, but sadly not Numidia. I truly hope one will emerge but to this day not even the Anchor Line archives at Liverpool have yielded one. I will continue to look and if I find one I will add it to the piece, for now, Circassia II, Numidia’s sistership, shown below, is the nearest direct comparison we have and, as she was constructed in 1902 off the same plans, we can be sure Numidia looked pretty much identical, those photos and pictures you see on articles and wreck pieces similar to this one, claiming to be Numidia, are invariably incorrectly attributed, often to the “Numidian”

Numidia’s Sistership Circassia II (Web Photo: Courtesy oldpostcards.com)

Numidia had a particularly striking stern, Victorian steamships had developed from the sleek sailing ships and clippers, some still operating well after steam power proved more reliable and generally (with distinct exceptions) faster than the best of the clippers. With the opening of the Suez Canal the few clippers still trading were generally on the Australian routes, where the wind could be relied on to make them competitive against the coal fuelled steamers. The residual full rig sailing masts & sails remaining on early steamships displayed the lack of trust in steam in the early days, on occasion they proved their worth too, when steam powered ships had failures at sea and limped back on sail power. But the other remainder of the sail era prominent on the early steam vessels was the overhanging, rounded stern, a beautifully stylised feature that persisted long after the sails and masts had gone for ever. Numidia had a particular stern, she featured a deeply curved stern hull transition down to the main deck which can be seen in the main Circassian photo at the opening of this piece, just behind the funnel of her tug at the stern on her starboard side, the cut features on the for’ard deck transitions from quarterdeck to main and again from main to forecastle     

Circassia I, Masted & Sail Rigged 1887 (Web Image: Courtesy Anchor Line Archives)

The brand new Numidia set sail on her maiden voyage on the 28th February 1901 departing from Glasgow, she was captained by John Craig and bound for Calcutta, it seems this was an entirely successful voyage which saw her back safe in Liverpool re-victualling and loading for a departure on the 06 July 1901. Numidia was carrying 7000 Tons of “general cargo” and casting off with a crew of 97. Numidia successfully transited the Suez Canal via Port Said exiting from Port Tewfik, the city of Suez, early on 19 July and continued south into the Red Sea. Numidia passed the island of Shadwan at 1900 that evening. Captain Craig, altered course at 2300 and two hours later, at 0100 in the dark morning hours of the 20th the Big Brothers Island Light was sighted off of the port bow. John Craig altered the ship’s course again intending to pass a mile to the west of Big Brothers

Assyria, Numidia’s Other Sistership c1905 (Web Photo: Courtesy Scottish Maritime Museum)

Captain Craig, clearly happy with the Numidia’s progress and position, left the Bridge in the hands of the Officer of the Watch with the instruction that he be notified when the Big Brothers light was abeam of the ship. It is not clear exactly why Captain Craig was not woken, the belief at the enquiry into Numidia’s loss was that the Watch Officer had fallen asleep, but at 0210 the sound of Numidia running aground on the northern plateau of Big Brothers in clear view of the lighthouse rent the night! Captain Craig, on reaching the Bridge, tried in vain to get Numidia off the reef by reversing her, after almost two hours she was still firm on the rocks, Numidia’s bow had sustained serious damage and she was taking on water, realising the futility of the situation Captain Craig ordered the engines stopped

The Brothers Lighthouse (Photo Courtesy: Gary Newbold)

It didn’t take Captain Craig long to realise the bow damage had doomed Numidia, despite assistance from ships including the SS Rhipens, which came into view at around 07:40 on the 20th July only hours after Numidia hit the rocks, and then took despatches from Numidia to Suez calling for assistance. All following attempts to get Numidia off the reef were unsuccessful, the bow was too damaged and the water in her bow was helping to pin her to the rocks, all that remained was for Captain Craig to give the abandon ship order and permit the crew to be rescued and taken back to Suez. Captain Craig remained with his ship for seven weeks after the grounding supervising the removal of Mail and cargo and no doubt ensuring the same was not looted from the site by local boatmen and tribesmen, as was often the case in the remoter of regions of the Red Sea at the time. Numidia inevitably broke her back on the reef, separating just for’ard of her bridge, although tides are minimal in the area, there is a range of a metre or so and there can be quite fierce seas on occasion too. The loss of Numidia would be laid at the feet of the Officer of the watch who the Board of Trade enquiry believed fell asleep, failing to navigate the Brothers Island leading to the vessel striking the reef, it would cost him his ticket for 9 months, although I do not know his details and cannot say if he sailed again after Numidia’s loss

SS Numidia (Web Illustration: Courtesy Rico Oldfield)

The steep angle of the reef and the stresses of tide and sea state left the bow of Numidia in the shallows and the main part of the wreck upright but lying down the reef to its base, her stern and prop at around 80m, over the years she has become a part of the reef, especially midships where the upper length of her hull has collapsed into it and her bridge area is just ruined and indistinguishable metal and coral. I first dived Numidia on my fourth Red Sea trip, we were diving off the MV Hurricane (a great Liveaboard that burned out with tragic the loss of 3 British divers in June of 2023), this was the first “Southern Red Sea” expedition and a new area to me entirely, my Green Navy Log records: “28/04/10 BIG BROTHER ISLAND “Numidia” This is an awesome wreck and actually is defying gravity as she is almost vertical on the reef. One good storm and she looks as though she would disappear! We dropped down the Port side to 50m at the stern mast which is still upright in and around the lower deck which is easily accessible as the wood is all gone. Again there is a classic engine room air intake in the hull but more broken. Up along the prop shaft tunnel and into the broken through centre section, this is heavily rotted but navigable with caution. Out onto the deck area round the mid ships block house & then through into the centre section to come out of the between decks to decompress again on the reef where we saw two turtles and a conger – sorry spotted Moray ell to be accurate! Plenty of Pipe Fish & Big Eye Jacks and shoals of Anthea along with beautiful hard & soft corals – amazing dive! Buddy Craig & Gaz & Claire Air In 200 Out 100”

Numidia’s Stern, Emergency Steering Gear (Web Photo: Courtesy Jesper Kjoller)

 My next dive on Numidia would be just a year later, clearly the Southern Red Sea Wrecks had impressed me and another entry in the Green Navy Log records: “02/08/11 Red Sea “Numidia” Big Brother, dropped in & down the side to 40m & up through the port companionway, half way up we dropped starboard into the engine room to exit the bridge which is broken open. Back in through the Starboard Bridge area and down & through the bridge area coming out at the rear of where the funnel would be – in and through again and out the Port side to see the whole hull going into the deep – wonderfull! There were too many fish & corals to mention but two Napoleon Wrasse got close & a 3’ Barracuda being cleaned on the reef by a tiny & brave blue cleaner Wrasse – a magnificent dive Viz 30m Air In 210 Out 150 Buddy Craig 28%”

Looking Up Numidia’s Hull (Photo: Courtesy Derek Aughton)

I was lucky enough to get back to the Red Sea in 2013 and again we were on a wreck safari including the Southern wrecks, this time there was quite a current as you will see “28/07/13 NUMIDIA – RED SEA _ Brothers A maul to get down to her in a very fast current (4kt ish) but wonderful to rest at the hatch combing looking at the stern rail & bollards. Into the hull for a circuit through the hold winding through the collapsed decking & bulkheads – engine room & to the break at the for’ard bridge area. Round the hull and on to the reef to deco and watch her disappear from view. A fantastic dive Air In 200 Out 100 Buddy Craig”

Another Look up Numidia’s Hull (Photo: Courtesy Derek Aughton)

I have often heard divers extol reef diving over wreck diving, I have never really understood that perspective, I love the colours and diversity of a reef as much as anyone, however every wreck acts as an artificial reef anyhow, the first minute or so a ship goes down fish and marine life are drawn to it. I have dived in some barren locations where the only thing there is a wreck, and usually, as a result it is teeming with life, fish of all sizes, crustaceans, eels, soft and hard coral and that’s not just in warm seas, anyone who has dived the James Egan Layne will attest to the fields of dead man’s fingers down her sides and the shoals of Bib & Pouting swimming through her

Numidia, Lion Fish & Mast (Photo: Courtesy Derek Aughton)

Numidia is a very good case in point, her hull settled on a reef, undoubtedly there were corals and marine organisms already, but those have now colonised Numidia too, and what’s more Numidia has history, a connection to distant pasts and many lives even after only two brief voyages, you don’t generally get that from an isolated Atoll or a rock outcrop or a barren sea-bed, unless of course some poor unfortunate vessel happens to land on them…….and when you’ve finished your exploration of as much of the wreck as you can, then there is decompression……..that’s what reefs are for!

“Wonderful to Rest at the Hatch Combing…..” (Photo: Courtesy Gary Newbold)

The Anchor Line was another of those Liverpool Shipping Lines that made the city the hub of Britain’s international trade, for the most part far more trade passed through Liverpool than did London, the Anchor Line was a piece of Liverpool’s history, although began in Glasgow around 1854 with the Handyside Brother’s outright ownership of their first vessel “Phantom”, Following the docking of “Tempest” out of Bombay 29th December of 1856, Liverpool would be the main departure port for their Atlantic & Mediterranean sailings, eventually becoming equally as important to them as Glasgow and New York (McLellan R. S. “Anchor Line 1856-1956”. P17: Anchor Line Limited Glasgow 1956)

Numidia’s Mast (Photo: Courtesy Derek Aughton)

My last dive on Numidia was August of 2015 with Blue O2 off Blue Melody (another fantastic Red Sea Dive Liveaboard), on the Best of Wrecks tour, there were some staggeringly good dives on that trip, some you might read of elsewhere in this self-indulgent retrospective, but you can find those if you will, my Navy Log write-up says: “04/08/15 NUMIDIA Big Brother Island Red Sea – Fair current when we dropped in & descent was rapid which “pinched” my ear – down to the stern hold and a look round to see the beautiful lines of this iconic steamer sunk in 1901 – swam up the deck to enter just short of the accomm/bridge and then wended our way through the starboard gangway & in and out of the various rooms – most are featureless now but collapse has meant you can access the engine room & the upper holds then come back into the bridge & accomm block through the gaping holes left in the hull and bulkheads. Wonderful dive with half an hour deco swimming with a shoal of fish on the reef past magnificent fan corals & brain corals & hordes of Red Sea fish Great! Air In 200 Out 70 Buddy Craig”

Numidia Descent (Photo: Courtesy Derek Aughton)

The loss of Numidia bears scant comment in the Anchor Line History with Mr McLellan recording it thus: “….The following year one ship was sold and one lost, and three new ships joined the fleet. One of these, the Numidia, was lost on her second voyage to Calcutta; she went ashore on Northern Brothers Island in the Red Sea and became a total loss.” (McLellan R. S. “Anchor Line 1856-1956”. P55: Anchor Line Limited Glasgow 1956) ………so ended the story of SS Numidia

As ever without the reference sources and photos this piece would not be what it is, I will be forever grateful to those who’s shoulders I stand on: Derek Aughton, Jesper Kjoller & Gary Newbold for the Photos of our diving, Rico Oldfield for the brilliant wreck Illustration, Ned Middleton & R. S. McLellan for the history & archive material & my long time dive buddy Craig for his patience

This Piece is Respectfully Dedicated to Those Who Tragically Lost their Lives on MV Hurricane 11.06.2023……. At One With The Sea Eternally……. RIP

Now why not take a dive on Numidia with me, but be advised this is a long one…..

Filed Under: The Wrecks

Southern Ireland, Valentia

July 19, 2023 by Colin Jones

A Tale of Two Ferries……..

Portmagee Harbour, Valentia

Ireland had always been an ambition of mine, I knew the waters of the Atlantic were often angry and un-diveable, however, I knew they could also be beautifully clear, and the natural history under their surface was said to be spectacular, it was not that long before, in 1967, that the Spanish Galleass (a hybrid Galley/Galleon) Girona had been discovered by the Belgian Diver Robert Sténuit and the wreck of La Trinidad Valencera was found by local divers. Those discoveries, and the raising of a cannon and some actual gold escudos and real treasure pieces from the Girona (although both sites lay in Northern Ireland), had led to an outpouring of articles in the dive press and the news about the Irish West Coast and scuba diving there, I had seen a couple of articles in Diver magazine from those lucky enough to get dives in the Irish Atlantic and it had made me keen to see for myself

Diving galore off Western Ireland, July 1996….. (Web Photo: Courtesy Diver Magazine)

I decided to gauge what the appetite would be in FSAC and to look at putting on a trip to Ireland, I had to take into account there would be holidays to consider as getting to Southern Ireland kills a day travelling, and there would be the same on the return journey, it wasn’t just a case of driving either, there were ferries to book and they weren’t cheap. The trip would have to at least pay for itself in terms of fuel, accommodation, diving and ferry costs otherwise I would catch hell from Ellie, I knew we didn’t have the money to support such a trip if there wasn’t enough interest from the club and that meant ensuring any trip would be on a bank holiday weekend, so there would only need to be a day taken as holiday at the worst………I needed to look for a dive centre too, we would need all the support out there, a dive boat, air fills, somewhere to stay and someone who knew the areas dive sites as I was going in blind here, I’d never dived Ireland, the last time I was in Ireland…….well that was another life……

Des Lavelle’s Dive Centre Flyer
 

I took my time looking for the right area and for the right dive centre and eventually landed on pretty much the farthest away from England you could get in that direction, an obscure little place I’d never heard of called Valentia on the Ring of Kerry, essentially the point of Southern Ireland that pokes furthest out into the Atlantic Ocean, and the closest you can get to America whilst still this side of the pond! How I came across Des Lavelle’s dive centre I cannot actually recall, I know I took months making sure everything would be there, the local Valentia waters had seen Spanish Treasure from the wrecks of the Armada recovered by divers in the ‘70’s, there were islands off the coast with Gannets, Seals, and marine life in abundance from the descriptions I had read before considering booking, and when I did, eventually, call to discuss a trip with Des Lavelle he was enthusiastic and very helpful, with a trace of that uniquely “Irish” humour and assured me we would not regret coming across to dive Kerry

Des Lavelle’s 2022 Book, One of Several he has Authored

So around January of 1998 I put up a poster in Fenton Manor advertising the Irish Adventure, the dates and a £200 price per diver, I’d done rough costings based on Des’ prices, the ferry costs and accommodation a little down the road from Des’ dive centre at Knightstown between there and Portmagee, the mainland town linking Valentia to Ireland. Before I got any further we had to get some people interested, and I wanted Ellie and the boys to come across if possible too…….I should have been more careful what I asked for really……  There wasn’t a problem getting enough people, we only needed three to break even and as my brother Barry had decided to come across we only needed one more with us and that place was taken by Paul Tinsley, we rounded it off with Toots joining us and that meant it really was more of a family foray rather than a truly “club” trip…..but we were all members….. and we all couldn’t wait to get there. I’d booked ferry places from Swansea and we turned up on the Friday morning to be told the weather was too bad to get the ferry into or out of the harbour, apparently a very rare occurrence, but we’d just driven almost 3 hours to get there and I was fuming…still, there was a long shot….the Holyhead ferry was still sailing, our tickets would be honoured on it and all we had to do was make a 5 hour trip through Wales onto Anglesey and all the way up the A55 to Holyhead……….now today “health & safety” would go ballistic if someone drove those hours…..but when things get tough………we got going!  

Irish Ferries “Superferry”

Unknown to me the fun had hardly started yet, the drive was punishing, we had Ellie with two young lads to handle with no support from me and even if we made it onto the Ferry, I had to get some sleep (which we all tried to do in the wait whilst we queued to get aboard) because when she docked in Dublin, I’d have a couple of hours drive to Valentia at the end of which the next morning we would be straight onto Des’s little boat and out for the day’s diving……this was starting to get challenging! Now to say the trip was fraught is understating the case, the kids were not overenthusiastic about another long drive and tempers were strained to say the least, but we made it to Holyhead and onto the Irish Ferries “Superferry”, a solid looking ship, she could handle the rough crossing we were facing to get to Dublin. I won’t dwell on the trip too much but recall with some pride both Lee and Lewis shrugging off the majority of passengers firmly wedged in the ships “heads” praying to the lords of many nations to stop the stomach wrenching sea-sickness almost everyone on board was going through, as the valiant Superferry took all the Irish Sea could throw at her, and simply rolled with the punches……literally!

Lee n Lewis “Meet & Greet” a very patient member of the Superferry crew

To see the boys waiting until one side, port or starboard, had reached its zenith….and then haring across the width of the ship as it fell back level and then heaved equally high the other side was hilarious and death defying at the same time………and I’m sure it was a source of much macho embarrassment for many of the passengers to endure watching the lads have so much sheer fun, in the face of such gut wrenching fear around them…….my heart swelled with pride I must admit…….even if Ellie was scathing at my enjoyment and at the scandalous bad parenting I displayed in encouraging such behaviour! Despite the drama, and the rather frenzied trip through Southern Ireland on roads I would describe as “B” roads at best, sometimes more resemblant of those country roads seen in Devon & Cornwall, but appearing on the maps (Yes….no SATNAV in those days) as “A” roads…….go figure……we heaved around one corner to see, indifferent at our intrusion, a Donkey & Cart, the Donkey tucking in to tufts of grass at the view point on the side of the road, as we came into sight of the sea from the heights around the Ring of Kerry, which, I have to say is beautiful on the eye when not focusing keenly on the road in front and its twists n turns………

The Cahersiveen Ferry, Valentia (Web Photo: Courtesy thejournal.ie)

It turned out Valentia was for most of eternity, an island, linked only by the ferry at Cahersiveen, and it wasn’t until the 20th century a bridge was constructed linking the Island to the mainland. We were staying in Valentia and crossed from Portmagee on the R565, we rolled into Knightstown at somewhere near 10:00 pm and barrelled straight into the nearest bar, I believe it was Boston’s but perhaps otherwise (memory has me thinking it was closer to the ferry), time has played hell with my memory, needless to say we were worried we would be having one quick drink as the kids needed bed and we were close to English “Last Orders” which was 10:30 in the UK…….Ellie grabbed some seats in what was a very lively little place, warm and welcoming with 2 dozen locals enjoying the “craic”…..I went straight to the bar and ordered a round and asked, “what time do you close…..” as expected the answer came back “10:30….” In the most wonderful Irish accent possible, the barman, clearly having had his joke at my expense then said “…tomorrow morning….”   I love Ireland, and I was absolutely in love with Valentia from that moment on!

Boston’s Valentia (Web Photo: Courtesy google.co.uk)

We got everyone settled in the Hostel we’d booked and next morning set out for Port Magee, 15 minutes back the way we’d come last night, the town and the bridge finally hoved into view and Des’s little dive boat was there to meet us and we just had to drop the kit into the boat…..it was time to dive and that shook most of the cobwebs of the previous evening away from me, despite the rigor of the extended odyssey we had just completed. Our first dives were out of the beautiful little harbour at Port Magee and around the Southernmost tip of Valentia itself, Des would take us to a scenic little area where we could get some decent wildlife around us and some interesting rocks and formations and we weren’t disappointed

Des Lavelle’s Boat, “Bael Bocht” and Port Magee Bridge

Kitting up and rolling off Des’s “Bael Bocht” into crystal clear Atlantic swell was wonderful, the sea was welcoming us it seemed, gentle as any I’ve dived in and once we paired up, Barry and me buddied and Paul with Toots (the start of a diving partnership that lasted a good few years after too) we set out to explore the rocky underwater terrain, around us was rock shelf, cut into vertically by cracks and small gullies with occasional Kelp and nooks and crannies everywhere and my dive log records: “12/04/98 HARD BOAT DIVE – Dan Gan Mor Head – Eire Des Lavelle’s boat “Bael Bocht” Out to a local wall dive, – Anemones, Sponges, Overhangs & a Huge Crevasse, Corkwing & Ballan Wrasse with plenty of Cuckoo & a couple of Coalfish – Wonderful stuff!! W Temp 10’ Viz 15m (Brilliant) Air in 200 Out 135 Buddy Barry”

Valentia’s Southernmost Tip, From Bael Bocht, Ruggedly Picturesque

I recall the wonder of descending the huge crevasse in the cliffside as we went from a rock plateau into a fissure only just big enough to swim in line, and then dropping deeper and deeper as the huge break in the tortured rock of the cliff paralleled the headland for what seemed like half a mile but in reality would have been a few hundred meters or so. The light in the narrow confines was dimmed more the deeper and further we swam, we were not beyond 25m below the surface swell but it seemed we were way deeper just by the brooding atmosphere of the place, I was loving Ireland and its Atlantic coast as much as anywhere I had dived, and the visibility remained 20m or so throughout, this was all I’d hoped for and more!

Barry Above & Behind me with Toots, I Think, Just Behind Him

I would constantly check above and behind me to ensure Barry was ok, always getting a grin and the OK signal back I could see Barry was enjoying this as much as I was, as this was Barry’s first real sea diving he was getting spoiled….if only he knew that! I couldn’t see as far back as Toots and Paul most of the time, they had to trail us by several metres just to avoid getting our fins in their faces, but I assumed (correctly) that they were loving this just as much. Neither Paul nor Toots is given to outpourings or waxing at all lyrical, but they both came over the side of Des’s stalwart little dive boat with huge grins on their faces and it was clear they’d loved the dive. Next Dive was on the way back in to Port Magee, the same spit of the Southern tip of Valentia just a more sheltered dive amongst huge boulders that had evidently come from the rock face above us, here there were more crab and fish than we had seen on the more exposed front side, and the water was less of a swell than our first dive, we hunted in and around every rock catching sight of plenty of life as we meandered about for 40 minutes or so

Paul & Yours Truly at the Surface….Huge Grins All Round

We had an equally great dive recorded so: “12/04/98 HARD BOAT “Bael Bocht” in Eire @ Dan-Gan-More-Head again a wall but down to rock gullies & huge boulders – again fields of anemones & plenty of Wrasse & Coalies with a safety stop in kelp forest – Retro Falklands! Air In 210 Out 140 W Temp 10’ Viz 15m Buddy Barry” a briefer description of a dive which I recall enjoying more than the script might suggest, there really were some very large boulders under those cliffs and it did resemble, very closely, the diving I had done off New Island a couple of years before on Don Shirley’s Southern Craftsman exercise in the Falklands, written up elsewhere on here. The South Atlantic around the Falklands is similar to the more remote of sites in the North Atlantic on its Western side, temperature and visibility very similar, the wildlife not perhaps so inquisitive perhaps and maybe not as abundant as the South Atlantic, but very similar!

Barry could be off New Island…..Very Similar!

Those of you struggling with the location should not worry, I believe the “Dan-Gan-More” to be a colloquialism, a local in-joke perhaps, lost in translation. The area we were in was Bray head, the very Western-most tip of Valentia before you reach the Skellig Islands, Skellig Michael and Small Skellig, It would be a year or two more before we got to Dive Luke Skywalkers’ idyll……..but more on that another time

Toots, Just Out & Des Lavelle on Bael Bocht Valentia

Our second day of diving, in this 4 day international odyssey, saw us diving off “Puffin Island” which is a bird sanctuary under the control of the Irish Wildbird Conservancy and is home to colonies of its namesake Puffins, Manx Sheerwater, and Storm Petrels, of course it is not exclusive to those birds but they are the predominant focus of the wildbird conservancy!  

Puffin Island off Bray Head with the Skelligs in the background (Web Photo: Courtesy Ireland Highlights)

My Navy Log records: “13/04/98 HARDBOAT DIVE – PUFFIN ISLAND – Eire Probably the best of the Eire dives round a cliff face with anemones everywhere small and medium – lovely colours – plenty of Wrasse & Coalfish but the best of it was the huge gully between the cliff face & fallen slabs – a lovely tight squeeze & plenty of surge to ride plus huge area deep and long – great stuff – excellent dive Air In 200 Out 130 Temp 10’ Buddy Barry” I have to say, of the dives we did this one was my favourite and you can see I wasn’t alone from the photo Toots took of Paul, Barry and Me sat on the stern of Bael Bocht immediately after exiting, Puffin Island just visible behind us!

Me Paul & Barry at Puffin Island, a Really Great Gully Dive

Our last dive of the long weekend was on the wreck of the Sailing Barque SS Crompton, I cover that wreck in another section on this site so I won’t go into any detail on her history in this piece, suffice to say she is well worth some of any wreck divers time in the read! The dive made it into my “Little Red Wreck Log” and is recorded as “13/04/98 Valentia Eire Wreck of CROMPTON a four masted Barque that was wrecked in 1910 & not discovered again until 1970. The main anchor is on Des Lavelle’s forecourt. We dropped onto the second anchor – slightly smaller & quickly found the mass of rusting chains from the for’ard chain locker & then ferreted back amongst the spars & plating back to a great little rock “squeeze” & back up to find the 3rd anchor & more chain – great ferret about & well worth another visit great viz!” I recall looking everywhere for something more of the wreck but finding very little, it was a little disappointing if I’m truly honest. I can understand any wreck sunk under a North Atlantic cliff for 88 years is going to be little more than matchwood and metalwork, but I’d hoped to find more of the metal about the site, in hindsight I think the smaller of the anchors we found may have been a different wreck, however Des didn’t know of another in this area so it is entirely possible it was from the Crompton. Despite the lack of rusty metal we still had a great dive with excellent visibility and plenty of interest around the cliff base, it amazed me when I learned that some of the crew managed to climb the cliff following the Crompton’s wrecking, but if you get ashore you are motivated to incredible feats of self-preservation I’m sure!

Des looks on whilst I steady Toots on the ladder Under Bray head

All that remained of the trip was to get back to Ellie and the boys and pack everything up for the journey back, I knew Monday was going to be a long day but that didn’t matter, the “craic” from all involved in the diving was enough for me to know we would likely be back in Eire in the not too distant future, all being well, after all…..there were two distant rock outcrops that Des had been telling us about, something about monasteries, hooded monks, the wreck of a world war II bomber and seals…..lots of seals…….I couldn’t wait!

Des Lavelle, Diver, Author, Raconteur and Genuine Local Legend (Photo: Courtesy Jason Harrison)

Filed Under: Fenton Sub Aqua Club

Next Page »
  • Home
  • Welcome to my Diving Blog
  • About Me
  • Contact Us
  • Kit Genesis
  • Tidworth Sub Aqua Club
  • Training
  • Early Days
  • Fenton Sub Aqua Club
  • Deep Blue Diving
  • The Wrecks
  • Wreck Diving
  • Best Dives Ever
  • General Diving
  • Blue Funnel Line
  • Caverns & Caves
  • Marine Life
  • Other Stuff
  • Quick Links
This website uses cookies to improve your experience. We'll assume you're ok with this, but you can opt-out if you wish. Cookie settingsACCEPT
Privacy & Cookies Policy

Privacy Overview

This website uses cookies to improve your experience while you navigate through the website. Out of these, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may affect your browsing experience.
Necessary
Always Enabled
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Non-necessary
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.
SAVE & ACCEPT