Shipwrecks of Malta & Gozo

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“To bea r witness to a heroism and a devotion that will long be famous in history�

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FORWARD by JOHN WOMACK I am John Womack Snr, BSAC First Class Diver, Advanced Instructor & owner of Otter Drysuits in Yorkshire, having dived the Britannic, Prince of Wales, Repulse and the Victoria plus many more over the last 40 years I would not go anywhere in the Red Sea without one of Peter's guide books. I have been on numerous successful trips of Peter's including wreck searching in Truk La goon.

Peter's new book is awesome, there are so many wrecks and to give detailed descriptions of all the wrecks themselves is great, it makes you feel like you have dived them already. I remember doing a night dive on the Thistlegorm which was just fantastic it was pitch black with pin points of light from fellow divers lights. In the south, Peter, Tom and myself went looking for the wreck of the Maidan on Rocky Island, we followed the debris tra il down to 65mtrs and there before us was the huge shadow of the wreck hanging over the abyss starting at 80 mtrs. We could only look down in wonder, but we had found what we were looking for after 10 years.

Peter's trips are a must and very much like his trips his books are a must read, Peter is a walking encyclopaedia on all things diving and ship wrecks. A lot of great ships were made in the North East and it comes as no surprise to me that this is where Peter came from too, we have been friends/fellow wreck divers a lot of years and hope to be sharing experiences and books for many more years to come.

John Womack,MD Otter Watersports,Yorkshire.March 2018

This series of guides is respectfully dedicated to this great man. I am proud to have called him friend and shared his last dive.

JOHN MICHAEL WOMACK 23 MARCH 1943- 30TH NOV.2018

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AREA MAP

Gozo

*** ZLENDI, COMINOLAND, KAWALA(M.V’s)

* P31

Comino

ROZI P 29 ** * M.V PIP PO SCOTSCRAIG* HMS STUBBORN* * H.MS. KINGSTON * IMPERIAL EAGLE ANADRIAN * HMS RUSSEL* NEP TUNE* *BEAUFIGHTER *TUG 2 JU 88 JUNKERS* SWORDFISH *

Malta

X27 HMS MOIRI *

HMT EDDY *

*

ECCARIO * MS ANGELO* HELLISPONT* TUG* 10 S31* ST MICHAEL ITALIAN E* SOUTHWOLD* POLYONESIAN* BLENHIEM * MOSCUITO*

UM EL FAUD *

M V CAMADAN* LUCISTON11* LIBERATOR*

Area map depicting the major wrecks of Malta, Gozo and Comino featured in this our 25 th wreck guide. All positions are approximate!

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CONTENTS; PART ONE; ABOVE 40MTRS : THE TOURIS T S TUFF; MALTA; HMT ANDROMEDA S.S. MARGIT, X127, HMS MOIRI, ST MICHAEL, TEN, TUG 2, IMPERIAL EAGLE, PIP PO P29 ROZI, SCOTT CRAIG UM EL FAROUD

PAGE11 PAGE 11 PAGE 15 PAGE 17 PAGE 20 PAGE 21 PAGE 22 PAGE 29 PAGE 29 PAGE 30 PAGE 32 PAGE 33

GOZO; MV KARWELA, MV COMINOLAND M V XLENDI

PAGE 38 PAGE 41 PAGE 43

COMINO; P31 BITS and Bobs

PAGE 43

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PART TWO; BENT PROPS AND BROKEN TAILS -Malta’s aircraft wrecks BRISTOL BLENHIEM BRISTOL BEAUFIGHTER, CONSOLIDATED LIBERATOR, DE HAVILAND MOSQUITO, FAIRLEY SWORDFISH, JUNKERS JU 88 LOCKHEED P2 NEP TUNE; OTHER TARGETS;

PAGE PAGE PAGE PAGE PAGE PAGE PAGE PAGE

52 53 57 58 60 61, 64 66

PAGE PAGE PAGE PAGE PAGE PAGE PAGE PAGE PAGE

70 74 75 76 79, 81 83 85 88

PART THREE; NORMOXIC WRECKS 40-65 MTRS HMS STUBBORN, HELLISPONT ST.ANGELLO HMS SOUTHWOLD POLYNESIA C.S.EISSERO, ,HMT EDDY, SCHNELLBOOT ANADRAIN

PART FOUR; HYPOXIC AND BEYOND HMS RUSSEL, S.S.LUSITON 11.

ORP KUJAWIAK M.V. CAMADAN HMT TRUSTY ST AR APENDIX 1 ) WORTHY OF NOTE APPENDIX 2) WAR RECORD HMS ST UBBORN APENDIX 3) UNSUNG HEROES T HE CABLE LAYERS OF GALIPOLI APENDIX 4) OHIO- THE SHIP THAT WOULDN’T DIE

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PAGE 91 PAGE 93 PAGE 94 PAGE 90 PAGE 90 PAGE 96 PAGE 111 PAGE 120 PAGE 132

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ACKNOWLEDGEMENTS. 25 books in 10 years! It all started with the “prove me wrong” project, “ THE TILE WRECK HER TRUE STORY” since then the project has developed into a world wide series of shipwreck guides made possible by the incredible support of the following: OTTER WATER SPORTS- John Womack Snr, JJ and the entire “Otter” family A.P VALVES/ AMBIENT DIVING Martin and Jeff Parker MIFLEX HOSES Peter Wilson.

APEKS/AQUALUNG: Peter Greenwell SEA&SEA; Leo. David, Geoff THE RED SEA WRECK ACADEMY; The entire wreck hunting and research teams; an international group of dedicated divers and non divers alike who have contributed so much. Respect!

And so to this the final book- updated from an early “work in progress”. It would not have happened without the support and help of ALAN& VIV WHITEHEAD, and the staff at TECHWISE- Malta at its very best.

Professionalism amidst chaos.

And a special thanks to Captain Jason and Lynsey “shot” -wreck finders extraordinaire.

AUTHORS FOOTNOTE; The Maltese diving association were contacted at the start of this project. They declined to assist as I was not considered a “proper” journalist (Editor of Sport Extreme for 3 years, 300+articles published, least of all author 0f 30+ books).So this has been produced despite their standpoint.

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INTRODUCTION M alta is an archipelago in the eastern basin of the M editerranean 80 km (50 mi) south of Sicily. Only the three largest islands – M alta (M alta), Gozo (Għawdex) and Comino (Kemmuna) – are inhabited.

The island is indented with many bays along it’s coastline providing many natural harbours. The grandest of these being Valetta. Which aslo serves as the modern capital . The highest point in Malta is Ta' Dmejrek, at 253 m (830 ft), near Dingli. Although there are some small rivers at times of high rainfall, there are no permanent rivers or lakes on M alta..

HISTORY

Evidence suggest that M alta has been inhabited from around 5200 BC, since the arrival of settlers from the island of Si cily. The Phoenicians colonised M alta between 800–700 BC, who were ousted by the Romans in 216 BC with the help of the M altese inhabitants.

By the end of the first millennium the island was under M uslim rule until the Norma ns conquered the island in 1091. The islands were completely re-Christianised by 1249. The French under Na poleon took hold of the M altese islands in 1798, although with the aid of the British the M altese were able to oust French control two years later., M alta became a British colony, ultimately rejecting an attempted integration with the United Kingdom in 1956.

During the Second World War, M alta played an important role for the Allies; being a British colony, situated close to Sicily and the Axis shipping lanes, M alta was bombarded by the Italian and German air forces. M alta was used by the British to launch attacks on the Italian navy and had a submarine base. It was also used as a listening post, intercepting German radio messages including Enigma traffic. The bravery of the M altese people during the second Siege of M alta moved King George VIto award the George Cross to M alta on a collective basis on 15 Ap ril 1942 "to bear witness to a heroism and devotion that will long be famous in history” M alta became independent on 21 September 1964 authority on her behalf. On 13 December 197 4it became a republic within the Commonwealth,. M alta joined the European Union on 1 M ay 2004 and joined the Eurozone on 1 January 2008.

THE SIEGE OF MALTA The Siege of Malta in the Second World War was a military campaign in the Mediterranean Theatre. From 1940–42, the fight for the control of the strategically important island of Malta, then a British colony, pitted the air forces and navies of Italy and Germany against the Royal Air Force and the Royal Navy.

The opening of a new front in North Africa in June 1940 increased Malta's already considerable value. British air and sea forces based on the island could attack Axis ships transporting vital supplies and reinforcements from Europe; Churchill called the is land an "unsinkable aircraft carrier". General Erwin Rommel, in de facto field command of Axis forces in North Africa, recognised its importance quickly. In May 1941, he warned that "Without Malta the Axis will end by los ing control of North Africa".

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The Axis resolved to bomb or starve Malta into submission, by attacking its ports, towns, cities, and Allied shipping supplying the island. Malta was one of the most intensively bombed areas during the war. The Luftwaffe (German Air Force) and the Regia Aeronautica (Italian Royal Air Force) flew a total of 3,000 bombing raids over a period of two years in an effort to destroy RAF defences and the ports. Allied convoys were able to supply and reinforce Malta, while the RAF defended its airspace, though at great cost in material and lives. In November 1942 the Axis lost the Second Battle of El Ala mein, and the Allies landed forces in Vichy French Morocco and Algeria under Operation Torch. The Axis diverted their forces to the Battle of Tunisia, and attacks on Malta were rapidly reduced. The siege effectively ended in November 1942.

In December 1942, air and sea forces operating from Malta went over to the offensive. By May 1943, they had sunk 230 Axis ships in 164 days, the highest Allied sinking rate of the war. The Allied victory in Malta played a major role in the eventual Allied success in North Africa.

THE DIVING SCENE. In the early 70’s Malta was the main destination for European divers looking for warmer waters, The red Sea being in accessible. In 1975 Malta boasted only one wreck HMS MOIRI. By the early nineties Egypt had opened by 1994 thanks to the foresight of Chris Scott and the work of the Red Sea wreck Academy the Red Sea Wreck safari became an overnight success, and became Europe’s number one destination.

Malta’s response was to sink its first artificial wreck the Imperial Eagle in 1999, 4 tugs 2 minesweepers 3 ferries and a cargo ship were to follow. At the same time technical diving took a big step forward and major discoveries were madea British Submarine, a German Schnell boat, a brace of aircraft and several substantial wrecks, and Malta was back on the wreck divers map. Many new discoveries including a Fairley Swordfish, and a Junkers 88are heralding in a new era, Malta’s tourism personel recognise the importance of the diving tourism and ensure divers are well catered forImproved access at shore dives, with la dder access in to the sea and changing facilities at many sites and even diver only areas with parking concessions also in Play .Dive centres are wide spread, and while some are “back of the van”, many such as Techwise have state of the art equipment and are very well appointed. Boat diving too is well catered for again with lifts and wreck hunting electronics fitted to some of the better equipped boats.

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As with any island Malta has limited shore access and dive sites can be extremely over crowded. The author witnessed a farmers field being trashed because the car park (atTrig il Fugazz) was overflowing- with no less than 60 divers at any one time in the water throughout the day-a constant flow of dives, resembling a colony of ants, marched up and down from the car park to the entry point. Perhaps non had read the divers code of conduct (do not over crowd dive sites!)

With over 40 lis ted dive centres visitors should choose wisely both who they dive with and when they dive.

Many of the accessible wrecks (featured in the first section of this book) have been deliberately sunk-sanitized before hand and thus of limited historical interest, which for many is the main reason for diving the wrecks in the first place.

However these wrecks do provide FUN and after all that is enough for the tourist diver. They als o serve as a good introduction to wreck diving, and many badges have been awarded no doubt. For the happy snapper , they provide an opportunity to improve photographic skills. Wide angle lenses being the order of the day- the real skill avoiding unwanted fins in the picture- difficult when there are dozens of other divers vie-ing for the same companionway, on the same wreck on the same day at the same time. Yes timing is EVERYTHING. Aircraft always excite and conjure up a unique diving experience, and Malta boa sts several uniques sites- with a hint of more to come, so much so tha t the second section -BENT PROPS highlights Malta’s future dis coveries -provided politics can be eliminated.

Beyond the 40 mtr limit though lies the real treasures of these waters, and while many of the wrecks again were scuttled most do have a colourful history- and some are highlighted in the Apendix at the end of this book. Within normoxic depths there are several wrecks which demand return visits (The Polynesian for example) and the generally clear waters again provide an ideal training ground for the more serious diver wanting to gain some valuable down time. Several of these lie under harbour restrictions, and are best dived when the harbour is closed during festivals.A good dive centre will advise. Yes timing IS everything.

Venturing deeper again into hypoxic depths are several more historical wrecks, highlighted in section 4.Here too is the potentia l for new discoveries, and to aid identification and research “Worthy of note” features vessels which have either sank and are unfound , or vessels which have sunk and been raised and scrapped. This helps eliminate “s uspects” and provides more historical material, and indeed may instigate new discoveries. In some cases the last know position was simply listed as “off Malta” Research.

Unlike the other wreck guides in this series of 25 some of the material has been previous ly researched, and the inevitable errors made. Each vessel therefor has been thoroughly checked and nothing taken for granted. The correct name of a wreck is that if its FINAL name- and M.V rela tes to a motor ves sel. Thus entries such as M.V. LEVANT 11 have been corrected to C.S. EISSERO. Steam ships specifications should always be expressed in imperial measurements while motor vessels expressed in metric. Many web sites simply copy the mistakes of others and leads to disinformation. This story is by no mea ns over. Many new discoveries wait in the wings.

H.M .S. H.M .T. H.M .D. refers to Royal Navy vessels(S-ship,T -trawler,D-drifter) S.S. Refers to M erchant ships Fitted with steam engines M .V. Refers to vessels fitted with diesel engines .M .Y. refers to motor y achts U & UB refers to German submarines. SM S refers to ships of the German Navy C.S Refers to cable laying vessels. (cable ship-although most were boats!)

R.M .S Refers to Royal M ail Ships 10

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PART 1 -ABOVE 40MTRS THE TOURIST STUFF MALTA

m. t.andromeda Built by Philip & Son Ltd., Dartmouth in 1933.. She was a steam powered1 x 2 cyl compound steam engine, 1boiler, single shaft, 1 screw steel tug with length of 27 metres. She was later requisitioned and converted to a minesweeper for British Royal Navy forming part of the auxiliary minesweeping group in M alta with HMS Justified and HM S St. Angelo. On 18th Ap ril 1942, while she was leaving Grand Harbour of Valletta, she was hit by bombs during an air raid. She sank in the middle of the entrance of the harbour, resting now on sand with maximum depth of 20 m and top of the wreck at 16 m. HM S Andromeda wreck can be dived only when Grand Harbour is closed because of its location and shallow depth.

s.s. marGIt, SPECIFICATIONS 3257 TONS, 346 FT long X 44.6 beam FT X 22.2FT beam ,powered by TRIPLE EXPANSION STEAM ENGINEs HIS TORY The SS M ARGIT was built in 1912 by Forges & Chantiers de la M editeranee at La Seyne (Yard No. 1055) and named ‘Theodore M ante’for the Compagnie De Navigation, M ixte, Marseille.In 1933 she was renamed M USTAPHA11 until1937 when she became the S,S, DJEBEL-ANTAR. In 1937 she was sold to the Larmorna shipping co(u J. A. Billmeir & amp; Co., Ltd) London, and became the S.S HELENDRA.1938 saw her change names to the SS GATUN, then S.S. ALICE, finally to SS M ARGIT and sold to M argit SS. Co., Inc., Colon (Emlyn-Jones, Griffin & Co., Cardiff) SS M argit arrived in Malta at 1700hrs on 17th Ap ril 1939 from Marseilles under a Panamanian flag. She awaited a crew in M alta.

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Please note some publications illustrate the previous vessel named Margit, which was torpedoed in 1917 off Cape Matapan. The picture above is the vessel as the Theodore Marnte. The wreck is often associated with the name of Odile which is totally incorrect. .

CIRCUMS TANCE OF LOS S During the early hours of 19th April 1941, while moored to buoy No. 14 at the entrance to Kalkara Creek, an air raid

by Ju87s t ook place between 0310-0557hrs, she was hit , set on fire, listed to port and sank. Only her two masts remained sticking out of the water to mark her grave. In 1943, the two masts and her funnel were removed by explosives, this was to make No. 14 bert h available for use during t he fort hcoming invasion of Sicily.

DIVING INFORMATION SHORE DIVE, easy entry from steps from the marina in Kakcara ample parking close by. Visibility generally not as good as sites outside of the harbour, but at times can reach 10 mtrs.

This is a good alternative dive when conditions outside are not favourable.

The wreck is best described as dispersed, but as it lies in 24 mtrs of water several sections of the wreck rise up several mtrs. Th e wreckage covers a huge area and can take several dives to explore. The slow moving, observant diver will find much of interest especially in her engine roomvery easy to find- her con rods and big ends are huge and stand 2 mtrs high in places

The hull has a lean over to port. M any of her bulkheads have rotted away while the framework remains, thus the engine room still has some formwith a bit of imagination!

Gear wheels, flanges and Control wheels all offer great photo props, although the water colour has an overall greeny hue, blue light does sometimes filter through. Using the engine room as a bearing it is possible to swim the remains

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of her bow-her winches and huge square link chain indicating your arrival- and beyond a bouy. This is the turning point, and swimming back along her port side the huge propshaft tunnel runs to the stern from the engine room. Huge sections of tangled wreckage are home to 2 banded bream and Mullet. Some of the larger areas of the wreck allow for some good swim throughs, the rotted bulkheads allowing light to filter through, making for a great haunting atmosp here. For British divers it will have a feel like home!

Almost the entire mid section of the ship was sup erstructure (see the archive photo above) with only small store holds so the amount of enclosed areas is quite substantial. Eventually the wreck peters out at the stern dipping into the silty seabed. Time to turn back until the engine room comes back into view. With the wreck being in such a dispersed condition, its quite easy to get disorientated- make use of well experienced guides. Good wreck finning technique is essential as the wreck can be quite silty It should also be noted that the Creek is busy with small boat traffic, so surface swimming is not recommended. Keep enough air for the return journey back to the exit slip. M aximum depth is 24 mtrs with no current to report

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x127 HISTORY Specifically designed for the Gallipoli landings these landing craft were built throughtout the Uk Photo left shows several under construction at Dobson's Yard, Newcastle on Tyne, 1916.With sp oon-shape bow to take the steep shelving beaches, and a drop down ramp.. Dimensions 105-6” x 21’0” x depth 7’-6” disp lacement of 135 tons, M ost lighters were single screw, but to use the available lower power units, some were twin screw, Heavy oil engines (diesel), mainly Bolinder, with Skandia, Avance and Campbell were fitted depending on availability. Pollocks were the British agents from 1910 for the Swedish J & C.G. Bolinder engines for over 20 years. total brake horsepower per lighter varied between 40 and 92, giving a sp eed of 5-7 knots. 27 yards in the N.E. England and 3 on the Clyde were appointed to construct the 200 lighters.

From 1920, many of the 200 lighters were sold to private firms and shipping agents, and also to the governments of France, Egypt, Greece and 26 to the Spanish Government of which 11 survived the Spanish Civil War of 1936-39, 27 were in the N. Russian campaign of 1919 of which 3 were lost. 1922/23, 16 lighters were taken to M alta (M alta being the support base for the Gallipoli campaign). 5 were water lighters, L1 = X182, L6 = X111, L7 = X31, L9 = X127 and L10 = X131.

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X201 at V Aletta

X -Lighter at Galipoli

CIRCUMS TANCE OF LOS S The X127was bombed during WWII whilst moored near some submarines in Valletta harbour which were probably the bombers target.

DIVING INFO Shore dive access via a ladder at the end of the dock on M anuel Island. Easy parking, but no facilities. The wreck now lies on a bank at a 45 degree angle and requires a short swim from the entry point on M anoel Island. The visibility may be low, but the floor is still interesting as it is littered with bottles and cans and World War II debris, such as bullets. On the wreck there is a central section in which the engine can be seen. Other features include several sets of ladders It is necessary to criss-cross over the deck in order to avoid ascending too quickly and care must be taken in order not to disturb the silt. There is a surp rising abundance of sea life, including octop us.

Remember to look above your head as large shoals of fish may pass over.

All of the drop down brow has been removed, the front of the bow deck has been covered over by a 1/4” — 3/8” plate, this cover's over the holes left, by removing the fittings for the portable derricks.

At a depth of 13.2 mtrs on the port side, you will see the large dent, with the 2, 4” x 2” angle irons piercing the hull; this is where the lighter hit the submarine P39 on the 6th M arch 1942, the X127 was tied up alongside. Visibility is often very poor, and the site is often used for scuba intro’s. Back up dive in bad weather!

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h.m.s. moIrI HISTORY Commissioned in January 1939, the HMS Maori was the last Tribal-class destroyer to go to war in the Mediterranean.

Dimensions; 370 ft x 36ft x 9ft Displacement: 1850 tons Propulsion; 3 x Admiralty 3-drum boilers, steam turbines on 2 shafts, 44,000 shp

She was initially posted on North Sea patrols until April 1940, when she took part in the Norwegian campaign.

Then, in January 1941, the M aori joined a convoy escort in the Western Ap proaches in the search of the Bismarck and subsequently picked up some of the survivors from the famous German battleship HM S Maori (L-24/F-24/G-24) was a Tribal-class destroyer laid down by the Fairfield Shipbuilding and Engineerin g Company, Limited, at Govan in Scotland on 6 June 1936, launched on 2 September 1937 by M rs. W. J. Jordan and commissioned on 2 January 1939.Maori served with the M editerranean Fleet, was involved in the pursuit and destruction of the enemy German battleship Bismarck in M ay 1941, and served with the 14th Destroyer Flotilla during the Battle of Cape Bon M oto; Aki Aki, Kia Kaha: “Push on, be Brave�

Pennant numbers:L 24 October 1938 - December 1938,F 24 January 1939 Autumn 1940,G 24 Autumn 1940 - February 1942

CIRCUMS TANCE OF LOS S in December 1941. Maori, commanded by Commander R. E. Courage, RN, was attacked by enemy German aircraft and sank at her moorings in the M alta Grand Harbour on 12 February 1942 with the loss of one of her crew. She was raised, refloated, stripped of all armaments (these were used to reinforce the walls of Valletta) and towed out to her final resting place, with the stern section towed into deeper water on 15 July 1945.

DIVING INFO Today, the broken forward section of the wreck lies in 14m of water inside M arsamxetto Harbour. Nearby parking makes this an easy access shore dive, with ladders into the water and an easy exit into a small swimming pool. It makes a good second dive and has more life on it than the majority of other wrecks.

A short swim along the shore reef to a sand patch leads to the wreckage which stands 3 mtrs high in places.

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The exterior is covered in algae growth but her structure is quite colourful- covered in invertebrate encrusting sp ecies such as sponge and plume worms.

The hull remains are well rusted through, allowing several swim thoughs to the below deck area, especially around what was the bridge area, with entry from the break in the hull-which must have been forward of the engine room, is easily sp otted early in the dive.

The wreckage covers a large area and a circular swim will provide a good 45min/ I hour dive.

Part of the upper forward sup erstructure still remains, being the highest point of the wreck and is favoured by a large school of bream, and makes a great swim through and photo opportunity for the casual snapper. Sections of the wreck do allow for a good rummage- and the observant diver will find many fittings, valves and pipework. M any of the sectional bulkheads have disintegrated leaving the sup porting framework, which allows for good light penetration, with some very atmosp heric interior sections.

The lack of depth ensures that the ambient light is very strong, but the use of a flash gun will restore much of the colour filtered out by absorbs ion-the same applies to a torch. The upright frame work, devoid of its sides is another great photo opportunity.

Swimming further along the wreck forward of the bridge area are two large capstans totally covered in algae, signifying where the bow fuses into the reef. Presumably her anchor and chains were removed before she was sunk. This is the turning point in the dive, and the return swim along the opposite side of the wreck reveals more points of interest including the remains of a Toy ota Prias!

The sandy bottom is inhabited with foraging mullet and the very common fireworm. For the bug hunter, there is every change of sp otting several sp ecies of nudibranchs and even a sea horse.

It is very easy to dismiss this kind of wreck as lacking in substance, however swimming slowly and observing her intricate eco sy stem can be very rewarding. Even the eel glass enroute back to the exit point can reveal octop us, morays and lobsters.

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THE S TERN S ECTION. The account of the sinking tells of how the stern sank in deeper water, presumably as she had broken her back-so this will be quite a substantial section of the ship- there is no evidence of her engine room on site, so that would indicate a large mid and stern section is out there somewhere‌‌.

The authors model of the HMS MOIRI-the section forward of the funnel indicates the section of the wreck in the text above. From the funnel aft is the stern section which awaits discovery, The reference number755 refers to my first dive on her back in 1975 then the only known wreck in Malta! The on site images above were taken 7000 dives later!

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st mIchael &#10(ten) Launched in 1945 at the Central Bridge Company of Trenton, Ontario, she was known as the TANAC type tugboat( TANAC was an acronym that combined the letter "T" for tug with the start of "Canada" sp elled backwards to identify the 265 Canadian tugs that were built during World War II for the British M inistry of War) Diesel engines that were built in Vancouver. Dimensions for the single screw tugs were 60.5' x 16.5' x 7', they could accommodate a crew of 6 and each had firefighting capability.

HISTORY She served for many years towing numerous ships around the Grand Harbour. Prior to scuttling, the tug, donated by the Cassar Group of Companies, were laid up at Jetties Wharf and subsequently sunk at their mooring, remaining partly submerged for many years. Tugboat 10 was probably built locally at the Malta Dry docks in the late 40s or early 50s. Number 10 is a Melita type tugboat Anthony Cassar, managing director of the Cassar group, not only donated the vessels, but also offered to carry out the cleaning operation and eventual scuttling which was affected, once the Planning Authority gave the permission for the project to proceed. Charles Cassar, director of the Cassar Group , directed the scuttling operation. Tug 10 and St. M ichael were scuttled on 16th M ay 1998 at Zonqor Point on the north side of the entrance to M arsaskala Bay. The site is well protected from north westerlies DIVE DETAILS SHORE DIVE. Good parking area next to the nation swimming pool, and toilets close by.. There is a choice of entry exit points. Both wrecks lie out from the salt p ans at the bottom of a gentle reef slope and lie on a flat sandy bed, upright and parallel to the reef, their bows pointing outwards from the bay. Tug 10 is lined up behind St. M ichael, and the distance between the tugs is about 50 m. M aximum depth is 20 mtrs . The site is quite silty and is best used as a training intro dive for would be wreck divers. The overall monochromic appearance belies the colours of sp onges and invertebrates which have colonised the wreck. It is a good site for macro photography St M ichael is the larger of the two wrecks, and still sp orts its wheel house, rudder and prop, and is totally covered in marine growth. M ost of the features usually associated with a tugboat have been removed.

The Number 10, or Iz-Zaghra (the little one) is only 16 m long. As a photo studio the wrecks offer a good long dive, and as many of the digital compacts can facilitate wide angle to macro. Given the depth and strong sunlight there will always be good subject matter, and with several interior sections the eis an opportunity for some atmosp heric shots (try B&W or sepia!) By combining both wrecks in one dive there is more substance for a dive, and can become a good navigation exercise, utilizing both entry / exit points(obvious) in a circular route.

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m.V tuo lun er hao (tuG 2), SPECIFICATIONS;141 TONS, 30M TRS LONG X 7.5 BEAM HISTORY Built in 1975 at the Malta Dock Co. for the Kalaxlokk Co.as the TUO LUN ER HAO worked around the China Dock #6 in French Creek. In 2000 she was sold to Bezzina M arine Services and laid up for 12 years until it was p urchased by the tousist authority and diving association to be sanitized and sunk as a diving attraction in June 2013 .

DIVE DETAILS ;BOAT OR TRICKY SHORE DIVE .The wreck now lies in 22 mtrs of water some 260 mtrs of shore of St Julians Point. The tug sits upright a small wreck only 30 mtrs long. Easy access to her wheel house aft hold and her engine room, which still boasts it diesel engine, and is surprisingly roomy. The entire wreck has a green cast due to the algae growth over the wreck. While not an insp iring wreck, it serves well as a training exercise for in experienced divers.

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ImperIal eaGle HIS TORY New Royal Lady (1935-46) New Royal Lady was delivered in 1938 to replace the Royal Lady. She came from the same builders, Thomas Crown & Sons, Sunderland, but was larger and faster. Thomas Round died during her construction, and she was delivered to his son, John C.Round. Like her predecessor Royal Lady, her forward funnel was a dummy. She was used for morning, afternoon and evening trips from Scarborough, and her higher sp eed of 14 knots also allowed occasional longer cruises to Bridlington and Whitby. Her funnels were yellow, with rather gaudy red, white and blue bands.

Crested Eagle (2) (1947-1957) New Royal Lady only had two seasons at Scarborough before the start of the Second World War, and she was requisitioned by the Royal Navy in 1940 for transport duties. She was purchased by the M OWT in 1942, managed by Fraser & Wright. In 1944 she was attached to the US Navy. New Royal Lady was resold to her owners in 1946, who sold her the following year to John Hall of Kirkaldy, for service on the Firth of Forth. Later the same year she passed to the General Steam Navigation Co as the Crested Eagle (2), for cruises on the Thames from London to Gravesend and Southend, plus PLA Docks cruises. From 1952 she was taken off the PLA cruises and based in Ramsgate for local trips. In 1956, Crested Eagle (2) became a regular service vessel, running from Gravesend to Southend and Clacton daily except M ondays. P.& A.Campbell chartered Crested Eagle (2) in 1957 for services on the South Coast. She ran short trips from Eastbourne to Hastings, except Fridays when she ran from Brighton to Shanklin.

Imperial Eagle (1957-1995) Crested Eagle (2) did not sail for the GSN again, and was bought by E Zammit & Co M alta and renamed Imperial Eagle for service between M alta and her small sister island Gozo through until M arch 1968.

She also did occasional trips to Sicily and on these was held locally in ill-repute as a bad sailer. Imperial Eagle was subsequently bought by Sunny & M ary Pisani from Gozo and was used to transport cargo and animals from Gozo to the Malta capital Valletta.

For at least 10 years she then lay rotting in Imgarr harbour (Gozo) and was eventually towed to Valletta harbour where she was badly vandalised and half sunk at her moorings .

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CIRCUM STANCE OF LOSS In November 1995 Imperial Eagle was bought by the local Diving community to be sunk as the centrepiece attraction of an underwater marine park. On 19 July 1999, after years fighting bureaucracy and red tape, she was finally scuttled off Qawra point on the north of the island, and sitting upright at 40 metres gives divers from all over the world an excellent wreck dive and, as a new "reef", encourages marine life in the area.

DIVING DETAILS The wreck now lies upright in 40 mtrs of water,500mtrs off Qawra Point with her wheel house and remaining sup erstructure in 28 mtrs .Her bow faces into the mooring point of the diveboat, lying out from the statue of Christ. M uch of her woodwork has long since dissolved by Torredo worms, a marine organism which bores into saturated wood and this makes the wreck extremely accessible and a great training experience for those wanting to move on to authentic wrecks elsewhere. The approach from the mooring reveals her once proud bow, reaching down to the sandy seabed some 10 mtrs below. Her main anchor winch complete with chains comes into view. The wooden deck plates flanking the metal base allow for penetrating the lower hull area, although a bulk head prevents progress into her engine room.

For those without advanced wreck diving skills a swim along her companionway to the stern and back will provide an exhilarating glimpse in wreck penetration. The lack of wood means that light cascades into what would otherwise be a gloomy experience. Her bridge stands high again with easy access, and behind is the 23

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open and roomy saloon area, again with her floor boards missing, there is access into her lower decks, light streaming through her now glassless windows. This runs almost the full length of the vessel to her stern quarter. Here there is a large viewing deck, again with a metal frame work and access to the lower stern store holds.

Aft of the bridge there is ample opening giving access to her engine room for those trained and equipped for such a dive. Unusual for a purpose sunk wreck the engine room offers an almost real experience. Although to the trained eye it has been well sanitised. Never the less such features as her twin reversing wheels still remain, along with her engines, access ladders and generators, providing many strong subjects for advanced wreck photography. There is a distinct lack of fish life in these interiors. However the strong sunbeams filtering down from above adds to the atmosp heric scene and produces some evocative images. The metal surfaces are covered in a golden hued concretion, and with the correct colour temperature set for strobe light can give a great finish to a shot. A ladder at the aft of the engine room runs up conveniently to a hatchway in the aft section of the saloon.

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As the dive progresses and time gets low on no stop times, ascending up onto the bridge top, what was the navigation deck, reveals the wrecks most prominent feature, her helm, which still boasts its wheel complete and covered in marine growth. Its a great photo prop, standing out against the blue M editerranean clear water. The growth on the wreck also sup ports all the usual invertebrate life including nudibranchs and plume worms.

Given its slightly deeper attitude it’s a dive than many will want to repeat

mV pIppo BOAT DIVE. M V Pippo is a wreck dive in Malta. Pippo was a small fishery workboat that sunk in 2004. The wreck is located off Ahrax Point near M ellieha Bay. Pippo is 18 metres long and lies in an upright position at about 35 metres depth. This is a boat dive for advanced divers. The dive time is usually quite short as the wreck is small and the seabed around is just sand.

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Although small in size, M V Pippo is an interesting wreck. Unlike other 21st century wrecks in M alta, Pippo was not prepared for diving before scuttling. She is quite well preserved with some fishing industry equipment still attached, like tuna cages at the stern. Penetration is also possible but there is not much sp ace for divers to move inside the wreck. M arine life on Pippo wreck includes small fish, crabs, shrimps and nudibranchs, and sometimes a big grouper is seen on the wreck.

p29 KONDO CLASS M INESWEEPER Project 89 Kondor M inesweeper, also known as the Kondor class, was a class of minesweepers designed in the German Democratic Republic which was given the NATO designation of "Condor�. There were 3 versions, namely, the prototype unit, Project 89.0; the first version, Project 89.1 (NATO designation: Condor I); and the second version, Project 89.2 (NATO designation: Condor II).

SPECIFICATION; Disp lacement;399 tonnes, 52 mtrs long,7 mtrs beam 2.4 mtrs draught. Twin M D40 deisel engines,speed 20 knots. range 1900 n .miles .Compliment 24.armament; 1 Ă— 25 mm FlaK 2M -3

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HISTORY; Built as GS09 Boltenhagen at the Peenewerft shipyard ,Wolfgast in 1970 until 1996 she served as fisheries protection, border patrol and rescue services.In1997 she was sold to the M altese M aritime squadron and designated a new pennant as P29.She continued in a similar role, of border patrol fishery protection and search and rescue until being de commissioned in 2004.In 2005 she was sold to the M TA and over a two year period, sanitized and prepared to be sunk as a diving tourism attraction. She was eventually scuttled of Cirkewwa in August 2007

THE GRAND SCUTTLE! Its easy to sink or scuttle a ship/ boat-just open the sea cocks ‌and run! However, as in the case of the XLENDI things can go wrong! It takes p lanning and forethought to get a wreck in the right place, in the right attitude. Floatation drums aided the journey of the p29 (and others) to its final resting place.

PHOTO thanks to;Thomas &Heike, Nauticteam

DIVING INFO SHORE DIVE .Divers only parking area with changing and toilet facilities close by. Can be very busy Accessed easily from shore, via steps by swimming directly West (270 degrees) from the drop off at Susie`s pool (closer to the lighthouse) for about 5 min depending on currents, or from the Paradise steps keeping the Old Mans nose to the right .

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The wreck sits upright, and with her comms mast still in place. The bow is very photogenic best taken with a wide angle lens(15mm>). There are several very light and airy swim throughs including the bridge and accommodation areas. Her funnel remains square And upright, indicating the position and location of her engine room below decks. At the square stern her twin rudders dig into the sand keeping the keel off the sand and creating a cave like habitat, where fish and eels can hide.

On the deck in front of the sup erstructure is a photographic gun still on its mount. Its handles clean and smooth It has been suggested that this was done as a photo prop and is not the original. Who knows who cares!!(It doesn’t fire) Its a great place too for local dive guides to be real pratts- wrapping their legs around the barrel thinking they are so f***ing cool! (He wasn’t from TECHWISE!) The most interesting part of the ship is what is left of the engine room, which, in contrast to the outside of the wreck, usually has excellent visibility. Here there are still many features you would expect to seen and there are swim thoroughs’ facilitated by open bulk head doors. It is worth noting this is the deepest part

of the wreck- and with a camera it’s easy to get absorbed in the scenery and over look deco time.

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Judging from the constant flow of diving traffic it’s a popular wreck, desp ite it sterility.

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M .V. ROSI (TUG BOAT) Specifications Tonnage 206 tons, dimensions 32.86 x 8.46 x 3.58 m, power; 1 x diesel engine, single shaft, 1 screw 1270 bhp; Speed 11.5knots HISTORY. Built at Bristol in 1958 by Charles Hill & Sons for Warren John Lines as the M V ROSSM ORE. She was sold to the Rea Towing Company in 1969, and renamed Rossgarth. In 1972 she was sold the M ifsud Brother Ltd, and operated for the M alta ship towing Co. In 1981 she was renamed Rozi when taken over by M alta tugs until 1992 when she was p urchase by Captain M organ tours to be sunk as an attraction for their tours.

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DIVING INFO. Shore dive at Cirkewwa, access from Paradise steps. Again this is a very busy wreck with a constant flow of divers visiting the wreck. The wreck lies upright and intact in 34 mtrs on sand. It’s engine its engine and propeller are missing removed before sinking. The heavily encrusted anchor lies some 30m away in about 20m of water. At only 30 mtrs long, it doesn’t take very long to explore.

Its qualities lie in its photographic suitability, but with the usual crowds that can be quite challenging.

The bow is quite impressive, esp ecially when viewed from the sand a few meters in front of the wreck. At some point in her career the bow was

modified.

The wheel house is easily accessible its mast still rising up a few meters above. just aft is the funnel, and doorways leading to the crews quarters, mess and the engine room. There is usually a nice school of two banded bream swimming around the wreck.

The site is very sheltered and is ideal for training and courses. It is also a popular night dive.

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scott craIG(aKa popeYes barGe) The M.V SCOTSCRAIG was built in 1951 for the Tay Harbour Trust as one of four Caledon ferries build for the Tay crossing between Newp ort and Dundee. Like the Abercraig, her sister ship, she was fitted with diesel engines serving 2 Vioth Ashneider propellers. Gross weight 463 tons carrying capacity of 6 cars. She served until 1966 when the opening of the Tay Bridge rendered her redundant. These ferries were affectionately known a “Fifies” She was then sold to a Malt ese company and ended their remaining days in Malta. She was used in the making of the Popeye Film then sunk as a breakwater, before being lift ed and removed to be disposed of in deep water. However short ly after the tow began she sank in 21 mt rs at about 500 m nort hwest from Anchor Bay in an inlet named Ic-Cumnija on the north west side of Malt a.

BOAT DIVE. T he wreck lies in 24 mt rs on sand surrounded by sea grass. T he wreck is upright with a small superstructure at the stern which is easily explored. Access to the lower deck is well lit through the porous sides and upper deck . T here are still many fit ting throughout her lower sect ions, while the car deck still has some of its workings. A skelet al framework covers the fo’c’sle area. One of the lesser dived wrecks, and conditions can be poor in Bad weat her.

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m V um el faroud SPECIFICATIONS 10,000 Ton motor tanker 115 mtrs log, 15.5 mtr beam was built in 1969 at Smith’s Dock in Middlesbrough as the Sea lion, In 1999 she was owned by the General

National M aritime Transport Company called Tripoli. She served a good 26 years, operating between Italy and Libya carrying refined fuel.

CIRCUM STANCE OF LOSS During the night of 3 February 1995 while the ship was in a Valletta dry dock, an explosion occurred in one of the fuel tanks during maintenance work, tragically killing nine shipyard workers.

The vessel suffered structural damage and was considered a total write off. On 2 September 1998, she was scuttled to provide an artificial reef and diving attraction. The hole in the deck has lead some to describe it as a hold, It was the area in which the explosion took place, and subsequently removed .

A tug nudges the Um El Faroud into place before she is scuttled,after her journey from Valletta. The task took several hours due to adverse wind conditions. She was sunk by means of sea cocks sp ecially adapted and presumably due to her construction for carrying liquids. She then settled slowly ending upright on the sea bed (photo-TECHWISE) The bulkheads had been cut into opens serving dual purposes-aiding the even settling of the vessel and as swim throughs for divers. In this picture the size of the vessel can be compared with the Rozi size tug on her port side. She is M alta’s largest shipwreck.

Diving details SHORE DIVE(but best by boat!) Wied Iz Zurrieq, near Qrendi (location of the Blue Grotto) The wreck sits upright on sand 100mtrs off shore from the Blue Grotto, in 35 mtrs. entry via steps. Wreck has broken in two after a recent storm. The stern section consists of the bridge and accommodation sup erstructure with her engine room situated directly below. This is perhaps the most interesting section of the wreck. At deck level, 24 mtrs there are companionway swim throughs and easy access into her accommodation areas, they are large and well lit and will provide an exciting dive for the novice wreck diver. Below this level though, more experienced divers 33

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will find her engine room-all three floors of it well worth a dive in its own right (watch your depth, time, deco, gas, etc-it runs out very quickly). The engine room is large, airy and full of the original workings (unusual in a “plastic” wreck). 30 mtrs can be found here. There are several points of access to this, and more importantly exits too!

Natural light finds its way into the cavity and can be very atmosp heric. and it is a photographers delight.

Swimming forward along the companionways or through her canteen and saloon area the wreck opens out to the severed hull. There is an ornate balustrade leading down into the lower accommodation area just inside the bulkhead before exiting forward. The width and length of the deck is quite impressive, and it is p ossible to navigate a route through the bulkheads of her holds (although they are empty) forward to her double level f’o’sle. Here a doorway runs central and come out on the upper peak.

The bow is quite impressive and need’s a wide angle lens (12mm or less) to capture its proportions properly.

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Once here it time to take stock-its quite a swim back along her 100 mtrs to the stern-some opt to swim over to the reef for a shallow swim back to the entry point. I prefer to get back on the boat!

Her deck area although huge is quite featureless-with the odd fitting, mooring cleat or hatchway to break up the expanse. Towards the break there is a hold opening but again its empty with a few valve cocks and pipework the only features Back at the aft section on the upper levels are her lifeboat davits and these are covered in red sea squirts which give some colour to this monochromic wreck. This becomes evident when illuminated by a torch or strobe light. This area also has much to explore and again there are easy access into the upper sections including the navigation deck and the bridge.

Arguably M alta’s most popular wreck with sp orts divers, her size can accommodate large numbers of divers provide they don’t all want to be in the engine room at the same time. To lacate;swim 240 degrees from entry point DEPTH 12 metres (40 feet) to top of the funnel, 25 metres (82 feet) to lowest deck, 36 metres (118 feet) to sea floor

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GoZo A ferry hop and a short drive is all that’s needed to arrive at M alta’s answer to Abu Nu Has (or is it Safaga)… allegedly.

Actually Xatt l-Ahmar There is a big car park ( not big enough) and steps down to the shore access for all three of Gozo’s wrecks. All three are ferries. All three were sunk to stimulate diving tourism. Two of the sinkings went well. One didn’t-and arguably what would have been the best of the lot. No arm chair experts telling the author he’s got the identity wrong either- no this is definitively not Abu Nu has! M ore like Piccadilly Circus. The wrecks of course do serve less expectant, less discerning divers with a glimpse into the real world of wreck diving.

And lets not forget it is a great teaching platform, I’m sure many tourist dives became wreck specialists in one day. Although considered a safe easy dive site the swell can make exit quite a challenge as can the single portaloo (bring your own p aper) The adjacent farmers field is not an over flow car park.

For the happy snapper it’s a blast- for the serious photographer great consideration is needed for the entry and exit O rings on the way in. Cracked casings on the way out. Bring a non diving friend. Better still come by boat (not a ferry they might sink it too) The route from the car park to the entry point is easy to follow either get in the queue or if you are lucky follow the very well trodden rocks. Jump or use the ladder.

Research.

A much of the wreck information surrounding these wrecks has been banded around the internet, repeated by diving centres, and original sources uncertain it was important to verify names dates etc. Lessons learned from the “ Sara H”- in the Red Sea-a name which was fictitious- has ensured that all suggested names are verified with Lloyds Registry of Shipping. While I am sure the names at the time of sinking are correct. None of the names offered below are listed there. Indeed Lloyds list for example Frisia 1, 111, 1V are listed NOT Frisia 11 nor is the name Nordp aloma. The same applies to the other two vessels at this dive site. Having drawn a blank on all five names (the first time in researching over 1000 ships/ wrecks) I can only conclude that it is possible that due to their tonnage they were not listed.

This is an image of the Frisia 11, she was built in 1978 and was 63 mtrs long with a 12 mtr beam. The eleventh vessel X1to bear the name was built in 1969.FRISIA 1 was built in 1970, however Frisia V and V1 were built in 1965.“Peter Deilmann Cruises was a German cruise company which offered river cruises throughout Europe and several ocean cruises. It was headquartered in Neustadt in Holstein began by chartering coasters in 1968.

In 1973 he started his first passenger service between Neustadt (West Germany). In 1976 and 1978 he acquired the elderly passenger ships Gripen and Frisia II (renamed Nordshau and Nordp aloma to start a ferry service between Neustadt and Rodby” 37

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In all my years of research I have never come across this-eleven vessels bearing the same name with a number assentation-that’s normal, but there appears to be TWO Frisia 11 both very different types of ferries! The images below would appear to be correct while the above is a totally different vessel.

mV Karewela.

Built in 1956 by J.L. M eyer Shipbuilders of Pepenburgh as the Frisia 11 for ferry services in the Frian Islands.(unconfirmed) In 1978 she was acquired by Peter Deilmann renamed Nordp aloma (IM O 7937927) and put into service between Neustadt and Rodby. In 1986, she arrived in Malta to serve as a passenger ferry and was renamed the Karwela, sailing under the Captain M organ Tour umbrella, plying the waters around Valletta as a tourist cruise boat.

LOCATION:

Xatt l- Ahmar, G ozo

CIRCUMSTANCE OF LOSS

de libe rately sunk in A ugust 2 006

DIVING INFO SHORE DIVE. The layout of the vessel does allow for a very easy non taxing dive-or a plunge into her lower decks for the more advanced diver. The entire exterior of the wreck is covered in a bland algae growth giving it a n overall monochromic appearance. At 50 mtrs long its easy to explore her in one dive, although her engine room is worth a visit. M uch of the wooden decking of the foredeck has gone revealing her frame work construction and an opportunity to explore this area.

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There are three levels of accommodation, one at deck level, one below decks and one upper deck.

Access to the lower is via her best feature an ornate staircase and it serves the upper deck too.

The rooms are empty except for sup ports but long rows of portholes allow light into the interiors, creating a very atmosp heric scene as the rooms run aft to a sun deck /viewing area.

A good route would be to start at the bow, which still boasts railed gang plank on the port side. Her winch remains and two doors herald the entrance into what would have been a foyer , with most of the roof now gone, continuing aft, swimming past the staircase and through the long saloon to the stern , with its roof intact light filters through the windows at deck level on both port and starboard sides. showing the way ahead to the stern returning via the shallower upper deck. An easy dive for the tourist diver. Gas reserves and no stop times should be monitored carefully for the return swim to the exit point For the experienced dive there are more options. Her engine room, lower saloon and small storage holds can be explored. The stairwell at deck level serves as an easy access/ exit into the lower saloon and also to the upper deck. Given that these are wide, exploring the upper and lower levels is relatively easy , although the lower level should be treated with caution as with any dive with a no clear surface. The lower level lacks the strong sunlight of the deck and upper levels. As with all wreck dives a good torch (and back up) is essential. The lowewr level is almost empty, and does not hold much of interest, save the experience of delving down into a lower deck area.

T he funnel remains ato p of the s uperst ructure, di rectly above the engine room-three flo ors do wn. Ventilators and breather pi pes ca n still be s een, and forward of this is the remains of the comm mast and is the highes t part of the wrec k.

A t the end of the dive its worth ta king a long look ba c k at the wreck as the whol e ves sel ca n be s een when visibility is at its best. Although the wreck has that typical overall monochromic appearance , both a to rch and strobe(flash guns) will he lp to reveal c olour, especially where algae is absent.

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V comInoland, HISTORY Built as the British M iner in 1942 or built as the royal navy ship M iner V1 in 1942 (according to the history lists of the ferry service, but not listed in naval records). If the latter is correct she would have been converted from a mine sweeper to ferry at some point. Her hull looks similar but not identical to that of the HM S M iner variants of that class used during WW2.

Rrenamed M inor Eagle in 1966 and Cominoland in 1976. under E. Zammit & Sons Ltd .Operated by Gozo Channel Company Limited in 1979-1980.

Circumstance of loss; Sunk at the same time as the Karwela, august 2006.Due to 7 floatation chambers, six attached to her upper deck and one at the stern she settled upright on the sea bed some 50 mtrs away from the Karwela DIVING INFO. Shore dive, access as above. lies very close to the previous wreck, but should be treated as a separate dive. Less popular it is often quieter than the above. Again the wreck sits upright on sand in 40 mtrs.

Like the other wrecks here she has been sanitized before sinking and stripped of many of her working parts.

Her bow boasts a raised f’o’csle with a central anchor winch. The area at deck level offers a nice swim through with the access ladder still in place and offering a good photo feature. Her saloon area is aft after an open deck sp ace, and has companionways port and starboard, which make great photographic swim throughs, The saloon is roomy and light and easy to access and runs all the way to the stern, where there is an access ladder to the upper 41

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deck. The circular holes in the aft roof are presumably from the floatation chambers mounted before the sinking and later removed Although this appears to be access for the passengers there is a large winch situated in the middle of the floor. Perhaps a redundant component from its previous life, but normally found only in off limit areas.

The upper deck has the wheelhouse/ bridge forward and her smoke stack aft of this. Above the wheel house is the remains of the comms mast.The wheelhouse itself offers a small swim through and another photo opportunity, directly behind the wheel house is what appears to be the Captains toilet..

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m V xlendI This former Gozo - M alta ferry was sunk at Ix Xatt L Ahmar on Gozo for divers some time ago. When we dived her in September of 2007 I was dismayed to find that she is sinking into the sand and very rapidly collapsing, so much so that p enetration through the car deck is not only barely worth the effort but also decidedly risky. The funnel has gone now, crushed by the weight of the wreck, and none of the upper sup erstructure can be seen. She is lying in 44 metres, hull uppermost, sideways on to shore at the bottom of a steep undersea cliff. To find the wreck one must swim out on a bearing of 160 degrees CIRCUMSTANCE OF LOSS The scuttling operations, coordinated by Capt. M ario Grech, included the boring of holes above the waterline and the pumping of water into the ship by the Civil Protection vessel Sansalvor.

At 2.15 p.m., to the soundtrack of Titanic, M V Xlendi suddenly and rapidly inclined onto its side and then forward, gracefully diving into the sea, offering a spectacular sight to the crowd that gathered on the rocks and surrounding boats of diving centres.

COMINO p31 (ex pasewalK) Built for the German Nay in 1969 by Peene-Werft,Wolgast yard #231 named the Pasewalk, 60 mts long x 16 mtrs beam fitted with twin diesels into two shaft top sp eed 20 knots .In 1969 she was acquired by the M altese navy to undertake coastal pro The P31 ex-Pasewalk, (Gs05, ex-G423). The P30 & P31 were acquired by the Armed Forces of M alta in 1992 and spent 12 years p atrolling M alta’s coastal waters. The P31 was the patrol boat that managed to save a record of 250+ migrants from drowning in one operation in 2002.

P31 were decommissioned by the Armed Forces and purchaced the Malta Tourism Authority .

She was scuttled on 24th August 2009. Close to Comino Island.

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DIVING INFO. Boat dive. Ideal for students. P31 lies upright on a sandy bottom at a depth of 18-20 metres. The bow is 20 metres and the stern is 18m. The sup erstructure/ mast comes to within 7 metres of the surface. Althought eh wreck ha a very sterile appearance from the outside her interior boats great swim throughs and selected remains of the engine room and fittings. Can be very crowded. Is there a collective noun for a blitzkrieg of P.O.W ‘s……?

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WORTHY OF NOTE BITS AND BOBS! This section will be of more interest to local divers.Time is precious when on holiday. in Close to the M ARGIT are two small wrecks, not really worth a dive in their own right but noted here

lc 3 landInG craft, In appearance very similar to the LCVP which Higgins Industries also constructed, with a 10-foot (3.0 m) wide load area at the front and a small armoured (1/4 inch steel) wheelhouse on the aft decking over the engine room.

Authors model

Disp lacement: 52 tons (loaded); 23 tons (empty)Length: 50 feet (15 m),Beam: 14 feet (4.3 m),Draft: 3 feet (0.91 m) (forward); 4 feet (1.2 m) (aft) Speed: 8 knots (9.2 mph) (loaded); 11 knots (13 mph) (empty),Armament: two .50-cal M 2 Browning machine guns, Crew: 4,Capacity : One 30-ton tank (e.g. M 4 Sherman), 60 troops, or 60,000 lb

(27,000 kg) of cargo This is the remains of a Higgins LC3 Landing craft with a broke mid section lying upright slightly further up the creek from the SS M ARGIT lying in 20 mtrs

hospItal barGe, Scant details, local information states it was a barge used to carry wounded across the creek to the hospitaland bodies away to be buried, Lies in 20mtrs near the above. It is feasible to carry out a quick inspection after diving he Margit- a long as gas allows and the guide knows where to go!

fIreworK barGe A Barge used for firework dispays lies in St Julian’s Bay between Exiles and Spinola. It sank overnight between 7th and 8th September 2009, after a series of fireworks explosions damaged it the night before.

The wreck is located in shallow water opposite the Cavallieri Hotel towards the middle of the bay. Up side down on sand in 10mtrs.M ight be better as a night dive 9but not during a firework dispay……

tent peG wrecK So names because of it’s “cargo”. The site is the scattered remains of an old steel cargo steamer wreck(assume engine parts remain?) that lies in M arsamxett Harbour between Ta'Xbiex and Manoel Island.

Eventually if you look hard enough a wreck will always give up its identity - Perhaps some painstaking research -port movement records- even a close look at the tent peg cargo. One for a local wreck detective- or a great club project for inclement weather.(I’m not volunteering- PC) It's located in Marsamxett Harbour in a South Westerly direction from the X127 in a small depression in the seabed. To reach the wreck, either swim south west from X127 barge, or arrive from Ta'Xbiex seafront.

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The Visibility can be very poor and the seabed is fine white silt and sand could be a good muck dive!.An SM B is a must due to busy surface traffic.

unnamed barGe off st pauls A motorised barge lying in 60 mtrs of St Pauls ,close to H.M .S. Stubborn. The featureless deck which is made of wood is fragmented with mooring cleats and a 1 mtrs tall vent next to an access well into the interior, posilbly crews accommodation/ galley.

A stairwell on the port side leads down into the engine room. Immediately on the left is an electrical switch board and the information plaques appear to be in an eastern European language. The engine room appears quite intact, no sign of damage or salvage. Could possibly foundered in a storm

de water joffa A small sailing vessel, ketch like, lying upright with its starboard side resting against the base of the cliff at Ir Raheb in 32 mtrs on a bed of sand. It is possible with care to enter the forward compartment from midships exiting through the fo’c’sle hatch. She sank after damaging her aft starboard side.Uppers urfaces are covered in green algae.

ladY daVInIa (ex hms Greetham (m2632) HMS Greetham was one of 93 ships of the Ham-class of inshore minesweepers.Built 1955 at the Herd & M c Kenzie yard, 30m long x7m beam 2 mrs draught,fitted with twin Paxman 12yhaxm deisels, 14 knots Their names were all chosen from villages ending in -ham.

The minesweeper was named after Greetham, Lincolnshire or Greetham, Rutland.

Sold to Libian interests in 1962 and renamed Zuara. She was later acquired by a M altese tour operator and renamed Lady Davinia. For some years she had a distinctive red and white Kit Kat paint scheme. As of 2007 she was laid up in Sliema Creek awaiting her fate. The wreck of the Lady Davinia now is at the bottom of Sliema Creek.

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part 2 bent props and broKen taIlsmalta’s aIrcraft wrecKs During the siege of M alta some 375 German and 175 Italian aircraft were shot down. Some records claim a many as 1000 enemy planes alone The potential for further discoveries is immense, given the improvement in sidescan.

To Give some idea of the potential of future targets and discoveries, here are some snippets from the war diaries to give some indication of the intense Arial battle that took place between 11th June 1940 and 20th November 1042 June 1940 – December 1941, ” while losses were at least 90 Hurricanes, three Fairey Fulmars and one Gladiator in air combat; ten more

Hurricanes and one Gladiator destroyed in accidents and many more destroyed on the ground. Eight Marylands, two other aircraft, three Beaufighters, one Blenheim fighter and many bombers were also lost”

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11 October 1942: “Malta was rocked today by heavy bombing raids for the first time three months, as the enemy sent 58 bombers with massed fighter escorts over the Island. The attacks mark a return to blitz conditions not seen since the end of April 1942. This time Malta’s Spitfires were airborne in force to counter-attack, destroying eight of the enemy bombers and seven of their fighters.”

AIR RAIDS DAWN 11 OCTOBER TO DAWN 12 OCTOBER 1942 “0715 126 Squadron attacks and P/O Stevenson destroys one Macchi 202 and F/O Smith destroys one JU 88. F/S Varey probably destroys one ME 109.

0945 hrs Six JU 88 bombers escorted by 65 fighters are reported approaching the Island. Six Spitfires 229 Squadron are scrambled to intercept. They locate six bombers with twenty fighters and are instructed to attack top cover from up sun. F/Lt Roscoe destroys one ME 109; Sgt Miller damages one.

1230 hrs Eight JU 88s escorted by 50 fighters approach the Island. Eight Spitfires 229 Squadron are scrambled to intercept the raiders and launch a head-on attack on the eight JU 88s escorted by 25 fighters. W/Cdr Donaldson destroys one JU 88 and damages one ME 109; F/Sgt Ballantyne destroys one ME 109; P/O Nash damages one Macchi 202. .

1735 hrs Thirty unescorted JU 88s approach the Island. Five Spitfires 229 Squadron are scrambled to intercept and engage 15 JU 88s. P/O Nash and F/Sgt Ballantyne each destroy one JU 88; W/Cdr Donaldson and F/Lt Parkinson each probably destroy one.

1745 hrs Air raid alert. Four Spitfires 1435 Squadron Luqa are scrambled to intercept: F/Lt McLeod and Sgt MacLennan each destroy two JU 88s and Sgt Kebble one; Sgt Ree damages two JU 88s. Two Spitfires 1435 Squadron are damaged: the pilots are unhurt.

0039-0100 hrs , a Beaufighter of 89 Squadron intercepts. F/O Shipard and F/Sgt Oxley attack with bursts of cannon and machine gun fire and destroy the HE 111.

0438-0621 hrs The Beaufighter 89 Squadron of F/O Shipard and F/Sgt Oxley shoots down one HE 111 in flames.”

REPORTS SUNDAY 11 OCTOBER 1942 In the 60 hours to 6 o’clock this evening Axis air forces have made 700 sorties against M alta. However, the enemy onslaught has been at a heavy cost. In the same period the Island’s Spitfires have destroyed 20 bombers and 22 fighters, probably destroyed 21 enemy aircraft and damaged another 59 “It was the most spectacular sight I have ever seen. The whole sky was filled with enemy aircraft in severe trouble! I saw three flaming Junkers 88s and another three flaming ME 109s, and counted no less than ten parachutes descending slowly, three of them from a Junkers 88 I had shot down. Two of my victims, a Junkers 88 and a ME 109 both burst into flames.”

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AIR RAIDS DAWN 12 OCTOBER TO DAWN 13 OCTOBER 1942 .

0540 hrs The Spitfires of 229 Squadron attack the first wave of seven JU 88s, forcing one to jettison its bombs in the sea. F/Lt Glazebrook probably destroys one JU 88 and F/Sgt Ballantyne damages another. The eight Spitfires from Hal Far are scrambled and intercept five JU 88s and fighter escort. Capt Kuhlmann probably destroys one ME 109; Sgt Vinall damages one JU 88. Heavy Ack Ack engage.

0620 hrs Air raid alert. The first wave of raiders drops bombs on Ta Qali and Luqa, where aircraft are damaged on the ground. Four Spitfires 1435 Squadron and six 126 Squadron Luqa are then scrambled to join the attack. 126 Squadron F/Lt Rolls and F/Sgt Lang each destroy one JU 88; Sgt Park destroys two. .

0630 hrs The second wave of bombers targets Hal Far, where one Spitfire is burned out and one Spitfire and two Hurricanes slightly damaged. The eight Spitfires 249 Squadron engage seven JU 88s and their fighter escort, chasing them home. Sgt/ Stead and S/Ldr Stephens destroy two ME 109s; S/Ldr Woods destroys one and probably destroys a JU 88 over the south Sicilian coast. One Spitfire crashes into the sea: pilot escapes unhurt and awaits rescue.

0840 hrs . W/Cdr Donaldson and P/O Reynolds destroys one JU 88; P/O Nash damages two and F/Lt Glazebrook damages one. P/O Parkinson damages one BR 20 and F/Sgt Ballantyne probably destroys one Macchi 202.

0845 hrs . F/O McElroy destroys one ME 109; F/Sgt Hiskens and F/Sgt De Lara probably destroy one JU 88. : F/L McEiroy turns towards the ME 109s and destroys one.

0907 hrs Six Spitfires 126 Squadron and eight 1435 Squadron are scrambled and engage. Sgt Park and F/O Wallace 126 Squadron each destroy one JU 88; F/Lt Rolls destroys one Macchi 202 and probably destroys another; Squadron Sgt Mclennan destroys one ME 109. .

1205 hrs . Six Spitfires 1435 Squadron are scrambled. F/Lt Mcleod destroys one ME 109; Sgt McLennan and Sgt 1446-1510 hrs Nine Spitfires 126 Squadron are scrambled to intercept. W/Cdr Hanks destroys two ME 109s.

1640 hrs Squadron S/Ldr Lovell destroys one JU 88; F/Sgt Scott destroys one Re 2001. P/O Walten, F/Sgt Scott and Sgt Hawkins probably destroy one JU 88 each.

2120-2205 hrs Malta fighters are airborne: one attacks and destroys a HE 111 which jettisons its bombs during the engagement.

2120-2205 hrs Two Beaufighters 89 Squadron Luqa are airborne to intercept; F/O Shipard destroys one enemy bomber.

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13 October 1942: Today M alta claimed the 1000th enemy aircraft destroyed since Italy entered the war in June 1940. The milestone was reached during the heaviest air raid on the Island since 10 M ay. .

AIR RAIDS DAWN 13 OCTOBER TO DAWN 14 OCTOBER 1942 “0705-0729 hrs . Eight Spitfires 1435 Squadron Luqa are scrambled to intercept. P/O Walten destroys one JU 88; P/O Pinney probably destroys one ME 109 and damages one JU 88.

1007 hrs . Eight Spitfires 126 Squadron and eight of 1435 Squadron Luqa are scrambled to intercept.

Squadron Sgt Hawkins destroys one JU 88; F/Sgt Scott destroys one ME 109 and damages one JU 88. 126 Squadron WO Farquharson probably destroys one ME 109; .1310 hrs Air raid alert. Eight Spitfires 126 Squadron are scrambled and engage raiders. F/Lt Jones destroys one ME 109; F/O smith destroys one Macchi 202. F/Sgt Carey probably destroys one JU 88 and W/O Farquharson one ME 109. .

1611 hrs Air raid alert. Eight Spitfires 1435 Squadron are scrambled to intercept. Sgt [White]destroys one JU 88 and F/Lt McLeod destroys one Macchi 202.

1630 hrs The Spitfires of 229 and 249 Squadrons then launch an attack on the fighters and bombers and a general dogfight ensues. 229 Squadron P/O Nash destroys one JU 88; W/Cdr Donaldson damages another. His and one other Spitfire are damaged in combat and crash land at Ta Qali: neither pilot is hurt. Total enemy casualties are two JU 88s, two ME 109s, three Macchi 202s and one Re 2001 destroyed; three JU 88s damaged”. .

OPERATIONS REPORTS TUESDAY 13 OCTOBER 1942 “Having downed one JU 88, Beurling spotted a fellow Spitfire under fire from a band of Messerschmitts and attacked, downing the leading fighter. Another JU 88 bomber returned fire, wounding Beurling in the arm and hand. He broke off and climbed, before turning to pursue another ME 109 on the tail of a Spitfire. Beurling’s fire shot off the wing of the Messerschmitt and it spiralled downwards as he watched. The moment’s distraction was nearly fatal: cannon shells from another ME 109 ripped into his Spitfire from below, badly injuring his heel, elbow and ribs and setting the aircraft on fire.”

“0707 hrs Nine Spitfires 126 Squadron Luqa are scrambled to intercept and attack just north of Grand Harbour. F/Lt Rolls destroys one JU 88; Sgt Park and F/O Wallace each destroy one ME 109. Sgt Park also probably destroys one JU 88; Sgt Hending and F/Sgt Bush each damage one. One Spitfire is lost and two damaged: pilots are unhurt.

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1026-1056 hrs Total enemy casualties three JU 88s and two ME 109s destroyed; one JU 88 and one ME 109 probably destroyed; six JU 88s and three ME 109s damaged.

1300 hrs Nine JU 88s approach the Island, closely escorted by fighters. Seven Spitfires 249 Squadron are scrambled to intercept. P/O Beurling destroys two ME 109s and one JU 88. P/O Giddings destroys one ME 109. F/Lt Hetherington probably destroys one JU 88; Sgt Wynn probably destroys one ME 109.

1305 hrs Eight Spitfires 229 Squadron are scrambled to intercept. P/O Parkinson destroys one Macchi 202; S/Ldr Stephens destroys one Re 2001 and damages on JU 88. Two Spitfires are damaged in combat; pilots are unhurt. .

1510-1535 hrs Air raid alert. 35 aircraft including 7 JU 88s approach the Island and are intercepted 15 miles north east of Zonqor. Four ME 109s and one Re 2001 are destroyed; one JU 88 is probably destroyed” AIR RAIDS DAWN 15 OCTOBER TO DAWN 16 OCTOBER 1942 “0650 hrs A massive formation of some 60 enemy fighters escorting six JU 88s approach the Island. Eight Spitfires 249 Squadron Ta Qali are scrambled to intercept and are attacked by ME 109s: Sgt Wynn destroys one.

1616 hrs Air raid alert. Eight Spitfires 249 Squadron attack the enemy formation head-on over Kalafrana Bay, causing them to jettison their bombs. S/Ldr Woods destroys one ME 109; P/O Yates and Sgt Stead probably destroy one ME 109; several other enemy aircraft are damaged. 1st Bn Cheshire Regt report seeing two enemy bombers crashing into the sea just off Grand Harbour. The port engine of one had been shot off”.

AIR RAIDS DAWN 16 OCTOBER TO DAWN 17 OCTOBER 1942 “0701 hrs . 126 Squadron Sgt Park destroys one ME 109.

0950 hrs More than 60 enemy aircraft approach the Island. Eight Spitfires 229 Squadron are scrambled to intercept and engage enemy aircraft. Sgt Francis destroys one ME 109; Sgt Ballantyne and P/O Reynolds each damage one JU 88.

0952 hrs F/Lt McLeod destroys one ME 109.

1010 hrs Six Spitfires 249 Squadron make a head-on attack on bombers as they bomb the airfield. F/Sgt Lara destroys one JU 88;.

1615 hrs . Seven Spitfires 1435 Squadron and ten 126 Squadron are scrambled to intercept. 126 Squadron Sgt Cherran destroys one JU 88; Sgt Marshall probably destroys one ME 109; 1630 hrs 4th Bn Heavy Ack Ack Regiment guns at XHB 8 claim a direct hit on one JU 88 which is then seen to crash into the sea: claim one JU 88 destroyed.

0246-0335 hrs Air raid alert. Six enemy aircraft approach the Island; only one crosses the coast. All bombs are dropped in the sea. Malta fighters are airborne: no engagement. Heavy Ack Ack fire”.

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OPERATIONS REPORTS FRIDAY 16 OCTOBER 1942 “Two highly decorated Luftwaffe ‘gruppenkommandeure’ (group commanders) were killed in air battles over Malta today.

GKmdr Major Heinrich Paekpcke was pilot of the leading JU 88 of seven bombers attacking early this morning when his aircraft was involved in a head-on collision with a Spitfire just off the coast to the south east of Valletta. Both pilots were killed instantly, although the three other Luftwaffe crewmen seen to bail out before the bomber hit the water.”

AIR RAIDS DAWN 17 OCTOBER TO DAWN 18 OCTOBER 1942 “0645 hrs . 126 Squadron P/O Thompson, W/Cdr Hanks and P/O Stevenson each destroy one JU 88; F/Sgt Varey destroys one ME 109. Sgt Yeatman and F/Sgt Varey probably destroy one JU 88 each. 1435 Squadron S/Ldr Lovell damages one JU 88. F/Lt Jones crashes into a JU 88, bringing it down:.

1133 hrs F/Lt Hetherington destroys one JU 88; P/O Giddings destroys one ME 109. P/O Seed probably destroys one JU 88; Sgt Budd probably destroys one ME 109 1158 hrs Six Spitfires 229 Squadron attack five JU 88s with fighter escort and six ME 109 fighter bombers head on. F/Lt Parkinson destroys one ME 109. .1210 hrs Sgt Tiddy destroys one JU 88 which is seen to crash into the sea at 1232 hrs 1810 hrs . Heavy Ack Ack fire. One HE 111 is destroyed.”

brIstol blenhIem bomber SPECIFICATION

WINGSPAN 56 ft 4 in (17.17 m),LENGTH 42 ft 7 in (12.98 m).HIEGHT;9 ft 10 in (3.0 m),ENGINES 2 × Bristol Mercury XV radial engine, POWER;920 hp (690 kW) each,WEGHT;9,790 lb (4,450 kg),SPEED ; 198 mph (172.25 kn, 319 km/h),RANGE1,460 mi (1,270 nmi, 2,351 km),ARMAMENT1 × .303 in (7.7 mm) Browning machine gun in port wing,1 or 2 × .303 in (7.7 mm) Browning guns in rear-firing under-nose blister or Nash & T hompson FN.54 turret, 2 × .303 in (7.7 mm) Browning guns in dorsal turret,BOMBS1200 lb (540 kg),4 × 250 lb (113 kg) bombs or 2 × 500 lb (227 kg) bombs internally and 8 × 40 lb (18 kg) bombs externally

HIS TORY The Bristol Blenheim was a British light bomber aircraft designed and built by the Bristol Aeroplane Company that was used extensively in the early days of the Second World War. It was adapted as an interim long-range and night fighter, pending the availability of the Beaufighter. It was one of the first British aircraft to have all-metal stressed-skin construction, to utilise retractable landing gear, flaps, powered gun turret and variable pitch propellers. The aircraft was all-metal with two Bristol Mercury VIII air-cooled radial engines, 52

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each of 860 hp (640 kW). It carried a crew of three - pilot, navigator/bombardier and telegraphist/air gunner.

Armament comprised a single forward-firing .303 in (7.7 mm) Browning machine gun outboard of the port engine and a .303 in (7.7 mm) Lewis Gun in a semi-retracting Bristol Ty pe B M k I dorsal turret firing to the rear. From 1939 onwards, the Lewis gun was replaced by the more modern .303 in (7.7 mm) Vickers VGO machine gun of the same calibre. A 1,000 lb (450 kg) bomb load could be carried in the internal bay.

CIRCUMS TANCE OF LOS S On 13 December 1941, the Blenheim was sent out on a bombing raid but was attacked by enemy aircraft only after few minutes after departure. Fearing that the damage would make the runway inoperable if it crash-landed on it, the tower ordered the pilot to bail out and ditch the bomber into the sea, which he and his two crew successfully achieved, escaping with only minor injuries.

DIVING INFO BOAT DIVE. The remains of this aircraft have diminished in recent years, possible due to the constant use of grapples rather than an off wreck shotline , the aircraft lies upright on a sandy bed at 42 mtrs at Xorb lG hagi n, Wings and engine are intact, although the left engine propellers are missing. With the cockpit cover missing the seat and controls can easily be viewed. The engines are expose showing detail of the 920hp M ercury engines.

The fuselage is separated and lies upside down. Her undercarriage is still in place, fully retracted under her wings, housed in the engine casing.

brIstol beaufIGhter

SPECIFICATIONS

WINGSPAN;57FT10”, LENGTH;41FT4”,ENGINES; 2 × Bristol Hercules 14-cylinder radial engines, POWER , 1,600 hp (1,200 kW) each,WEIGHT; 15,592 lb (7,072 kg),SPEED ; 320 mph (280 kn, 515 km/h) at 10,000 ft (3,050 m).RANGE; 1,750 mi (1,520 nmi, 2,816 km),ARM AM ENT;4 X 20M M CANNON,.303 BROWNING M ACHINE GUN,8X 60 LD ROCKETS

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HISTORY No. 272 Squadron Royal Flying Corps was formed on 25 July 1918 and operated DH.6s from M achrihanish, Scotland on anti-submarine patrols and disbanded on 5 M arch 1919.The squadron reformed on 18 November 1940 at RAF Aldergrove. It received Blenheims and then converted to Beaufighters. It was then based in Crete to provide protection for convoys and at Luqa, M alta and Sicily following Op eration Husky. As the allied forces advanced into Italy it moved to Alghero and Foggia and it disbanded at Gragnano on 30 Ap ril 1945.

Designated as the Beaufighter in March 1939, four prototypes and seven pre-production aircraft were ordered, followed by production aircraft (Beaufighter M k.I) powered by the Bristol Hercules engine.

The first prototype (R2052) was flown unarmed on 17th July 1939 and two types were developed as the Beaufighter M k.1F for Fighter Command and a Beaufighter M k.1C for Coastal Command. The Beaufighter M k.II however was p urely a night fighter version and was equipped with much improved Merlin XX engines.

The next full production variant was the Beaufighter M k.VI, fitted with the more powerful Hercules VI and XVI engines and it was this variant that was used as a maritime strike aircraft, carrying rockets or an 18 inch torpedo.

No.272 Squadron was formed as a home-based shipping escort squadron during 1940, but sp ent most of the war serving as a long range fighter squadron in the M editerranean theatre.

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The squadron was reformed on 19 November 1940 around one flight from No.235 Squadron and one flight from No.236 Squadron. The newly formed squadron was thus able to go into action on the very next day, and it used its Blenheim fighters to provide shipping escort patrols over the winter of 1940-41.

In Ap ril 1941 the squadron was withdrawn to convert to the Bristol Beaufighter, in preparation for a move to Egypt. The first aircraft flew from the UK to Egypt on 24-28 M ay, and on 29 M ay it was rushed north to help cover the evacuation of Crete.

Each new aircraft was thrown into this battle as it arrived.

The squadron was complete by 1 June 1940, and was the first properly equipped long range fighter squadron to reach the Mediterranean theatre. It was thus used for a wide range of missions, with convoy escort and intruder missions most important. The squadron took part in Op eration Crusader in November 1941, and continued to carry out ground attack missions against German and Italian targets in North Africa between the major battles.

In November 1942 the squadron moved to M alta, from where it continued to carry out ground attack missions, this time against targets on Sicily. In September 1943 the squadron moved onto Sicily to extend the range of its operations over Italy, and in February 1944 it moved to Sardinia, from where it could reach targets in the north of Italy and the south of France. M any squadrons that moved to Sardinia later moved to the south of France before being disbanded early, but No.272 was not amongst them. In September 1944 it moved to the Italian mainland, and carried out attacks on targets around the Adriatic .The squadron flew its last operation on 18 Ap ril 1945, and was disbanded two weeks later, on 30 April 1945.

CURCUM STANCE OF LOSS This Beaufighter of RAF 272 Squadron crashed into the sea straight after taking off from Ta' Quali airport on 17 M arch, 1943.Pilot Sgt Donald Frazee radioed in to report engine trouble and, after alighting on the water, he and his navigator, Sgt Sandery were collected by local fishermen.

DIVING INFORM ATION BOAT DIVE. A substantial Amount of this iconic British fighter bomber remains, upside down in 38 mtrs of water off St Julians. Descending the shot in clear water the remains quickly come into sight. Lying on a clean sandy bed the wings reach out their tips just covered in sand. Flanking the central fuselage, the engine casing also houses the under carriage, which appear to have been lowered as if for landing. Thus they stand proud covered in a photographic red sea squirt. The tyres have been displaced from their hubs. but the mechanism is virtually intact.

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The 14 cylinder radial engines details are very clear, and certainly help to confirm her ty pe. The port engine still retains its propeller while the starboard prop is missing. The fuselage is partially buried into the sand, but clear enough for an insp ection of the interior.

With the aerolons torn off the sectional detail of the wings can be seen, with many of the cables and pulleys bared open.

The remains of the tail boom, separated from the fuselage right behind the wings, lay some 2m from the main section of the Beaufighter. The tail fin is missing possibly buried in the sand.

Tall algea growth rises from the wreckage and two banded bream are in residence. While this is not a huge area of wreckage, the historical interest of the aircraft makes it a unique and worth while dive. The clear water and strong ambient light makes it a great dive for the photographer too.

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consolIdated lIberator bomber b24 Consolidated B-24 Liberator was an American four-engine heavy bomber. The Liberator carried a crew of up to 10. The pilot and co-pilot sat alongside each other in a well glazed cockpit. The navigator and bombardier, who could also double as a nose or wiggly ear gunner (guns mounted in the sides of the aircraft nose), sat in the nose, fronted on the pre-B-24H models with a well-framed "greenhouse" nose with some two dozen glazed panels in total, with two flexible ballmounts built into it for forward defensive firepower using .30 caliber (7.62 mm) Browning M 1919 machine guns. Later versions were fitted with a powered twin- .50 caliber (12.7 mm) M 2 Browning machine gun nose turret The radio/radar operator sat behind the pilots, facing sideways and sometimes doubled as a waist gunner. The upper gun turret, when fitted, was located just behind the cockpit, in front of the wing, and was op erated by the flight engineer, who sat adjacent to the radio operator behind the pilots. In the tail, up to four crew could be located in the waist, operating waist guns, a retractable lower ball turret and a tail gun turret matching the nose turret. The waist gun hatches were provided with doors, with the ball turret required to be retractable for ground clearance when preparing to land, as well as for greater aerodynamic efficiency.

The tail gunner's powered twin-gun turret was located at the end of the tail, behind the tailplane. almost 19,000 units being produced across a number of versions.

The B-24 featured a tricycle undercarriage, the first American bomber to do so, with the main gear extending out of the wing on long, single-oleo strut legs. It used differential braking and differential thrust for ground steering, which made taxiing difficult.

SPECIFICATION WI NGSPAN;100ft,LENGTH;67ft,HIEGHT;18ft,ENGINES Pratt and Whitney R 1830 supercharged radial e ngines,POWER; 4 X1200BHP,WEIGHT;36.500LB, SPEED; 300MPH,RANGE;3700 MILES,ARMAMENT;10 x .50 ca l ma chine guns, BOMBS 8000lb payload CIRCUMSTANCES OF LOSS On 6th M ay 1943 this Liberator 42-40112 was on a mission with five other planes from United States Army Air Force base in Libya to southern Italy, where it was hit by anti-aircraft fire.

The bomber developed engine problems and crash landed into the sea off Benghisa Point in southern M alta. Liberator hit the water wheels down, turned completely over and floated upside down. The plane floated for about five minutes, then the tail went down first and the nose was last to submerge. The 10member crew survived except for one, who was never found.

DIVING DETAILS The wreck now lies at a depth of 90 mtrs off Benghisa Point and is extremely well dispersed 57

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de haVelland mosQuIto The de Havilland DH.98 M osquito was a British twin-engine shoulderwinged multi-role combat aircraft. The crew of two, p ilot and navigator, sat side by side. It served during and after the Second World War. It was one of few operational front-line aircraft of the era whose frame was constructed almost entirely of wood When M osquito production began in 1941 it was one of the fastest operational aircraft in the world. Entering service in late 1941, the first M osquito variant was an unarmed high-sp eed, high-altitude photo-reconnaissance aircraft. Subsequent versions continued in this role throughout the war. The first M k. B.IV bomber, serial no.

W4064, entered service with No. 105 Squadron on 15 November 1941. From mid-1942 to mid-1943, M osquito bombers flew high-sp eed, medium or low-altitude daylight missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From June 1943, M osquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs – 4,000 lb (1,800 kg) "cookies" – in high-altitude, high-sp eed raids that German night fighters were almost powerless to intercept.

As a night fighter from mid-1942, the M osquito intercepted Luftwaffe raids on Britain, notably those of Op eration Steinbock in 1944. Starting in July 1942, M osquito night-fighter units raided Luftwaffe airfields. As part of 100 Group , it was flown as a night fighter and as an intruder sup porting Bomber Command heavy bombers that reduced losses during 1944 and 1945.

The M osquito fighter-bomber served as a strike aircraft in the Second Tactical Air Force (2TAF) from its inception on 1 Jun 1943. The main objective was to prepare for the invasion of occupied Europe a year later. In Op eration Overlord three M osquito FBVI Wings flew close air sup port for the Allied armies in co-operation with other RAF units equipped with the North American B-25 M itchell medium bomber. In the months between the foundation of 2TAF and its duties from D day onwards, vital training was intersp ersed with attacks on V-1 flying bomb launch sites. [12] The M osquito FBVI was often flown in sp ecial raids. One of the best-known was Op eration Jericho – an attack on Amiens Prison in early 1944. Other 2TAF operations included precision attacks against military intelligence, security and police facilities (such as Gestapo headquarters).

From 1943, M osquitos with RAF Coastal Command attacked Kriegsmarine U-boats and intercepted transport ship concentrations. After Op eration Overlord, the U-boat threat in the Western Approaches decreased fairly quickly, but corresp ondingly the Norwegian and Danish waters posed greater dangers. Hence the RAF Coastal Command M osquitos were moved to Scotland to counter this threat. The Strike Wing at Banff stood up in September 1944 and comprised Mosquito aircraft of No’s 143, 144, 235 and 248 Squadrons Royal Air Force and No.333 Squadron Royal Norwegian Air Force.

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SPECIFICATION WINGSPAN 13.57 LENGTH16.52 HIEGHT5.3 m, ENGINES Two Rolls-Royce M erlin 76/77 (left/right) liquid-cooled V12 engine POWER, 1,710 hp (1,280 kW) each 1710 h.p. (rhp)WEIGHT; 13,356 lb (6,058 kg) SPEED 361 knots RANGE 782 nmi (900 mi (1,400 km)) with 410 gal (1,864-litre) fuel load at 20,000 ft (6,100 m) ARM AM ENT Guns: 4 Ă— 20 mm (.79 in) Hisp ano M k II cannon (fuselage) and 4 Ă— .303 in (7.7 mm) Browning machine guns (nose) CIRCUM STANCE OF LOSS Lieutenant (A)1 M .D. Stanley, R.N.2, the pilot of a Mosquito aircraft which crashed into the sea off Delimara Point on Saturday morning, has still not been found and is presumed to have sank with his aircraft.

The crash occurred when the M osquito, an aircraft from 728 Squadron, Hal Far, on a mail run from M alta to Bone, signaled that the starboard engine was giving trouble and that it was returning to Hal Far after gaining height.

The aircraft hit the sea about half a mile from the coast, the force of the impact breaking both legs of the observer, Lieutenant (A) R. M arshall. managed to escape from the aircraft, but nothing was seen of the pilot.

He

was

taken

to

Bighi

Naval

Hospital

A Sea Otter amphibian aircraft piloted by Lieutenant (A) C.H. Wines made a gallant attempt to land on the heavy swell and pick up the observer who was endeavouring to swim to the shore, but on touching the sea the starboard wingtip struck the surface thereby preventing the Sea Otter from taking off. Lieutenant Wines and his observer, A.R.E.3 H. Barker, abandoned the aircraft which was being swept on to the rocks off Delimara.

An R.A.F.4 air-sea rescue launch appeared on the scene at high sp eed and picked up the observer of the M osquito who was by this time in a semi-conscious condition.

The destroyer H.M .S.5 Volage arrived soon afterwards and picked up the crew of the damaged Sea Otter, another Sea Otter and and a naval Seafire fighter circling in the vicinity of the crash searching for the missing pilot. The Sea Otter was eventually driven ashore on the rocks at Delimara,

DIVE DETAILS BOAT DIVE .The M osquito Bomber wreck is located about 500 m off the coast of Delimara Point on the east side of M alta. This is a deep boat dive for experienced divers with sometimes strong currents. The airplane wreck lies up side down at 40 m depth on a seabed of sand and small reefs. The wooden parts of the plane have well decayed and there is no sup erstructure left. The remains consist of the two engines and a twisted metal frame and mass of cables between them. The aluminium tail is mostly buried in the sand, and there are miscellaneous metal parts around the main plane wreckage. The engines are intact and starboard engine still has its propeller attached.

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faIrleY swordfIsh SPECIFICATION WINGSPAN; 45 ft 6 in[47] (13.87 m),LENGTH 35 ft 8 in (10.87 m),HIEGHT; 12 ft 4 in (3.76 m) ENGINES 1 × Bristol Pegasus IIIM .3 radial engine, POWER; 690 hp (510 kW),WEGHT; 4,195 lb (1,900 kg),SPEED 143 mph with torpedo at 7,580 lb (230 km/h, 124 knots) at 5,000 ft (1,450 m),RANGE 522 mi (840 km, 455 nmi) normal fuel, carrying torpedo,ARM AMENT;1 × fixed, forward-firing .303 in (7.7 mm) Vickers machine gun in upper right fuselage, breech in cockpit, firing over engine cowling,1 × .303 in (7.7 mm) Lewis or Vickers K machine gun in rear cockpit,BOM BS; 1 × 1,670 lb (760 kg) torpedo or 1,500 lb (700 kg) mine under fuselage or 1,500 lb total of bombs under fuselage and wings.

HISTORY The Fairey Swordfish was a biplane torpedo bomber designed by the Fairey Aviation Company. Originating in the early 1930s, the Swordfish, nicknamed "Stringbag", was operated by the Fleet Air Arm of the Royal Navy,. It was initially operated primarily as a fleet attack aircraft; during its later years, the Swordfish became increasingly used as an anti-submarine and training platform. The type was in frontline service throughout the Second World War, but it was already considered obsolescent at the outbreak of the conflict in 1939.

Nonetheless, the Swordfish achieved some sp ectacular successes during the war; notable events included sinking one battleship and damaging two others of the Regia M arina (the Italian Navy) during the Battle of Taranto, and the famous attack on the Bismarck, which contributed to her eventual demise. By the end of the war, the Swordfish held the distinction of having caused the destruction of a greater tonnage of Axis shipping than any other Allied aircraft The Swordfish also flew a high level of anti-shipping sorties in the M editerranean, many aircraft being based at M altaGuided by aerial reconnaissance from other RAF units, Swordfish would time their attacks in order to arrive at enemy convoys in the dark to elude German fighters, which were effectively restricted to daytime operations. While there were never more than a total of 27 Swordfish aircraft stationed on the island at a time, the ty pe succeeded in sinking an average of 50,000 tons of enemy shipping per month across a nine-month period. During one record month, 98,000 tons of shipping were reportedly lost to the island's Swordfishequipped strike force. The recorded Swordfish losses were low, esp ecially in relation to the high sortie rate of the aircraft CIRCUM STANCE OF LOSS the plane took off in 1943 from RAF Hal Far airfield, and shortly after developed engine trouble , the pilot making a controlled landing at sea. The crew were rescued by off duty soldiers 3 miles off Sliema DIVING DETAILS

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The remains of the wreck lie in 60 trs 3 miles out of Sliema. It sits up right on the sea bed, the upper wings missing , but the 3 bladed propeller is still attached to the engine. The rest of the wreckage is framework, with the canvas skin long since gone. The general outline of the lower wings are still evident slightly buried in the sand, The wreckage footprint is very small area, however this is very nostalgic dive on an iconic WW2 aircraft, sy noptic with Malta .

junKers ju88 The Axis resolved to bomb or starve M alta into submission, by attacking its ports, towns, cities, and Allied shipping sup plying the island. M alta was one of the most intensively bombed areas during the war.

The Luftwaffe (German Air Force) and the Regia Aeronautica (Italian Royal Air Force) flew a total of 3,000 bombing raids over a period of two years in an effort to destroy RAF defences and the ports The Junkers Ju 88 was a German World War II Luftwaffe twin-engined multirole combat aircraft. Junkers Flugzeug- und M otorenwerke (JFM ) designed the plane in the mid-1930s as a so-called Schnellbomber (fast bomber) that would be too fast for fighters of its era to intercept. It suffered from a number of technical problems during its development and early operational periods but became one of the most versatile combat aircraft of the war. Like a number of other Luftwaffe bombers, it served as a bomber, dive bomber, night fighter, torpedo bomber, reconnaissance aircraft, heavy fighter and at the end of the war, as a flying bomb.[2] Desp ite protracted development, it became one of the Luftwaffe's most important aircraft. The assembly line ran constantly from 1936 to 1945 and more than 16,000 Ju 88s were built in dozens of variants, more than any other twin-engine German aircraft of the period. Throughout production the basic structure of the aircraft remained unchanged.

The Junkers Ju 88 was a World War II Luftwaffe twin-engine, multi-role aircraft. It was one of the most versatile combat aircraft of the war, with various roles including bomber, close-sup port aircraft, nightfighter, torpedo bomber, reconnaissance aircraft, heavy fighter, as well as a giant flying bomb in the M istel project.

There were 15,000 aircraft built during the Second World War. At its core, the Ju 88 was simple twin-engine monoplane sy stem built around a thin pencil-like fuselage with a single vertical tail surface. The crew compartment was fitted to the extreme forward portion of the fuselage and held accommodations for up to four personnel. The aircraft had provisions for an internal and later external bomb loadouts along with a defensive array of machine guns of various types.

Production models of the Ju 88 entered service by the end of 1939 and in time for World War II. It als o took part in the 1940 summer offensive against England in the “Battle of Britain”, serving the gamut of roles in varying forms, with some aircraft featuring rocket-assisted takeoff for quick action response.

The Ju 88 proved to be a versatile component to the Luftwaffe arsenal. It represented the fastest of the German bombers available and much was made with its advantage in speed. The system would go on to be fielded on every front that Germany was fighting on and was also well-noted for its anti-shipping capability against the Allied convoys.

“During the first day of May 1941 the 2(F)./123 flew some sorties over Malta and on 9 May 1941, the Ju 88 4U+LK was shot down between Lampedusa and Malta by a Beaufighter of the RAF No 252 Squa dron” 61

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“in the morning the Ju 88 3Z+BM of Stab II./KG 77 was shot down in the sea by Flt Lt Carpenter of 126 Sqn. The pilot was Hptm Eberhard Stahle.” “in the evening Plt Off Winton of 1435 Flight intercepted a Ju 88 at 2020 hrs and set it on fire over Valetta with many witnesses. The searchlights followed it until it crashed in the sea with a violent explosion.”. “ RAF pilots claimed one Ju 88 shot down (by Carpenter) and two other damaged, but the German formation was small (three Ju 88s) and I doubt II./KG 77 and KGr 606 would be both involved in such a small raid, so the KGR 606 aircraft might have been attacked by Tyson and survived.” ”Ju 88 A-4 7T+XH WNr 1400 of 1./KGr 606 on 28 December 1941. Three crew, Lt Herbert Beiwal (pilot), Uffz Herbert Diem (obs erver) and Gefr Ludwig Penader (air gunner)) are listed as killed, the fourth one, Gefr Eberhard Weisspflug (radio), is missing.

SPECIFICATION WINGSPAN; 65FT, LENGTH; 47FT, HIEGHT; 16FT, ENGINES; 2 X JUNKERS JUM O 2IIJ, POWER;1410BHP, WEIGHT;17750LBS, SPEED ;276MPH,RANGE;1565MILES,ARMAMENT; 5 X M G81,BOM BS; 7930LBS

DINING DETAILS BOAT DIVE.The remains of this iconic German bomber lie in 55 mtrs on a flat clean seabed inhabited by sea urchins and two banded bream. Its size quite evident At a glance, to the untrained eye or those without aviation knowledge as the wreck is approached it appear the plane is up right .However the cutaway is from her dorsal gondolier and allows for a close inspection of the racked electrics which packed the walls of the fuselage-albiet upside down.

There are at least 6 racks of components revealing the sop histicated electronics and avionics, which enabled the plane to flight at night as well as daytime 62

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operations. It even had VDM electronically controlled variable pitch propellers. The glass sections of the nose, canopy and gondola probably disintegrated on impact, aiding this appearance. This feature of the plane is fascinating in its own right. On either wing , inboard of The engine /undercarriage casing are the twin bomb racks which would each carry one bomb per cradle .Both wings reach out away from the fuselage their tips buried i nto the sand. Aerlons look dislodged a nd lie on the wi ngs themselves. One of the Jumo Engines has broken a wa y from its housing a nd l ies at an a ngle away from cas ing a nd can be closely examined. Two of her MG81 Machi ne guns protrude from their gimbal pods pointing s kywa rd, a lthough in real life would be fa cing downward, operated from within the underbelly gondola. Remains of the twi sted cockpit lie of to one s ide, with much of the framework covered i n red s ea s quirts, and again the mg81 ma chi ne guns protrude out of the smashed cockpit canopy

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locKheed p2 neptune

WI NGSPAN; 100 ft 0 in (30.48 m),LENGTH;77 ft 10 in (23.72 m),HIEGHT; 28 ft 4 in (8.56 m),ENGINES 2 Ă— Wright R-3350-26W Cyclone-18 radial engine.POWER;3,200 hp (2,386 kW) each,WEGHT34,875 lb (15,819 kg), SPEED 278 kn (313 mph) (515 km/h),RANGE3,458 nmi (3,903 mi) (6,406 km) (des ignated P2V by the United States Navy prior to September 1962) was a Maritime patrol and anti-submarine warfare (ASW) aircraft. It was developed for the US Navy

by Lockheed to replace the Lockheed PV-1 Ventura and PV2 Harpoon, and was replaced in turn by the Lockheed P-3 Orion. Designed as a land-based aircraft, the Neptune never made a carrier landing, although a small number of aircraft were converted and deployed as carrier-launched, stopgap nuclear bombers which would have to ditch or recover at la nd bas es. The type was successful in export and saw service with several armed forces.

Development of a new land-based patrol bomber began early in World War II, with design work starting at Lockheed's Vega subsidiary as a private venture on 6 December 1941. At first, the new design was considered a low priority compa red to other aircraft in development at the time, with Vega als o developing and producing the PV-2 Harpoon patrol bomber.

On 19 February 1943, the U.S. Navy signed a letter of intent for two prototype XP2Vs, which was confirmed by a formal contract on 4 April 1944 with a further 15 aircraft being ordered 10 days la ter. It was not until 1944 that the program went into full swing.[3] A major factor in the design was ease of manufacture and maintenance, and this may have been a major factor in the type's long life and worldwide success. Th e first aircraft flew in M ay 1945. Production began in 1946, and the aircraft

was accepted into service in 1947. Potential use as a bomber led to successful launches from aircraft carriers.

Beginning with the P2V-5F model, the Neptune became one of the first aircraft in operational service to be fitted with both piston and jet engines. The Convair B-36, several Boeing C-97 Strato freighter, Fairchild C123 Provider, and Avro Shackleton aircraft were also so equipped. To save weight and complexity of two separate fuel sy stems, the Westinghouse J34 jet engines on P2Vs burned the 115–145 Avgas fuel of the piston engines, instead of jet fuel. The jet pods were fitted with intake doors that remained closed when the J-34s were not running. This prevented windmilling, allowing for economical piston-engine-only long-endurance search and patrol operations. In normal US Navy operations, the jet engines were run at full power (97%) to assure take off, then shut down up on reaching a safe altitude. The jets were also started and kept running at 64

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flight idle during low-altitude (500-foot (150 m) during the day and 1,000-foot (300 m) at night) antisubmarine and/or anti-shipping operations as a safety measure should one of the radials develop problems.

Normal crew access was via a ladder on the aft bulkhead of the nosewheel well to a hatch on the left side of the wheel well, then forward to the observer nose, or up through another hatch to the main deck. There was also a hatch in the floor of the aft fuselage, near the sonor buoy chutes.

CIRCUM STANCE OF LOSS Crashed during a routine landing at Luga airport. All salvagable parts were salvaged and the carcass dumped into the sae where it now lies

DIVING DETAILS.BOAT DIVE. Lying on sand at 30 mtrs the central section of the body, inner wing sections and engine housings are upright. The fuselage section allows for an easy swim through, allowing for an appreciation of the size of this aircraft. The port engine casing is partially buried in the sand, while the starboard housing stands free due to the undercarriage assembly which is in the down position, the wheel hub deep into the sand, sup porting the engine casing and is covered in colourful encrusting sp ecies. Had this plane been intact it would have been a substantial wreck- Never the less the remains are sufficient to offer a good second dive-especially at 30mtrs with eanx 30. The colouration of the wreckage, light sand and good clear water does offer some interesting photographic opportunities. There is also an almost obligatory school of bream to add to the subject matter.

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other tarGets The RAF Re scue services records from Malta during WW2 reveal some a mazing s tatistics and could possibly be a great aid to locating more aircraft wrecks. The RAF operated 13 l aunches rescuing over 270 a i rcrew. It i s uncertain which of these rescues were from bailouts or ditchings-.Those aircraft built of wood(eg Hurricanes and Mosquito’s) will have scant remains, but more s ubstantial craft which had ditched ma y we l l provide a good sonar trace. Gi ven a reas of flat terrain larger aircraft would give a good tra ce.

WELLI NGTON BOMBERS

There a re records of six of these bombers entire crews being picked up-suggesting a ditching rather than a mi d a ir bailout LIBERATORS

Two reports of entire crews being picked up-one possible from the list above 28/04 /43 a nd 06/05/43 The records also reveal the following downed planes where crew we re rescued; BRITISH ; Supermarine Spitfire -58.Hawker Hurricane- 15,Bristol Beaufighter-10,Bristol Beaufort- 1

Vi cke rs Wellington - 8,Fairley Al bercore- 2,Fairley s wordfish- 4, Fairley Fulmar- 2, Gl oster Gladiator- 1,De ha viland Mosquito- 1,Vickers Welesley- 1 66

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AMERI CAN;

Cons olidated Liberator (B24) -3,Reginald Mitchell- 1,Boeing B17- 1,Martin Maryland- 1 Curti s Kittyhawk 1,Curtis Warhawk- 1 GERMAN;

Mes s ersmitt ME109- 6, Hi enkel 111- 2, Junkers ju87 (Stuka)- 4, JUNKERS ju88- 11

ITALIAN ;

CANT Z506 -2,CANT 1007- 2,FI AT BR20M- 1,MACCHI 200- 1,MACCHI 202 -1,SAVOI A MARCHETTI S79- 1, SAVOI A MARCHETTI S84- 2

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PART 4 NORMOXIC WRECKS 40-65 MTRS

H.M.S STUBBORN HELLISPONT HMS EDDY HMS SOUTHWORLD (STERN) EISERRIO THE CABLE WRECK (ex CS LEVANT 11) H.M.T. ST ANGELO DREDGER ANADIAN

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h.m.s. stubborn p 238 Dimensions 217ft x 23ft x11 ft,Disp lacement; 990 tons,Sped; surface 14 knots , submerged 8 knots Armament; 6 x 21� tubes forward, 1 aft, 13 torpedoes, 1 20mm cannon, 3 x .3030 machine guns.

HISTORY Built by C ammell L aird of Birkenhead and launched on 1 1 N ovember 1942, H MS Stubbo rn was a 6 6mlong S- class submarine with a c rew of 4 4 . She was arme d to the te eth with 1 3 to rpedoes that c ould be launched from he r s ix 2 1 in bo w tubes or s ingle s tern tube. She also had a 3 in gun forward of the c onning tower and a 2 0 mm O erlikon machine gun mounted at the stern.

HMS Stubborn was an S-class submarine part of the Third Group built of that class. She was built by Cammell Laird and launched on 11 November 1942. So far she has been the only ship of the Royal Navy to bear the name Stubborn. The S-class submarines of the Royal Navy were originally designed and built during the modernisation of the submarine force in the early 1930s to meet the need for smaller boats to patrol the restricted waters of the North Sea and the M editerranean Sea, replacing the British H class submarines. As part of the major naval construction for the Royal Navy during the Second World War, the S class became the largest single group of submarines ever built for the Royal Navy. A total of 62 was constructed over a period of 15 years, with fifty of the "improved" S-class being launched between 1940 and 1945.

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Stubborn sp ent the war in home waters, operating off the Scandinavian coast, and in the Pacific Far East.While on patrol in the Bay of Biscay, she fired torpedoes at a group of three German submarines (U-180, U-518, U-530) escorted by two destroyers. The torpedoes however missed their targets and the attack was not observed by the Germans. The two escorts were identified by Stubborn as Narvikclass destroyers. The German submarines were returning from patrol and were bound for Bordeaux.

Stubborn also made an unsuccessful attack on a German convoy off the Follafjord, west of Namsos, Norway, and on 11 February 1944, she sank the German merchant Makki Faulbaum and torpedoed and damaged the German merchant Felix D. some 25 miles north-west of Namsos, Norway. She later made an unsuccessful attack on a German convoy of five ships off the Folda Fjord, Norway. Stubborn fired six torpedoes but none found their target. Stubborn was heavily damaged by the German escort ships and had to be towed home, with her crew acting as human "balance weights" to maintain the submarine on an even keel when her after hydroplanes were jammed "hard-a-dive"

.

She sank the Japanese patrol vessel Patrol Boat No.2 (the former destroyer Nadakaze) in the Java Sea. The survivors were shot in the water. She went on to sink a Japanese sailing vessel and an unidentified small Japanese vessel. Stubborn was transferred, arriving in mid 1945, but had a distinguished career there before the war ended.

A more detailed account of her career appears in appendix 1.

CIRCUMS TANCE OF LOS S The Stubborn was scuttled in Ap ril 1945 and was subsequently used by the Royal Navy for target p ractice.

DIVING INFO BOAT DIVE. The depth of this wreck make it ideal for a normoxic trimix dive, LOCATION 4K off Qawra Point. DEPTH 56 mtrs. The site of an intact submarine underwater has to be one of the most evocative images of a divers career. Add to that the fast that it is British and you hA more detaile3d accont of her carer appers in appendix 1ave a world class dive. The clear waters in which HM S STUBBORN lies means her errie shape comes into view early in the decent. The circumstances of her demise means she appears to be intact, and she sits almost bolt upright, just a slight lean over to starboard. She sits on the sea bed,not buried into it, revealing 71

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all her lower features. From the stern the entire boat can be seen, her conning tower (or sail as they are now called) standing proud in the distance, fish swirling around its upper section. Her curved ballast tanks, straddle here hull, leave no sp eculation as to the type of craft. Unlike her German counterparts she has only one stern tube. In one report he stern was blown off. ( she had sustained similar damage early in her career) However this is not the case. Albiet slightly distorted with growth the unmistakable configuration of her stabilising fins and rudder are unmistakable Her twin props remain, covered in marine life.

Her long external shafts run forward into her hull. The deck casings, aft of the conning on the deck house her compressed air cylinders are in a state of decay showing contents. just aft of this is a deck hatch which is well concreted into the hull. The main gun platform protrudes aft from the conning and still has its mount for her 3� gun which has been removed and is covered in marine growth The conning is intact complete with snorkel main and secondary periscopes, although the vertical walls have rotted away in places giving a glimpse of its interior. The primary hatch is open, while the secondary is closed.

Thankfully the former is small and access would be unlikely! There is a forward access hatch in open exposing the inner locking wheel.

Gliding over her sleek sinister lines her upper ‘planes are folded up with her stabilisers horizontal.

Her bow now comes into view with her 21inch tube openings clearly visible, 3 each side. The water clarity allowing for an amazing view. The lean over to starboard is noticeable from this bow angle. This amazing view is achieved by swimming a few mtrs forward of the wreck.

The swim back along her deck allows for a detailed inspection of the foredeck as the conning comes back into view, standing 2 mtrs proud her scope and snorkel pointing sky ward. The navigation deck still has several features from her working life.

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There is a second discrepancy here. In all the specifications and even plans her 3� gun is located forward of the conning, but as can be seen here it’s mount is situated aft, suspended above the high pressure cylinder housing.

It is possible she was modified at some point.

There is no doubt that this is indeed a world class dive, her depth perhaps protecting her from the clod hopping hordes that would no doubt descend on her if they could. There have been reports of this being dived on a single 12 ltrs cylinder. There is no doubt that this dive requires the right equipment, right training, right gas.

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h.m.s. hellespont HISTORY The HM S Hellespont was a paddle driven steam tug boat which was launched in 1910 at Earles Shipbuilders of Hull. She was based in Haulbowline Dockyard, Queenstown Ireland until 1922.She then continued her work in M alta until she was bombed on the 17th of September 1940, during World War II. She was repaired and damaged again on the 6/7th of Ap ril, 1942.and sank at her mooring at Sheer Bastion, M acina. In 1944, she was deemed beyond repair and during the harbour restoration she was raised by floating cranes known as Camels and towed to her present location outside the Grand Harbour.

DIVING DETAILS. Boat dive. The wreck now lies off Rinella in 41 mtrs of water, with he sup erstructure rising up to give a minimum depth of 35 mtrs. This puts it on the fringe of sp ort diving-in the interests of safe diving- and while some operators will allow single tank dives, this wreck is better suited for decompression diving. There are also restrictions in place due to its proximity to the harbour fairways.

The wreck is upright and relatively intact, apart from the missing 15 mtrs of bow section. The stern hosts the steering quadrant, with a framework above. With the wooden deck all now gone access below is relatively easy . The galley deck house, complete with hinged vents sits on a metal plinth, flanked by swim throughs p ort and starboard.

Forward of this the deck open to reveal large machinery and workings, and lower levels are accessible from here.

The main sup erstructure then rises up and along both port and starboard there are access hatches into the deck below. The large funnel casing now comes into view and to either side are the remains of her paddle propulsion sy stem with distinctive curvature casing. The wooden blades also long gone.

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Two huge access hatches flank the telemotor- her steering helm. Again only the bras boss remains, her wooden wheel also disintegrated over the years. From here forward the wreck fades away into the rubble.

hms st. anGelo HIST ORY Built in 1935 by Scott & Sons Co. (Bowling), Bowling this 72 ton t rawler was fit ted with a T riple-expansion T hree-Cylinder Steam Engine. Cyl Dia: 9.5", 15.5"& 26"18"(s) 180lbs - 49NHP by Hughes & Lancaster Ltd, Acrefair .She was 76 ft long

This tug boat was used as harbour transport for Royal Navy officers carrying personnel from St. Angelo to other destinations. During the war it also served for rescue and then as a minesweeper were it hit a mine and sunk. Diving on this wreck is considered dangerous due to its close proximity of the Grand Harbour entrance

DIVING INFORMATION. Lies in 56 mtrs of water,sitting upright .this small wreck is remarkably i ntact with ma ny of he r original features to be s een. A s mall telegraph still s tands proud on the navigation deck along wi th voi ce pipes and other i nstruments,

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h.m.s. southwold

Specifications 1050 tons, 279ft x 31ft x 8 ft driven by2 shaft Parsons geared turbines, 19,000 shp sp eed 14 knts crew of 164.Armament consisted of 6 × QF 4 in Mark XVI guns on twin mounts M k. XIX,4 × QF 2 pdr M k.

VIII on quad mount M K.VII,2 × 20 mm Oerlikons on single mounts P M k.

III,110 depth charges, 2 throwers, 3 racks

HISTORY This Hunt-class destroyer built in 1941 had a very successful but short life sp an of about one year, before running into a floating mine. She took part in the historical 'Second Battle of Sirte' and despite being heavily outnumbered, forced the Italians to withdraw. She now lies in two sections, the largest being the bow while the stern is about 300 meters away. HM S Southwold a Hunt Class destroyer of which the Royal Navy had 86 in its fleet, was built

by White & was launched on the 25/5/41. After completing her trials and work-up, Southwold rounded the Cape as a convoy escort calling at M ombasa on 12/12/41 and joined the 5th Destroyer Flotilla at Alexandria during January 1942. She was immediately in action whilst forming part of the escort for Convoy M W9B between 12 Feb and 16 Feb1942 this convoy failed its objective, out of the three merchant ships in this convoy one was damaged and made it to Tobruk but the other two were sunk. Southwold and the other escorts turned back to Alexandria.

HM S Southwold left again Alexandria on 20th M arch 1942 as an escort to convoy M W10 to M alta. The convoy was under the command of Admiral Philip Vian. The 820 nautical mile journey to M alta was severely attacked both by the Italian war ships and by the Luftwaffe Convoy code named M W10 consisted of the merchantmen Breconshire (10000 GRT), Clan Campbell (7000 GRT) Talabot (7000 GRT) & Pampas (5000 GRT). These cargo ships were escorted by the 15th Cruiser Squadron with a strong destroyer force , and 76

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another scout close escort running ahead with an the anti-aircraft cruiser Carlisle with 4 hunt class destroyers. Admiral Vian’s Cruiser Squadron followed behind with the light cruisers Dido, As soon as the was located by the enemy it was reported to Admiral Iachino of the Italian Navy who hurried to it with his squadron composed of the battleship Littorio and 6 destroyers. At the same time he signaled to another Italian squadron made up of the cruisers Gorizia, Trento, & Giovanni delle Bande Nere accompanied by another 4 destroyers to meet him so as to join forces.

They met on Sunday 22/3/42 and waited for the Convoy in the Gulf of Sirte (Sidra) 150 miles NW of Benghazi.

The Italians had sup erior power. As soon as Admiral Vian knew of the approaching Italian force he moved forward with his small force to stand between the cargo ships and the Italians. When these were sighted later on in the morning of 22 M arch, Vian knew immediately that he was not only heavily outnumbered but also outgunned since Iachino had the 15 inch guns of Littorio, and the 8 inch guns of the cruisers against his 6 inch and the 4 inch guns on his destroyers. So the British laid a smoke-screen to prevent the Italians from taking proper range. They began to dash in and out of the smoke-screen firing damaging salvoes at their sup erior opponents and then doubling up behind the smoke before the Italians could take rangeThe engagement was broken off that morning, but the Italian squadron approached again in the afternoon. This time Admiral Vian closed the range to under 10000 yards and emerging out of the smoke-screen succeeded in hitting the Littorio with a salvo which started a fire on the battleship. The Italians responded and the British cruiser Cleopatra was hit and was severely damaged. A quick counter attack by the British destroyers including Southwold emerging swiftly out of the smoke blanket hit Littorio again by a torp edo and managed to hit also the cruiser Giovanni delle Bande Nere. The Italians withdrew. This was recorded for history as the Second Battle of Sirte.

German airplanes took over the attacks as they were determined to prevent it from reaching M alta and continued their attack on the convoy as the ships approached Malta. When the convoy was a mere 20 miles from Malta the Germans hit Clan Campbell and sank her. But by now the convoy was within reach of fighter protection from M alta. Hurricanes & sp itfires flew out to protect the remaining ships bombs and stopped a few miles off St Thomas Bay, the weather was becoming rough and Breconshire was drifting helplessly towards the shore. The crew on Breconshire managed to anchor the ship 1.5 miles off Zonqor Point. The following Tuesday morning on the 24/3/42 Breconshire was dragging it’s anchors on the sandy bottom, CIRCIMS TANCE OF LOS S Southold was ordered to tow Breconshire but while trying to pass a line to the disabled ship, a mine exploded under her engine room. One officer and four ratings were killed. All power and electrical services were lost, but the diesel generator was started. The engine room flooded but water flooding into the gearing room was held in check by shoring up the bulkhead and by blocking leaks. A tow was attached to Southold by the tug ANCIENT, but the ship’s side plating abreast the engine room split right up to the upper deck on both sides.

She sagged and took a list to starboard and the wounded were transferred to the destroyer Dulverton. The midship portion gradually sank lower and the ship began to work with the swell. She was then abandoned, started to settle with considerable sag and sank in two parts DIVING INFORMATION HM S Southold lies in two sections the bow section is the largest piece, right up to the engine room approximately 40 meter in length is in a depth close to 70 meters completely on its starboard side sections about 1.5 miles (2.4 km) of M arsaskala Bay. The stern section approximately 28 meters long is upright some 300 meters away from the bow section in 72 meters of water, .

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le polYnesIan The Polynesien was built for "La Compagnie des M essageries M aritimes" at La Ciotat in France, Yard #97 in 1890, described a s an ocean liner, like her sister ships "Australien", "Armand Behic" and "Ville De La Ciotat". 1 x 3 cyl. Triple expansion steam engine, 12 x Belleville boilers, 3-masted barque rigged, single shaft, 1 screw, 18 knots .6659tons, 478ft long,52 ft beam 37 ft draught. . It carried 172 passengers in first class, 71 passengers in second class, 109 p assengers in third class and 234 ‘rationnaires’(steerage) In 1891 she started operating between France and Australia, through the Suez Canal. In 1903 they changed her route and operated between France and the Far East mainly transporting passengers to the French Colonies.

In 1914 it op erated towards Australia and New Caledonia, before being dispatched back to Europe

At the outbreak of World War 1 she was converted to a troop ship and fitted with guns fore and aft- making her an armed merchant ship. Thus a U boat commander did not have to give such a vessel warning. UC22 struck her amidships with one torp edo on the 10th August 1918. The ship was on route from Bizerte, Tunisia, to Thessaloniki, Greece. On board was a detachment of cadets and personnel of the Serbian army, including Serb heroine M ilunka Savić. M ost of the cadets survived the sinking, as did Savić, but eleven crew members and six passengers died

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DIVING DETAILS .BOAT DIVE This huge wreck is arguably M alta’s best, at over 400ft long and with several deck levels to explore. The perfect normoxic dive- 65 mtrs to the seabed and 43 to her starboard rail-she lies with a distinctive list to port.

From the bow aft to her engine room she is fully structured, albeit framework with all but all of here wooden decking and bulkheads now gone. The mid-section is somewhat destroyed- a confusion of plates piping fitting handrails and machinery. M ost of the lifeboat decks have collapsed noticeable only by their davits. The huge masts lie over the wreck adding to the confusion. The stern though is intact and is a must- boasting a large gun mounted on its pedestal pointing outward, the surrounding deck again being of iron framework, allowing access below. A single 4 bladed iron prop sticks out of the sand.

Below deck there are at least 3 levels that can be explored-in the stern are the passenger’s quarters with baths and rows of toilets. Cargo holds store motor bike tyres, bottles and pipes and several of the ornate stairwells remain. Penetrating into these lower levels is for the well-equipped and very experienced diver- a sleeve full of badges won’t help you in here! Crockery is strewn everywhere and has suffered from pilfering.

The engine room is tangled mess and took the full force of the blast, but some areas can still be explored and many of her working still remain. Several workshops boast tools and machinery. The lack of wooden bulkheads and ceilings not only aids penetration but admits light into many areas showing the clear route ahead.

The potential for multi dives is enormous-and this wreck is worth a trip in its own right. The accommodation area of the stern plus the extremely impressive and photogenic gun is worthy of a dive . Advanced wreck diving techniques are essential to enjoy the below deck exploration, as silt is easily disturbed. Perfectly suited for normoxic gas and accelerated deco. The wreck is also blessed with some of the best fish and invertebrate life on any of the wrecks, but the wreck itself will be the main draw.

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s.s. eIserro ( ex c.s. leVant 11) AUTHORS NOTE; At the time of writing all the websites of Malta’s diving community carry the wrong name of this wreck.The initial and obvoius mistake made by whoever published their findings first was simply coppied by all the others without checking the findings.The correct name of a wreck is that of the registered name at the time of sinking.

Cable Layer Levant II was built in 1904 as a trawler, George Brown & Co. (Marine) Ltd., Greenock. Fitted with a Single screw compound engine Length 138.6 ft., Breadth 21.6 ft., Depth 11.3 ft., Gross tonnage 283.

C.S. Levant II was purchased on the stocks while being built as a trawler, and was fitted out for cable work by the addition of twin bow sheaves and a simple cable winch mounted on the upper deck. A large hold was used for stowing cable, no cable tank being fitted. and later on refitted as a cable layer for Eastern Telegraph Company .

The ship took part in the Dardanelles campaign of World War I; a number of its officers and cable staff received mentions in disp atches, and the ship’s M aster, Harold Wightman, was awarded the Distinguished Service Cross for “the laying of the cable from Imbros to Suvla on the night of the Suvla landing, and for laying and repairing cables off the peninsula frequently under heavy fire”.

Lawrence Spalding worked for the Eastern Telegraph Company, serving on CS Levant II during the period 1915-1916 while the ship was engaged in the laying and maintenance of cables before and during the various landings on the Gallipoli Peninsula in World War I. Spalding kept a diary in which he recorded the ship's daily activities, describing the places and beach heads to which cables were laid, the people on board, the various war ships in the area at the time, and the instructions and commands they received, as well as noting his personal thoughts.(History of the Atlantic Cable &Undersea Communications) After World War I, She changed owners Parnis W.J, Valletta(1935-38)renamed M ajor William. Williams H.M .B , Valletta(1938-41) renamed Orange. She la id and maintained cables connecting Malta to Sicily, Libya and Alexandria. Cable & Wireless (M arine) Ltd. - Imperial & International Communications Ltd., London

and once more in 1941 to the Soc. M arseillaise de Trav. and renamed Eissero.

In 1952, the vessel was obsolete and derelict. As she was being towed to be scuttled in the sp oil ground about 3 miles off Valletta she started taking on water and sank further in towards the shore, about 1,5 km off Grand Harbour entrance.

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DIVING DETAILS. The wreck is upright and her hull intact in 58-60 mtrs on sand , with the exception of the stern which is broken off and covering an area of 45 mtr x 7 mtrs, with some debris off the stern. The wreck is covered in cables and there are still several winches both forwa rd and aft. Access to the engine room can be found aft of her funnel base, and the accommodation block flanks the engine room and runs aft to the break in the stern.

Forward of the funnel base is the remains of the wheelhouse and her helm is still in place .Two large winches flank the forward deck She sits proud of the seabed by 3 mtrs to the deck and the superstructure a further 3 mtrs above the deck. The bow section has what appears to be coal scattered amongst the debris.

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h.m.d. eddY

HISTORY HM Drifter Eddy (Pennant # FY12)was built by A. Hall in Aberdeen, Scotland for British Royal Navy and launched on 6th August 1918. The steel hulled vessel was 27 metres in length with a beam of 6 metres and was launched as a drifter on 6th August 1918. She Was fitted with a small triple expansion steam engine, producing 250hp, sp eed of 9 knots.

At the end of World War I, HM D Eddy was engaged in mine clearance duties along the south coast of England.

After the war Eddy.She was placed on the reserve list in M alta in 1936.

At the outbreak of World War II HM Drifter Eddy was recommissioned as a "minesweeper drifter" and armed with two guns, one at the bow and one on top of her wheelhouse. HM D Eddy joined the 403rd M inesweeping Group stationed in Malta in 1942, although of a different class from other vessels. The minesweepers at that time were mainly built of wood, whilst Eddy had a steel hull, making her not quite suitable for this job. She was fitted with a degaussing (anti-magnetic) cable all around her side at water level as a precaution against magnetic mines. (in effective against accoustic mines) HM D Eddy’s duties included sweeping the approaches to M alta’s harbours, a vital service to ensure the same passage of the constant flow of merchant vessels, and war ships in and out of Valetta.

CIRCUM STANCE OF LOSS On M ay 24, 1942, She left Grand Harbour under cover of darkness to sweep a channel further north which was mined by Italian E-boats the previous night. At 4.30 pm the next day, about a mile off St. Elmo Point, while on her way back to port, she struck a mine and sank. The skipper and ten of her crew survived, but eight others were missing and presumed dead. Among them were Able Seaman 83

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Emmanuel Cremona, Petty Officer Stoker Emmanuel Pizzuto, Petty Officer Steward Joseph "San Guzepp" Spieri and Acting Petty Officer Salvatore Borg, who died of injuries the next day.

DIVING DETAILS BOAT DIVE. The wreck sits up right on the sea bed in 56 mtrs of water. The hull is intact except for the mine blast on her aft starboard side- where it is possible to enter the engine room through a confusion of plates and pipes her single boiler situated forward and emerge on her aft deck from the large opening or through her stairwell in front of the engine house located aft. Air scoops and winches flank the mid section.

Her wooden wheelhouse has long since disappeared, but evidence of her telemotor/ helm remains.

There is a small companionway/ swim through at deck level on her starboard side. Degaussing cables still run round the hull at waterline level. Her single prop remains. A large winch almost fills the fore deck.at about 52 mtrs, and there is a small forward hold access hatch into the fo’c’sle store.

Diving on this wreck requires permission from the harbour master due to its close proximity of the Grand Harbour entrance.

s31 schnell boot (s30 class) 84

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SPECIFICATION Built at Lurssen, Germany,launched: 21 October, 1939, 33m trs long, 79tons powered by Three Daimler-Benz 1600bhp diesel engines Driving three propellers, sp eed 38 knots. Compliment 24 ARM AM ENT: Two 533mm torpedo-tubes, two 20mm guns Later variants were fitted with an armoured bridge- a distinctive curved open cupola as opposed to the covered wheelhouse.

History The 3. S-Flotilla performed only off the northern coast of M alta 24 mining operations during years 1941 and 1942, in order to mine the estuary of the harbour of Valetta to hamper or prevent British Navy shipping in and out of the harbour. The Kriegsmarine M TB 3rd Flotilla, based in Augusta, Sicily, was ordered to intercept the fast minelayer HM S Welshman, which was due to arrive in M alta the next day with vital sup plies.

To this end the flotilla divided into two groups. A pack of four Schnellboote was to wait and ambush Welshman off the south-eastern coast, her most likely route. Another pack of three, including S31, would lay a minefield in the path of a possible north-westerly approach to the Grand Harbour.

Some of the mining areas were laid directly in front of the harbour, so as areas MT 1a, MT 1b on 16.12.1941, M T 2 on 23.12.1941, M T 20 on 08.05.1942 and MT 22 on 10.05.1942.

Based upon a reconnaissance information of 09.05.1942, in which a destroyer or cruiser was reported heading to a Valetta, the 3. S-Flotilla with boats "S 56", "S 54", "S 58", and "S 57" loaded with torpedoes left Porto Empedocle at 22.00 Uhr hours. At the same time the three boats carrying mines, "S 61", "S 31", and "S 34", left harbour with orders to lay their mines directly in the harbour entrance of Valetta.

Heini Haag's Boat "S 31" with the Flying Fish - Picture: Archives H. Haag “Since the boats had to avoid patrolling British vessels the mines could not be laid earlier than from 04:14 to 04:21 Uhr of the 10.05.1942.

Immediate after laying the mine barrier "S 31" run into a mine.

The majority of the ships complement, among them the commanding officer Oblt.z.S. Heinz (Heini) Haag, the flotillamedical MarStArzt Dr. Mehnen and the Italian liason-officer Lt.z.S. Tomasi, could be taken over by "S 61" coming alongside immediately. Eight men killed in action were to be mourned: ObMasch. Helmut Ley, OMaschMaat Herbert Kluger, MaschMaat Erich Mosig, MaschMaat Hans Krienke, MaschObGefr. Werner Quetscher, MaschGefr. Heinz Stefan and MaschGefr Helmut Schmieder. ObMasch. Karl Göldenitz additionally embarked for on-the-job-training died in consequence of the wounds suffered.”

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With a closer look to the positions of the German minefields it must be stated that minefields M T 1a and MT 1b laid on 16.12.1941 and the minefields M T 2 laid on 23.12.1941 were not taken into account when laying the barriers M T 20 on 08.05.1942 and M T 22 on 10.05.1942.

In any case areas M T 1a and MT 22 as clearly overlapped each other as areas M T 1b and M T 20. Contact with a friendly mine was inevitable..

Based upon this fact and provided that the British did not lay mines in Valetta harbour entrance in defence of the harbour, it must be assumed that "S 31" hit a German mine. Careful preparation of the minelaying operation by the flotilla could have prevented the death of nine sailors and this loss of a boat.�

“ Boats "S 61" and "S 34" left the sinking boat "S 31" behind at 04.38 hours in position 35o34'N 14o 31'E and attacked the "cruiser", the fast minelayer "Welshman", with torpedoes without any success.

DIVING DETAILS BOAT DIVE ,M AX DEPTH: 73m.The wreck lies just over a mile from Grand Harbour entrance. The wreck is broken in two, just aft of the two distinctive torpedo launchers. The port tube is still in place, the reserve torp edo track still in place despite the blast damage. A torpedo sits in the launcher, with its nose stabilizing propeller still in place. The starboard launch tube lies off the wreck its front resting on the seabed, torn metal an indication of the blast.

Between these launchers the base of the wheel house can be located-the wooden structure missing either from the blast or the work of Toredo worms.

The bow is quite impressive-its sleek lines evident, despite the lack of her wooden skin-the encrusted framework allowing a view into the inner sections of the vessel.

The stern section is also skeletal its framework intact and allowing visual inspection of the workingsEspecially at the stern, her steering mechanism clear to see as the entire stern panel lies on the seabed aft of the stern. On the deck one of hew A/A guns still sits proudly defiant on its pedestal.Although not a big wreck there are sufficient features to make this a memorable dive, on such an iconic fighting machine

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dredGer anadraIn The grab dredger ANADRIAN was built by Ferguson Brothers Ltd of Glasgow yard #402 between 1951-52. She had cost £80,000, paid for by a grant from the Colonial Development and Welfare Fund. She was 135 ft long, with a 28ft beam, steel hulled with a triple expansion steam engine, delivering 500hp, 291tons.

ANADRIAN was used extensively for clearing WWII debris and bomb material from the ports and coast of Malta. In 1989, the dredger was decommissioned, having completed her last task during the construction of the Freeport in Kalafrana. But there were a number of people involved in the setting up of the Maritime Museum who felt that the engine should be preserved.

The ves sel was bought by Cassar Ship Repair Yard in Marsa, which assisted with the dismantling of the parts destined for the museum. After this, the ANADRIAN was scuttled, north of Valletta, Malta.

The only triple expansion steam engine still in working condition on the island of Malta is now the centre of attraction in the former mill room of the Maritime Museum in Vittoriosa .

DIVE DETAILS. Boat dive. The wreck lies in 65mtrs upright on a bed of sand in clear water. The hull is totally intact with her highest point being the wheelhouse coming up 10 mtrs high (55mtrs), and this is situated at of her single hold. The foredeck lacks a fo’c’sle, but hosts a windlass and anchor winch gear. The is a covered stairwell leading down into the forepeak. Gratings cover most of the hold, but it is p ossible to drop down towards the aft p art to explore deeper. Access to the wheelhouse is via door on the port side.

Behind the wheelhouse access to the engine room is op en and her scotch boiler can be found under the wheel house. The mountings and side works of the engine still remain and it is p ossible with care to swim through forward into the hold.

Back at deck level, around 60 mtrs, the stern section comprises of a large winch and her steering quadrant.

The wreck receives little attention from divers, but given the depth is a good size for exploring in one dive.

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PART 4 HYPOXIC AND BEYOND m.V. camadan Built in 1982 by Sedef Gemi Eendustrisi A.(yard # 33) S., Gebze for Denizcilik Ticaret with agross tonnage of 1855, she was 80 mtrs long 13.7m beam with a draught of 6.5 mtrs.Driven by 1 x 9cl, single shaft diesel, with a maximum sp eed of 13 knots.

On the 12 M arch 2002 she sp rang a leak and foundered 4 miles off Delimara. The crew of 12 were all rescued The charted depth of the wreck is 90 mtrs which makes it a serious tech dive-

h.m.d. trustY star BOAT DIVE Built in 1919 as the steam drifter HM T Groundswell by the Ouse Shipbuilding Co., Ltd., Hook (Ouse) She was 96 tons, steel hulled, 60ft x 18ft x 8ft,fitted with a triple expansion steam engine built by Orchar Ltd., Dundee. A y ear later she was sold to Scottish Fisheries Board (Fishery Board For Scotland) .In 1921 she became the F V ELIE NESS, moving to Lowerstoft and owned there by Arthur Gouldby until 1936 until she was sold to Star Drift Fishing Co. Ltd., Lowestoft. In 1939 she was requisitioned by the Admiralty and renamed H.M .T. TRUSTY STAR taking on the role of drifter /minesweeper stationed in Malta. On the10th June 1942 she struck a mine and sank off Valetta.

DIVING INFO.BOAT DIVE. Lies over on its side in 90 mtrs with its port side in 85 mtrs. Virtually intact except for the mine damage to here hull.

Wheelhous e engine room and holds are accessible with care, but the depth will restrict those who explore her.

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h.m. s. russell

The HM S RUSSELL was built at Hull, laid down at Jarrow on the 11th M arch 1899 and launched in February 1901. The HM S RUSSELL was a DUNCAN CLASS Battleship, distinguishable by the equally sized funnels, lower freeboard and lack of prominent ventilation cowls. Armour had to be sacrificed in order to increase sp eed whilst a the same time reducing size. With a sp eed of 19 Knots she was one of the fastest warship afloat of her time.

Dimensions; Length: 405 ft. Breadth: 75.5 ft. Draught: 27.25 ft Disp lacement: 14,000 tons. Speed: 19 knots. Complement: 750. .

Armament: Four 12 inch guns in turrets, twelve 6 inch guns, twelve 3 inch guns, six 3 pdr guns, two maxims and four torp edo tubes .

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She was commissioned in 1903 and joined the Home Fleet from Ap ril 1906 but was transferred in the Atlantic Fleet the next year. She returned home in August of 1912 and joined in 1913, the 2nd fleet at Nore. She become the flagship with the grand fleet in 1914 with the 6th Battle Squadron then moved to the 3rd Battle Squadron to take part in the northern patrols. HM S Russell join the Channel Fleet in November 1914 and after bombarding Belgium was sent to the Dardanelles. She stayed at M udros as sup port alongside HM S Hibernia in November 1915 and took part in the evacuation on 7th January 1916 It is said that the ship arrived in Malta on the night of the 26 of Ap ril 1916.Admiral Sydney Freemantle commanded RUSSELL at the time of the loss and her captain was Capt. W. Bowden Smith. She carried 4x12�& 12x6� guns whilst she mounted a secondary armament of 12 pounders.

CIRCUM STANCES OF LOSS

As grand harbour was closed due to the boom defence, she had to wait until morning before entering. While manoeuvring outside the harbour, she struck a mine and became one of the first victim of the German mine laying submarines, one of which, the U-73 had voyaged from Kiel to M alta under the command of Cdr. Gustav Siess. On the 23.04.1916 the U-73 laid 22/36 mines at about 50m. a part in front of Grand Harbour before proceeding to Cattaro Before sinking, the RUSSELL floated for 20 minutes before capsizing, her huge hull showing above the water before being engulfed by waves. 126 sailors died and 625 were saved including the Admiral and the Captain. Court marshal report states hat the RUSSELL sank 4.2 miles from St. Elmo breakwater lighthouse, and a report of the tragedy can be found on the Daily M alta Chronicles of 1/5/16.

s.s. lucIston 11, 92

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LOCATION; 4 M iles from Delimara Point, Malta.

DEPTH 105 mtrs

HISTORY Built by R. Duncan & Co. Ltd., Port Glasgow in 1910 and owned at the time of her loss by Luciston SS. Co. Ltd. (W. S. M iller & Co.), Glasgow, was a British steamer of 2948 tons, 309 ft long, fitted with triple expansion engines.

In 1924 a third LUCISTON was built by Robert Duncan & Co Port Glasgow, Yard No 360 , Engines by David Rowan & Co Ltd, Glasgow for the Luciston S.S. .company, its last name being Sheaf M ount, and was sunk in the Atlantic buy U605 25/08/42 with the loss of 31 lives.

The first of her name was build at Sunderland by J.L. THOM PSON in 1890 (2877tons) and sunk off Southampton by U71 24th December 1917, while on a voyage from Southampton to Boulogne.

CIRCUMSTANCES OF LOSS. On November 29th, 1916, Luciston 11, on a voyage from Cardiff to M alta with a cargo of coal, was sunk by the German submarine UC-22 (Heino von Heimburg), 4 miles east from Dellamara Point. There were no casualties, presumably the Captain of the U boat, followed protocol- the Luciston was defensively armedfitted with a gun which could only fire in an arc covering the stern quadrant. The captain would surface and give the crew the option to abandon ship before she wa sunk, in this case by a single torpedo. Armed merchant ships-which had guns for and aft were not subject to this protocol and could be sunk without warning DIVING DETAILS. Boat dive .Wreck lies in 105 mtrs of water off Delimara Point.The bow section is upside down with both anchors locked in place .Her gun is still in place and coal lies scattered around the seabed.

orp KujawIaK (l72) 93

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ORP Kujawiak was a British Type II Hunt-class destroyer escort, formerly named HMS Oakley.

Kujawiak was built by Vickers-Armstrongs at the company's High Walkeryard on the River Tyne.

Her keel was laid down on 22 November 1939 and she was launched on 30 October 1940. Originally commissioned into the Royal Navy, she was renamed and commissioned into the Polish Navy in June 1941. On 18 June 1941 Kujawiak came under attack by German aircraft whilst on passage from Tyne to Scapa Flow to work-up for operational service with ships of Home Fleet. Fire from the aircraft hit the 4-inch ready-use ammunition which exploded causing one fatal casualty . On 25 July she joined the 15th Destroyer Flotilla based at Plymouth for local convoy escort and patrol duties.

Later that year on 23 October Kujawiak deployed with fellow Polish destroyer ORP Krakowiak for escort of inward Convoy SL89 during final stage of passage in Irish Sea from Freetown into Liverpool. On 22 December she sailed from Scapa Flow as part of Force J to carry out landings on the Lofoten Islands as part of Op eration Claymore. Two days later on 27 December the destroyer sustained slight damage from a near miss during air attacks.

In June 1942 Kujawiak was nominated for loan service with Home Fleet for escort of planned M alta Relief convoy (Op eration Harpoon). On 6 June she joined military Convoy WS19S in the Northwest Ap proaches as part of Ocean Escort for p assage to Gibraltar. On 12 June she joined Force X at Gibraltar for escort of convoy for passage to M alta through Sicilian Narrows. On 14 June the convoy came under heavy and sustained air attacks during which the cruiser Liverpool was damaged. The following day the air attacks continued and Kujawiak went into action with Italian warships attempting to intercept and attack the convoy.

Near midnight on 16 June, while entering Grand Harbor, M alta Kujawiak sustained major structural damage forward after detonating a mine while going to the aid of the S.S.,Badsworth after she had also struck a mine. Kujawiak sank before a successful tow could be achieved.13 Polish sailors died and 20 were wounded.

In December 2011, marine documentary-maker Emi Farrugia announced plans to search for the wreck of Kujawiak. An approximate position given by the British M inistry of Defence gave no proper indication of the wreck's location and Farrugia stated that the search would focus on at least 8 square kilometres (3.1 sq mi) circling the three approximate positions that are now in hand.[2] On 22 September 2014 a team of Polish explorers and an American from the Wreck Expeditions Association discovered the resting place of Kujawiak, designated L72, off of M alta.

The expedition team consisted of Team Leaders Peter Wytykowski & Dr Timmy Gambin, Expedition Leader Roman Zajder, Michał Szczepaniak, Robert Głuchowski, Bartek Gry nda -an underwater technology and remotely operated underwater vehicle(ROV) sp ecialist-, M arcin Sadowski, Agata Radecka -whose grandmother's uncle was the commander of Kujawiak-, and Chris Kraska of the Ohio M aritime Archaeological Survey Team -whose father, Jan Kraska, was a seaman on Kujawiak and survived her sinking. Using ROV footage and original blueprints from the Hunt Type II escort destroyer the team has ascertained that her only possible identity is Kujawiak.

The discovery has been shared with M altese and Polish officials but the coordinates of the wreck are being kept secret for the time being. The Maltese government is awaiting the team's final report and has indicated the wreck site will be designated a historic site and a war grave.

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The team returned to M alta in the summer of 2015 and made several dives on the wreck taking video footage. They also p laced on the wreck a memorial plaque to the sailors who p erished during her sinking.

The team returned again in 2016, this time with a mission to map the wreck further and locate the ships bell..

In M ay 2017 the team returned and removed the ship's bell for conservation and disp lay at the M aritime M useum of M alta.

The wreck lies on its portside in 97 mtrs,while the stren is well broken the forward sction including the bow is in remarkable condion and boasts a twin AA gun.

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APENDIX 1 WORTHY OF NOTE The following list of shipwrecks are offered to assist in the elimination of suspects in the event of an unidentified wreck being found. M any are too deep, some salvaged but can be crossed of a list of suspects.

This will be of interest to those venturing into deeper waters where discoveries are more likely.

hms abInGdon (j23) HMS Abingdon was a Hunt-class minesweeper of class built for the Royal Navy during World War I.

the Aberdare sub-

The Aberdare sub-class were enlarged versions of the original Hunt-class ships with a more powerful armament. The ships disp laced 800 long tons (810 t) at normal load. They measured 231 feet (70.4 m) long overall with a beam of 26 feet 6 inches (8.1 m). They had a draught of 7 feet 6 inches (2.3 m). The ships' complement consisted of 74 officers and ratings.[1] The ships had two vertical triple-expansion steam engines, each driving one shaft, using steam provided by two Yarrow boilers. The engines produced a total of 2,200 indicated horsepower (1,600 kW) and gave a maximum sp eed of 16 knots (30 km/h; 18 mph). They carried a maximum of 185 long tons (188 t) of coal[1] which gave them a range of 1,500 nautical miles (2,800 km; 1,700 mi) at 15 knots (28 km/h; 17 mph).[2] The Aberdare sub-class was armed with a quick-firing (QF) four-inch (102 mm) gun forward of the bridge and a QF twelve-pounder (76.2 mm) anti-aircraft gun aft.[1] Some ships were fitted with six- or three-pounder guns in lieu of the twelve-pounder.[2] Initially she served with the Aegean Squadron. From 1919-1935 she was held in reserve at M alta, then joined the 2nd M inesweeping Flotilla in M alta and Hong Kong. Following a successful Warship Week National Savings campaign in February 1942 she was adopted by Kirkby-in-Ashfield, Nottinghamshire.[3] Returning to M alta at the start of World War II, Abingdon was damaged by a mine in 1941.

CIRCUMSTANCES OF LOSS

She was bombed and severely damaged by Italian aircraft 5 Ap ril 1942 at Kalkara Creek, M alta and was beached with a broken back at Bighi. She was broken up there in 1950.

h.m.Y. aeGusa HM Y Aegusa was the object of U-boat Navigator’s last submergence in 2015, on the 23rd of December.

The dive with the submersible Triton 3300/3 was sup ervised by archaeologist Dr Timmy Gambin from the University of M alta. It was his second visit to the wreck. The very first dive, when the ship was discovered, took place in 2014.

The Screw Schooner Aegusa was built in 1896 in Scotland as a luxurious boat, one of the largest yachts of the time. She was 257.7 feet long, 31.65 feet wide, with a 18.5-ft draft. Besides that, she reached 16 knots in sp eed. Nevertheless, when the vessel was bought by Sir Thomas Lipton . in 1899 as a tender for his racing 96

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yachts, she was reconstructed and redecorated in unbelievable luxury, including a mechanical piano in the music room, oriental art, paintings and porcelain worth a fortune, as well as collection of wines and sp irits.

The ship, renamed “Erin”, hosted nearly every royal personality , or very important person, of the time, espousing the vanity of her owner. But after WWI began, the vessel—returned to her previous name of HM Y Aegusa—began serving the British Red Cross Society , was re-equipped as a hospital ship and marked with red crosses. Later, she was armed to serve as a tender to several larger ships, and her final mission was to patrol the waters of the Mediterranean, watching for German submarines near M alta.

She struck a mine on the same unlucky day of 27 Ap ril 1916 while trying to save surviving crew members of HM S Nasturtium, and sunk within just seven minutes. The majority of the crew managed to abandon the vessel, but six of Lipton’s former crew members lost their lives with the explosion.

s.s alGerIe A French steamship Built 1901, by Societe Genarale de Trans M ar a Vap for Forges et Chantiers De La M editerranee,4035 tons 331 x 46 x 22.5 triple expansion engines.Torpedoed off M alta Dec 4th 1916 on a voyage from Salaonica to France.

s.s.andonI British steam shi p (and an Admiralty collier) armed merchant shi p , 3,188 Tons built in /1898,owned by El der Li ne, Li verpool-reg, Mr W Denni s, sai ling Karachi for UK. Torpedoed, sunk by U.35 (Lothar von Arnaul d de la Perière) off Mal ta: 3 li ves lost, master taken prisoner

s.s. anGelo canadIan .

A 4239 ton steamship, Built at Shorts of Sunderland ,yard #300, she was 380ft long x 50ft beam,20ft draught fitted with triple expansion engines. On 22nd January1918, torpedoed by U27 south east of M alta having left Alexandria with a compliment of troops on board heading for M arseille

s.s.asperlY hall , A 3,882 tonsteam shi p built in 1911, Glasgow-reg, West Hartlepool Steam Navigation, armed, Karachi for Cardi ff with wheat. Torpedoed by UC.22 (Hei no von Heimburg), sank 28 miles W by N of Gozo Is, M al ta (L - 40 miles W of Mal ta); master taken prisoner

s.s. balGraY A 3603 ton steamship, torpedoed off South West M alta Feb 20th,1918

m.V. breconshIre M V Breconshire was a 9,776-gross register ton (GRT) cargo liner built in the late 1930s for the Glen Line. Taikoo Dockyard & Engineering, Hong Kong She was 147 m x20 9 mtrs , twin diesel engines into two shafts She was taken over by the Royal Navy during World War II as a sup ply ship and modified to carry fuel oil. The ship participated in many M alta convoys and was sunk by Axis bombers on 27 M arch 1942 while in Valetta Harbour, raised and scrapped.

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s.s. clan cambell S S Clan Campbell was a British cargo steamship. She was built for Clan Line Steamers Ltd as one of its Cameron-class steamships. She was launched at Greenock in 1937, served in the Second World War and was sunk in the M editerranean in 1942. <Clan Campbell being launched at Greenock in 1937 Clan Campbell was launched on 14 January 1937.[2] She was one of a sub-class of 11 Cameron-class ships of identical dimensions, built in 1937â&#x20AC;&#x201C;41 by the Greenock Dockyard Companyon the River Clyde at Greenock in Renfrewshire: Clan Buchanan, Clan Cameron, Clan Chattan, Clan Campbell, Clan Cumming, Clan Ferguson, Clan Fraser, Clan Forbes, Clan Lamont, Clan Menzies and HM S Engadine.

Clan Campbell's boilers had a combined heating surface of 17,780 square feet (1,652 m2) and sup plied steam at 220 lbf/in2 to a pair of three-cylinder triple-expansion steam engines. Steam exhausted from the low-pressure cylinders then drove a pair of low-pressure steam turbines with double reduction gearing and hydraulic couplings to twin propeller shafts. J G Kincaid and Company of Greenock built the four engines, whose combined power was rated at 1,362 NHP. In 1939 Clan Campbell sailed home with Convoy HG 5, which left Gibraltaron 29 October and reached UK ports on 6 November. Later that month she sailed with Convoy OA 38, which assembled off Southend on Sea on 20 November and disp ersed at sea on 23 November.

In 1940 Clan Campbell sailed with Convoy OA 114, which assembled off Southend on Sea on 21 M arch and dispersed at sea on 24 M arch. Later that year she joined Convoy AP 3/1 to Suez in Egypt, which left Liverpoolon 10 September, sailed via the Cape of Good Hope and Durban in South Africa. En route she seems to have called at Aden, as she is listed as joining Convoy US 5A off Aden and proceeding with it to Suez, arriving on 2 November. On 19 November she left Suez with Convoy BS 9 and again put into Aden.

For UK ships of their era, Cameron-class ships were notable for their sp eed. Therefore, in 1941 they were among the merchant ships chosen to help relieve the Siege of M altaand British and Empire forces in Egypt.

On 26 Ap ril Clan Campbell and her sisters Clan Chattan and Clan Lamont sailed from the Firth of Clyde with Convoy WS 8A.[9] The convoy continued to Freetown in Sierra Leone, but the three Camerons and two other cargo ships, Empire Song and New Zealand Star left en route and put into Gibraltar. There they joined Op eration Tiger under a heavy escort of 19 Royal Navy ships: Force H's aircraft carrier HM S Ark Royal, battleship HM S Queen Elizabeth, battlecruiser HM S Renown and four cruisers, screened by the 5th Destroyer Flotilla.

On 22 M arch four Italian cruisers tried to intercept the convoy but the Royal Navy escorts drove them off in a short engagement. That afternoon the Italian battleship Littorio arrived, escorted by two cruisers. The British attacked with torpedoes against heavy odds, again forcing the Italians to break off and retire. Off M alta on 23 M arch aircraft attacked the convoy. Clan Campbell was hit by bombs and a torpedo. 10 members of her complement were killed, and she was abandoned and sank. The other cargo ships reached M alta on 24 M arch 98

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but were sunk by air attacks: Pampas and the Norwegian Talabot on 26 M arch and the cargo liner M V Breconshire the following day.

h.m.s.chesterfIeld SS Chesterfield was a cargo vessel built for the Great Central Railway in 1913 at Swan Hunters Neptune Yard Low Walker on the Ty ne, yard # 924, 1013 tons, 25oft x 34 ft x16ft. She was deployed on the Grimsby to Rotterdam service. She was requisitioned by the British Admiralty in October 1914 for use as a fleet messenger and renamed HM S Chesterfield. On 18 M ay 1918 she was torpedoed and sunk northeast by east of M alta, by the UC52 with the loss of four of her crew.

s.s.crosshIll, 5,002tons

350FT X 50FT.built 1910 , A M cMillan & Son, Dumbarton, Yard No 435 Glasgow-reg, Macbeth & Co, armed, Toulon for Salonica with military stores. Torpedoed by UB.47 (Wolfgang Steinbauer), sank 60 miles W of Malta; 4 lives lost

s.s dewa

steamships A 3,802 ton steamship built in1913, Ja mes Nours e Ltd, armed, Toulon for Port Said in ballast. torpedoed by UB.43 (Hans von Mellenthin) off Malta: 3 lives lost SEPTEMBER17TH 1916

s.s. empIre sonG Built in 1941, at Lithgows Glasgow, she was a steamship of 6946 Tons, 432ft long X 56.2 ft beam X 34ft draught, Fitted with triple expansion and LP turbine engines.

Empire Song was owned by the Ministry of War Transport , was managed by Cayzer, Irvine & Co Ltd. On 9 May she was sunk by a mine off Malta, her cargo of munitions caused an internal explosion resulting in the death of 18 crew members ,May19th 1941

s.s eptalofos A 4,431 ton steamship built by Ja mes Laing, Sunderland in 1911, for the Lydford SS Co., armed, sailing Malta for Kingston (Ja ) in ballast. Torpedoed by U.64 (Robert Moraht), sank 47 miles NW of Malta; master, 2 officers, 4 engineers and gunner taken prisoner (H/L/te/un) 23 rd March 1917

hms fermoY HMS Fermoy was a Hunt-class minesweeper of the Aberdare sub-classbuilt for the Royal Navy during World War I.and was built by the Dundee Shipbuilding Company.

The Aberdare sub-class were enlarged versions of the original Hunt-class ships with a more powerful armament. The ships displaced 800 long tons (810 t) at normal load. They had a length between perpendiculars of 220 feet (67.1 m)[1] and measured 231 feet (70.4 m) long overa ll. The Aberdares had a beam of 26 feet 6 inches (8.1 m) and a dra ught of 7 feet 6 inches (2.3 m). The ships' complement consisted of 74 officers and ratings.[2] The ships had two vertical triple-expansion steam engines, each driving one shaft, using steam provided by two Yarrow boilers. The engines produced a total of 2,200 indicated horsepower (1,600 kW) a nd gave a maximum speed of 99

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16 knots (30 km/h; 18 mph). They carried a maximum of 185 long tons (188 t) of coal[2] which gave them a range of 1,500 nautical miles (2,800 km; 1,700 mi) at 15 knots (28 km/h; 17 mph).[1] The Aberdare sub-class was armed with a quick-firing (QF) four-inch (102 mm) gun forward of the bridge and a QF twelve-pounder (76.2 mm) anti-aircraft gun aft.[2] Some ships were fitted with six- or three-pounder guns in lieu of the twelve-pounder.[1] She was not finis hed in time to participate in the First World War . By 1923 she had become the depot ship for the Submarine Periscope School at Portland She was bombed by Italian aircraft off Valletta, Malta on 30 April 1941 then on 4 May 1941, and was written off as constructive total loss. She was eventually raised and sold for scrap.

hms Gallant (h59) Gallant displaced 1,350 long tons (1,370 t) at standard load and 1,883 long tons (1,913 t) at deep load. The ship had an overall length of 323 feet (98.5 m), a beam of 33 feet (10.1 m) and a draught of 12 feet 5 inches (3.8 m). She was powered by Parsons geared steam turbines, driving two shafts, which developed a total of 34,000 shaft horsepower (25,000 kW) and gave a maximum sp eed of 36 knots (67 km/h; 41 mph). Steam for the turbines was provided by three Admiralty 3-drum water-tube boilers. Gallant carried a maximum of 470 long tons (480 t) of fuel oil that gave her a range of 5,530 nautical miles (10,240 km; 6,360 mi) at 15 knots (28 km/h; 17 mph).

The ship's complement was but it increased to 146 in wartime.

The ship mounted four 45-calibre 4.7-inch (120 mm) M ark IX guns in single mounts. For anti-aircraft defence Gallant had two quadruple M ark I mounts for the 0.5 inch Vickers M ark III machine gun. She was fitted with two above-water quadruple torpedo tube mounts for 21inch (533 mm)torpedoes. One rail and two depth charge throwers were fitted; 20 depth charges were originally carried, but this increased to 35 shortly after the war began.

A G-class destroyer, built for the Royal Navy , laid down by Alexander Stephen and Sons in Glasgow, Scotland on 15 September 1934, la unched on 26 September 1935 During the Spanish Civil War of 1936â&#x20AC;&#x201C;1939 the ship spent considerable time in Spanish waters, enforcing the arms blockade imposed by Britain and France on both sides of the conflict. Gallant was transferred from the Mediterranean Fleet shortly after the beginning of World War II to the British Isles, to escort shipping in local waters. She was slightly damaged by German aircraft during the evacuation of Allied troops from Dunkirk at the end of May 1940. Following repairs, Gallant was tra nsferred to Gibra ltar and served with Force H for several months. In November, the ship was transferred to the Mediterranean Fleet, where she escorted several convoys. On 10 Ja nua ry 1941 , during Op eration Excess, the Italian torpedo

boats Circe and Vega attempted an attack on the Allied convoy off Pantellaria. Right after the engagement, in which Vega was sunk, Gallant struck a mine that detonated her forward magazine, The explosion blew the bow off the ship, killing 65 and injuring 15 more of her crew. Her sister Griffin rescued most of the survivors and the destroyer HM S Mohawk towed her stern-first to M alta. The ship was slowly repaired and in October 1941 it was estimated that they would be completed in June 1942.

CIRCUM STANCE OF LOSS 100

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However, on 5 Ap ril 1942, she was extensively damaged by bomb sp linters by an air raid on Valletta and had to be beached at Pinto's Wharf to prevent her from sinking. She was judged to be a constructive total loss and any usable equipment was stripped from her hulk. Gallant was expended as a blockship at St Paul's Island in September 1943, with the wreck being broken up in 1953.

s.s.haIG hall. A 4809 ton steamship hit a mine 48 miles east of M alta June 30th 1917 Expand spec

h.m.s. jerseY A J class destroyer, 356ft x35 ft x12ft 6”,1720 tons with a speed of 36 knots from twin steam turbines (Parsons) built by J. Samuel White and Company at Cowes on the Isle of Wight. Jersey was laid down on 20 September 1937 and la unched on 26 September 1938. Jersey was commissioned on 28 April 1939.

Jersey struck an Italian a ircraft-dropped mine off Malta's Grand Harbour on and sank next to the Grand Harbour breakwater in MAY 1942.Thirty-five crew members were killed.

When Jersey sank it blocked the entrance to Malta's Grand Harbour, meaning movements into and out of the harbour were impossible for several days. The destroyers Kelly, Kelvin and Jackal were left marooned in the harbour until the wreck was cleared. Some of the ships that rescued the surviving crew had to take passage to Gibraltar.

On 5 May the wreck broke into two sections. It was only after 1946 that the after section was cleared from the entrance, in a series of controlled demolitions carried out between 1946 and 1949. Further salvage and clearance work was done in 1968 to make the harbour safe for large vessels.

m.V. justIfIed A trawler (93 ton) mined off Valletta June 14th 1942

hms KInGston (f64) .

Kingston was laid down by J. Samuel White and Company at Cowes on the Isle of Wight on 6 October 1937 as part of an order for six similar destroyers. She was launched at East Cowes on 9 January 1939. She was 356ft long,35ft beam,12ft 6” draught, she had a sp eed of 36 knots derived from her steam turbinesr and a displacement of 2370 tons, 3 × twin QF 4.7-inch (120 mm) M k XII guns,1 ×

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quadruple QF 2-pounder anti-aircraft guns,2 × quadruple QF 0.5-inch (12.7 mm) M k III anti-aircraft machineguns,2 × quintuple 21-inch (533 mm)torpedo tubes 20 × depth charges, 1 × rack, 2 × throwers Commissioned on 14 September 1939 with the pennant number F64, she joined the 5th Destroyer Flotilla, Home Fleet, for convoy defence and anti-submarine duties in the North Sea. On 22 M arch 1942 Kingston took part of the escort of convoy M W10 in the Second Battle of Sirte, where, as the destroyers turned to fire their torpedoes on the Italian battle fleet, she was hit by a 15-inch shell fired by the Italian battleship Littorio which passed right through the foremost starboard whaleboat and burst under the anti-aircraft guns mounting, leaving a big hole in the deck; despite this, she launched three torpedoes. Fifteen men of her crew were killed in this incident, which left the destroyer temporarily dead in the water, the whaleboat torn to pieces, her anti-aircraft guns, searchlight tower and torpedo launchers smashed by the explosion, her starboard boiler and port engine out of action.[12][13] According to some authors, like James Sadkovich and Vincent O'Hara, she was instead struck by an 8-inch round from the heavy cruiser Gorizia..

M aurizio Brescia instead credits the heavy cruiser Trento with the hit. With an engine in flames and a flooded boiler, she managed to recover her speed with the remaining engine, reaching M alta the next day On 4 Ap ril 1942, whilst the destroyer was in dock at M alta repairing the damage from the naval encounter, a bomb fell directly at the entrance of the Corradino tunnel, where part of her crew was taking shelter. Fourteen crewmen were killed by the blast including Commander Philip Somerville DSO., Lieutenant P. Hague, and Yeoman of Signals John M urphy, who was at their side, whilst directing the men into the safety of the Corradino tunnel. All 14 crewmen are buried at either the Mtarfa M ilitary Cemetery or the Capuccini Naval Cemetery. Ap proximately 35 dock workers were also wounded.

Kingston was attacked by German aircraft on 5 Ap ril and was further damaged by a near miss. On 8 Ap ril she was hit by a bomb, forward. This penetrated the decks and passed out of the ships bottom without exploding.

But now the destroyer needed to go into dry dock for underwater repairs. On 9 Ap ril she was p laced in No. 4 dock,but remained afloat. By 11 Ap ril she was still afloat in the dock. – perhaps plates bent outwards by the passage of the bomb through the bottom made it impossible to dock-down and these plates were being burnt away by divers. At about 17.30 on 11 Ap ril 1942 she was hit on the port side amidships in the area of the bulkhead between the engine-room and the gearing-room. She rolled over on her port side and sank in the dock. The ship was declared a constructive total loss. On 21 January 1943 the No. 4 dock was dried-out. The damaged midships p art of the destroyer was scrapped, thus separating the destroyer in two sections.

Dummy bulkheads were fitted to make the two sections float-able while an amount of the sup erstructure was burnt away. The two sections of Kingston were floated out of the dock on 5 April 1943 and in June were scuttled as a blockship between the S elmun headland and S elmunett Island (S t Paul's Island) in northern Malta in the preparations for making a safe anchorage before the invasion of S icily. In the early 1950s the two sections of the Kingston were scrapped, where sunk, by Italian shipbreakers.

DIVING DETAILS The wreckage, a few pieces of metal, lies in shallow water in the middle of the 100 m wide channel between the mainland and the island. The depth ranges between 3 m and 12 m, and slopes deeper to around 25 m inwards to the bay. The bottom is sand and patches of sea grass.

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ladY daVInIa (ex hms Greetham (m2632) HMS Greetham was one of 93 ships of the Ham-class of inshore minesweepers.Built 1955 at the Herd & M c Kenzie yard, 30m long x7m beam 2 mrs draught,fitted with twin Paxman 12yhaxm deisels, 14 knots Their names were all chosen from villages ending in -ham.

The minesweeper was named after Greetham, Lincolnshire or Greetham, Rutland.

Sold to Libian interests in 1962 and renamed Zuara. She was later acquired by a M altese tour operator and renamed Lady Davinia. For some years she had a distinctive red and white Kit Kat paint scheme. As of 2007 she was laid up in Sliema Creek awaiting her fate.The wreck of the Lady Davinia now is at the bottom of Sliema Creek.

H.M.S. LEGION The HMS Legion was a British L-class destroyer, built in Hebburn-on-Tyne by Hawthorn Leslie & Co. during 1938 and la unched during 1939.12 Feb, 1941 yard #619 .She was 345ft x36ft ,1935 tons, powered by 2x geared, parsons steam turbines into twin screws, with a speed of 36 knots. Arma ment consisted of 8 × 102mm (4×II-AA) 4 × 40mm (1×IVAA) 2 × 20mm (2×I-AA) 4 × 12.7mm (2×II-AA) 8 × TT 533mm (2×IV) Edited his tory on 30 September 1941 the Italian submarine Adua was sunk north-west of Algiers by the British destroyers HMS Gurkha and HMS Legion 13 November , 1941, the HMS Legion rescued part of the crew of the British aircraft carrier HMS Ark Royal which was sinking south to Mallorca after she was torpedoed by the German submarine U-81.

1942 23rd Detached to join HM Destroyer ERIDGE escorting ss CLAN CAMPBELL and under air attack during which damage was sustained by near miss.H.M.S. LEGION wa able to proceed using only one engine after damage control and beached in Marsaloxx, SE Malta.

25th Taken in tow to HM Dockyard, Malta. 26th Alongside at Boiler Wharf awaiting repair.

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Hit by two bombs during air raid on Grand Harbour and sustained further serious damage when forward magazine exploded. Ship sank and rolled over with bridge and funnel lying on jetty. HMS LEGION was cut in two during

1943 and attempts made to refloat were unsuccessful. After the end of WW2 breaking-up in situ was carried out but not completed until 1946. A separate report states that she was taken out of Valetta and scuttled.

s.s. lord tredeGar, A 3,856 steamship built by Roper & Sons, Ltd., Stockton 1914, for Williams & Mordey, She was on a voyage from New York for Bomba y with a general cargo. Sank 51m SE by E of Malta, 4 lives lost SEPTEMBER17TH 1916 torpedoed

by UB.43 (Hans von Mellenthin) off Malta

s.s.merGanser, A

1,905 ton steamship built in 1908, by the Cork SS Co, Cork,for Mr J Sharp &Co., Clyde for Alexandria with coal and general cargo, steaming at 10kts. Chased by U.33(Konrad Gansser), got up to 13kts but una ble to escape, sunk by gunfire 40 miles WNW from Gozo is land, NW Malta survivors saved by French TB

s.s. manchester spInner Built 1903 by the Northumberland Shipbuiding Co. with triple expansion engines by Richardsons of Sunderland,4227 4227grt, 2760nrt, 360.0 x 48.0 x 20.2ft tons, for the Manchester shipping Line. sunk jan 22nd 1918 after being torpedoed by U27 22 jan 1918, position quoted as “of Valetta” She was in bound from Java with a cargo of sugar

h.m.s. nasturtIum HM S Nasturtium was one of 36 Arabis class sloops built under the Emergency War Program for the Royal Navy in World War I, to be used as smaller anti-submarine vessels. She was launched on 21 December 1915 from A. M cMillan and Sons, Dumbarton, Scotland on 1 July 1915 with yard number 464. She was launched on 21 December 1915.1250 tons, 255ft x 33 ft x 12ft. quadruple expansion steam engine, single screw sp eed 17 knots Armament;2 × 1 - QF 4 inch M k IV guns, BL 4 inch M k IX guns or QF 4.7 inch M k IV guns and 2 × 1 - 3-pounders (47 mm) AA. HM S Nasturtium served in M alta, but for just a short time. On the same black day of 27 Ap ril 1916, she was searching for enemy U-boats south of the island of M alta, not yet aware of the HM S Russell tragedy and the dangerous minefields.

HM S Nasturtium continued her duties, when at 7:55 p.m., she hit a mine herself. The five stokers lost their lives immediately with the explosion. The rest of the crew was rescued by oncoming vessels, including HMY Aegusa. Along with the ship’s engineers, the captain continued to fight for the vessel, but it finally sank later that night.

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s.s.oronsaY, 3,761/1900, Western SS, armed, Calcutta for Dundee with jute, manganese ore. Torpedoed by UC.22 (Hei no von Heimburg), sank 48 miles SE of Mal ta her master was taken prisoner

hms olYmpus

H.M .S. OLYM PUS was an Odin class submarine built by William Beardmore and Company in 1928 She was 2038 tons (submerged), 283 ft x 19 ft x 16ft fited with diesel/ electric Admiratly engines into 2 shafts with a surface sp eed of 18 knots,8knots submerged. She had a compliment of 55 .Armament consisted of 8 × 21 in (530 mm) (533 mm) torpedo tubes (6 bow, 2 stern)1 × 4-inch (102 mm) deck gun,2 × .303 inch AA machine guns

]From 1931 to 1939 Olympus was part of the 4th Flotilla on the China Station. From 1939-1940 she was with the 8th Flotilla, Colombo, Ceylon.[1] In 1940 she was redeployed to the M editerranean. She was damaged on 7 July 1940 when bombed by Italian aircraft while in dock in M alta. Repairs and refit were completed on 29 November 1940. On 9 November 1941 Olympus attacked the Italian merchant ship M auro Croce (1,049 GRT) with torpedoes and gunfire in the Gulf of Genoa. The target escaped without damage.

On 8 M ay 1942 Olympus struck a mine and sank off M alta in approximate position 35°55'N, 14°35'E. She had just left M alta on passage to Gibraltar with personnel including many of the crews of the submarines Pandora, P36 and P39 which had been sunk in air raids. There were only 9 survivors out of 98 aboard.

They had to swim 7 miles (11 km) back to M alta. 89 crew and passengers were lost with the ship.

The wreck was located in 2008 in 115 mtrs of water and has been designated as a war grave.Reports indicate that she is upright her htches open and her gun still pointing towards the surface.

hms pandora Pathia n class submarine 289 ft x 30ft x 16ft,1760 tons,(88 x 9 x 5 mtrs) 2x Admiralty diesel and 2 electric motors 17 knots surfaced, 6 knots submerged. Compliment 63 This class f submarine was the first to be fitted with M ark VIII torpedoes. On 4 July 1940 she torpedoed and

sank the French aviso Rigault de Genouilly off the Algerian coast. In an extension of the LendLease program, Pandora, along with three other British and French submarines, was overhauled at Portsmouth Naval Shipyard in the United States. Pandora patrolled the M editerranean from 1940 to 1942.

She began her service in the Eastern Mediterranean in June 1940. In July, she was tasked with operations against the French Fleet near Oran off the coast of Algeria. On 4 July 1940, she sank the French 105

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ship, Rigault de Genouilly near Algiers. During August, Pandora delivered supplies to the blockaded island of M alta.

The Italian torpedo boat Cosenz attacked Pandora with a depth charge in September, but Pandora survived the attack. In January 1941, she sank three vessels: SS Palma south of Sardinia, SS Valdivagna, and one other ship near Cape Spartivento in Calabria.

Sinking Pandora arrived in M alta on 31 M arch 1942 to unload her stores. A bombing raid took place on 1 Ap ril 1942 while she was unloading, but the decision was made to continue the process to save time. Pandora took two direct bomb hits and was sunk. The survivors were on board the submarine Olympus when she was destroyed by a naval mine. Of the 98 crew and passengers in Olympus, there were only 9 survivors

stIrlInG castle a British Trawler 271 TONS sunk of Valetta on Sept 26th 1916 after striking a mine

h.m.s. southampton HMS Southampton was a member of the first group of five ships of the Town class of light cruisers. She was built

by John Brown & Company, Clydebank, Scotland and launched on 10 M arch 1936.She was 558ft long,61 ft beam with a 21 draught.9100 tons, sp eed of 32 knots from 4 Parsons turbines.Armament consisted of 12 × BL 6-inch (152 mm) guns [triple mounts]8 × QF 4-inch (102 mm) guns [double mounts]4 × 3-pounder,8 x QF 2-pounder (40 mm) AA guns[quadruple mounts,6 × 21-inch (533 mm) torpedo tubes Southampton saw service in World War II, and initially served as the flagship of the 2nd Cruiser Squadron with the Home Fleet. On 5 September 1939 she intercepted the German merchant Johannes Molkenbuhr off Stadtlandet, Norwa y,but her crew scuttled the shipbefore she could be captured.

The crew was taken off by the destroyer Jervis, and Johannes Molkenbuhr was then finished off by destroyer Jersey.

Southampton was later damaged on 16 October 1939 whilst lying at anchor off Rosyth, Scotland, when she was struck by a 500 kg bomb in a Germa n air raid. The bomb was released from only 150 metres (490 ft) height by a Ju 88 of I/KG.30, and hit the corner of the pom-pom magazine, passed through three decks at an angle and exited the hull, detonating in the water. There was minor structural damage and temporary failure of electrical systems. She was repaired and at the end of the year she was one of the ships involved in the hunt for the Germa n battleships Scharnhorst and Gneisenau after the sinking of the armed merchant cruiser Rawalpindi. She then served with the Humber Force until Februa ry 1940, and then went to the 18th Cruis er squa dron at Scapa Flow. On 9 April 1940, Southampton was operating off the Norwegian coast when she sustained splinter da mage in a German air attack. The main battery director was temporarily knocked out. After being repaired, she had anti-invasion dutieson the south-coast of England until she returned to Scapa Flow in October.

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On 15 November Southampton sailed for the Mediterranean. She participated in the action off Cape Spartivento on 27 November. In December the cruiser was moved to the Red Sea to escort troop convoys, and at the same time took part in the bomba rdment of Kismayu during the campaign in Italian East Africa. On 1 January 1941 she joined the 3rd Cruis er Squa dron and took part in Operation Excess. In the early afternoon of 11 Ja nuary, both she and fellow cruiser Gloucester came under attack from 12 Stuka dive bombers of II Staffeln, Sturzkampfgeschwader 2, Luftwaffe. She was hit by at least two bombs south-east of Malta and caught fire; the resulting blaze spread from stem to stern and tra pped a number of men below decks. 81 men were killed with the survivors being picked up

by Gloucester and the destroyer Diamond. Heavily damaged and without power, Southampton was sunk by one torpedo from Gloucester and four from the cruiser Orion.

star of malta (ex westmIster1942, ex comando 1944, ex uss marcasIte 1942, ex ramIs 1938, ex camaGuss 1925) The MV Star of Malta was launched in 1925 as the luxury yacht Camargo. She was built for a wealthy American - Julius Fleischmann of Cincinnati who was an expert yachtsman. While cruising on board Camargo in the South Pacific with his wife and two children he secretly created maps that were later used by the US government when attacking the many Japanese-held islands during World War ll.

In 1938 Camargo was sold to the President of the Dominican Republic, Generalissimo Rafael Trujillo, and renamed Ramfis.

In 1942 she was acquired by the US Navy, converted for naval service and commissioned as USS Marcasite (PY-28) on May 12, 1942 with Lt. Cdr Leander Jeffrey in command.

She saw service at Pearl Harbour escorting merchant ships operating in the Hawaiian Islands. Having left Pearl Harbour she was next stationed at Seattle, where she served as a patrol and weather station ship. She was decommissioned on October 5, 1944 and sold that same month for conversion to commercial use and renamed Comando.

In 1947 she was acquired by the Minster SS Co. Ltd (Mitchell Cotts & Co. Malta) and renamed Westminster. In 1952 she was sold to a Maltese, Paul M. La ferla, who operated her thrice weekly as the passenger ferry Star of Malta between Malta and Syracuse. The vessel also carried mail.

Circums tance of loss On July 29, 1955 at about 8 a.m., while returning from Syracuse, the Star of Malta ran aground in thick early mist on the Mercanti Reef some 200 feet off Dra gonara Point and capsized.

The ship, under the command of Commodore S.G. Kent, OBE, was carrying 57 passengers. Some were on deck at the time while others were preparing to go to breakfast.

Some passengers and crew swam ashore or were picked up by a fleet of small boats which came to their assistance.

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The Second Cook, A. Grech, drowned and a passenger, Mis s Mary Borg, was unaccounted for. Malta had now lost its only sea link with Sicily. The Royal Navy sent the destroyer HMS Scorpion to pick up stranded passengers in Sicily.

In August that year the Star of Malta was re-floated and towed to the Rodriques shipyard in Messina, where she was repaired.

A ha nd stamp "Damaged by seawater/ex Star of Malta 29.7.55" was applied to all letters, cards etc. salvaged from the wreck.

Two months later she returned to Malta in much the same foggy conditions as when she went aground. She was under the comma nd of Captain Velkjo Hajjia, a Yugoslav.

On September 19 assessors from the maritime inquiry into the circumstances which led to the grounding of the Star of Malta found that the responsibility for the accident rested squarely on the master of the vessel, Commodore S.G. Kent.

However, Commodore Kent's blameless record as master was taken into full consideration by the assessors, who felt they could do no less than recommend that his master's ticket be suspended for 12 months from the date of the grounding.

She was sold in March 1966 to Cantieri Navali delle Grazie, La Spezia, Italy where she was broken up, thus ending 41 years in a variety of interesting roles.

m.V. talabot M .V .TALBOT was a 6798 ton152mtrs x 19.6mtrs x 9 trs fitted with7-cylinder 2 SCDA oil engine of 9650 ihp by shipbuilders. A Launched by A/B Gรถtaverken, Gothenburg (Yard No. 492) on Nov. 5-1935. Completed M arch 20-1936.

The supplies to Malta, which was held by the British but cut off from the rest of the world, continued to be more crucial than ever at the end of 1941 and early 1942, and Talabot was just one of several Norwegian ships taking part in the dangerous voyages to this area. Like many other Norwegian ships, she also had a female crew member, who chose to stay on in spite of being well acquainted with the dangers involved in the Malta voyages, the so called "suicide convoys".

Talabot had arrived Alexandria from Haifa on March 3-1942. Together with the British Clan Campbell, Pampas and Breconshire she left Alexandria with general cargo on March 20, joining Convoy MW 10 (link within Voyage Record). The next morning, they were between Crete and Tobruk, surrounded by Admiral Vian's cruisers Cleopatra, Dido, Euryalus and Carlisle, as well as 16 destroyers (a Norwegian source adds 20 warships - the external website mentioned above also names Fleet Destroyers HMS Jervis, Hasty, Havoc, Hero, Kingston, Kipling, Kelvin, Lively, Sikh, Zulu, and six Hunt Class destroyer escort). They were spotted that afternoon by a German reconnaissance aircraft, with the result that the Italian Admiral Iachino headed out with the battleship Littorio, the cruisers Gorizia, Trento, Giovanni Delle Bande Nere and 10 destroyers, 108

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with the aim to intercept and eliminate the 4 ships. In the morning of March 22, the cruiser Penelope and another destroyer (Legion?) joined the British escort. Admiral Vian, though aware of the Italian battle force, had decided to press on*. A battle ensued, but when it was over and Iachino retreated, the merchants were still intact, though 3 of Admiral Vian's ships were damaged. *An external website re. Breconshire, written by someone who was on board at the time (but no longer available) stated: "It is interesting to point out that the Littorio alone, with her 15-inch and twelve 6-inch guns, completely outweighed the fire power of the British escort force whose heaviest calibre was the six 6-inch guns on H.M.S. Penelope. The three Dido-class cruisers were armed with 5.25 DP guns".

The 4 ships were now ordered to proceed independently, escorted by a couple of destroyers. Talabot and Pampas reached Malta, but enemy aircraft were now swarming towards Valetta. Out at sea, Clan Campbell went down and Breconshire was wrecked. While the inhabitants of Malta were still cheering for the two arriving ships at Grand Harbour, the air attacks started, and continued all through the subsequent discharging of cargoes. During one of the attacks on Valetta on March 26, Pampas was hit and set on fire, and a bomb detonated in Talabot's engine room, the resulting fire spreading quickly to the ammunition and other flammable cargo not yet unloaded. In an effort to get this cargo below the waterline, Captain Toft made the difficult decision to blow a big hole in his ship and let her fill with water. More details can be found in the captain's story below. At 09:45, the pilot came on board, but they were not made fast until around 5 that afternoon (23rd), all the while enduring continuous air attacks. Lighters were placed from the ship to the quay to be used as gangways for the stevedores and crew to go to the shelters during attacks.

They unloaded cargo for 2 days, constantly interrupted by attacks. On the 3rd day, the bombing started very early in the morning and increased in intensity as the day went on. At noon, 300 Stukas came out of Sicily and turned the harbour into a flaming inferno. The captain says they were in a shelter in the harbour at about 14:00 when he saw Talabot being hit by a bomb. He stormed out of the shelter in order to get to his beloved ship, barely being missed by a bomb, whereupon the engineer dragged him back into the shelter, but wild horses couldn't keep him in.

Examinations showed that the bomb had hit Talabot on the port side of the boat deck, had gone straight through the electrician's cabin, the shelter deck and main deck, and had exploded in the engine room where a fire had started. All the cabins had been blown to pieces by the sheer force, another bomb had hit just outside the side of the ship, and in hold No. 1 the contents had been tossed around and dropped helter skelter.

The captain now goes on to describe how he frantically set about arranging for assistance and equipment to extinguish the raging fire on board, but although all kinds of methods were put to use nothing seemed to stop the spreading flames, which were soon endangering holds No. 3 and 4, holding bombs and torpedoes. Additionally, their efforts were hampered by the air attacks which continued with full force.

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After a while, Captain Toft realized he had no choice but to ask a cruiser located on the other side to shoot a hole in the side of the ship and into the engine room so that it would fill with water. At the same time the surrounding area was evacuated, as there was imminent danger of Talabot blowing up. Word came from the cruiser that no such hole could be shot without permission from the admiral. Shortly thereafter a message was received from the admiral that he could not give such an order, but he could put explosives at the captain's disposal, as well as all the assistance he would possibly require, but he himself had to do the job. Meanwhile, the fire had spread to hold No. 1 where the benzine was stowed. The explosives arrived, Captain Toft went to his cabin to collect some personal effects; pictures of his wife and children, his diary etc. before leaving the ship. By then the deck was so hot that "it sputtered under the soles of my shoes".

The next morning Talabot was a total wreck, but the water level was well above the cases of ammunition so there was no longer any danger of an explosion. On March 27 the Norwegian flag was lowered and the British naval flag put up.

S TIRLING CASTLE 271 TON trawler 26th sept 1916 mined of f malta

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APENDIX 2 HMS STUBBORN WAR RECORD(EXTRACTS) 18 Feb 1943 HM S Stubborn (Lt. A.A. Duff, RN) departed her builders yard at Liverpool for Holy Loch.19 Feb 1943 arrived at Holy Loch to begin a period of trials and exercises off the Scottish West coast.

1 Apr 1943 departed Holy Loch for Lerwick. 3 Apr 1943, arrived at Lerwick. After fuelling she departed later the same day for her 1st war patrol. She was ordered to patrol off the Lofoten, Norway.18 Apr 1943 is ordered to take up a patrol position near Jan M ayen Island for a anti-uboat patrol.27 Apr 1943, arrived at Holy Loch.

17 May 1943, departed Lerwick for her 2nd war patrol. She was ordered to p atrol in the Norwegian Sea on an anti-uboat p atrol.3 Jun 1943HM S Stubborn (Lt. A.A. Duff, RN) ended her 2nd war patrol at Lerwick.

4 Jun 1943 departeded Lerwick for Holy Loch. She made the passage together with HM S Tuna (Lt. D.S.R. Martin, RN) and HM S Ultimatum They were escorted by HM S Cutty Sark The next morning they were joined by HM S Syrtis (Lt M .H. Jup p, DSC, RN). (6) 21 Jun 1943departed Holy Loch for her 3rd war patrol. She was ordered to patrol in the Bay of Biscay.

The passage South through the Irish Sea was made together with HM S Universal 2 Jul 1943 ,fired 6 torpedoes at the last submarine in line out of a group of 3 German submarines escorted by 2 destroyers. The torpedoes however missed their targets and the attack was not observed by the Germans.The submarines concerned were U-180, U-518, U-530. The two escorts were identified by Stubborn as 'Narvik-class' destroyers and this was correct as they were Z-24 and Z-32. The German submarines were returning from patrol and were bound for Bordeaux. U-180 was actually returning from the Far East and due to the important cargo carried by this U-boat, the destroyers were sent out to escort it in the Bay of Biscay. The destroyers met U-180 and U-530 in quadrant BF7643 at 0615 hours on 1 July 1943 and were joined by U-518 at 1100 hours in quadrant BF8427.

0731 hours - Sighted 2 German 'Narvik-class' destroyers to the East. The submarines that were supposed to be with them could not yet be seen in the morning haze. Started attack.

0755 hours - In position 44°47'N, 02°55'W fired 6 torpedoes at the last submarine in line from 1000 yards.

No hits were obtained and no counter attack followed.

11 Jul 1943 ended her 3rd war patrol at Holy Loch.

11 S ep 1943 HM S Stubborn departed from Port HHZ. (Loch Cairnbawn). for her 4th war patrol. She is to tow midget 111

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submarine X 7 to the entrance to the Alten Fjord in Northern Norway. Stubborn and X 7 are part of Op eration Source. An attack by six midget submarines on the German battleship Tirpitz.

15 S ep 1943,At 1715 hours Stubborn sighted X-8 about 2 miles to the East. Stubborn then set course towards that midget submarine that had her towline also parted and she had lost contact with HM S Sea Ny mph (Lt. J.P.H. Oakley, DSC, RN), the submarine that was to tow her. Stubborn then slowed down and sent out a signal to make rendes-vouz with Sea Nymph. However around 2300 hours contact with X-8 was lost. Sea Ny mph however was able to find X-8 and reconnect the tow line.

18 S ep 1943, Around 2015 hours HM S Stubborn placed the operational crew on board of X-7 and took off the passage crew. But on going ahead the tow parted. It took several hours before the two submarines were again connected together.

20 S ep 1943 At 0105 hours HM S Stubborn sighted a floating mine but before it could be evaded it got stuck in the towline and slowly made its way towards X-7. It then got stuck on the bow of X-7 until X-7's CO (Lt. B.C.G. Place, DSC, RN) was able to 'kick' it off.At 2000 hours X-7 slipped and proceeded towards the Soroy Sund. Stubborn then departed the area to take up her patrol position. 28 S ep 1943At 0058 hours, in position 70°42'N, 22°17'E, HM S Stubborn made contact with X-10 . The midget submarine was taken in tow. The operation crew of this submarine was taken on board Stubborn the next evening and the passage crew of X-7 was p laced on board the midget submarine. 9) 3 Oct 1943 has to scuttle her tow, midget submarine X-10 due to a gale warning she had received. X-10 was scuttled at 2040 hours in position 66°13'N, 04°02'E. (9)5 Oct 1943 ended her 4th war patrol at Lerwick.

She departed later the same day for Holy Loch together with HM S Truculent and HM S Syrtis . They were escorted by HM S La Capricieuse 10 Dec 1943 departed Holy Loch for Lerwick. She made the passage together with HM S Syrtis , HM S Sirdar and HM S Venturer . They were escorted by HM S Cutty Sark 14 Dec 1943 departed Lerwick for her 6th war patrol. She was ordered to patrol off central Norway off Ky a.18 Dec 1943, attacked an enemy convoy about 10 nautical miles North-East of Ky a, Norway. No hits were obtained.

1110 hours - In position 64°36'N, 10°33'E sighted a convoy bearing 085°. Enemy course was 230°, speed 8 knots. Started attack.

The convoy was seen to consist of 4 merchant vessel of 1500 to 3000 tons and was escorted by 2 trawlers.

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1147 hours - Fired 4 torpedoes at the leading ship, a merchant vessel of about 3000 tons, range was 3500 yards. Went to 120 feet after firing. No hits were obtained. A torpedo explosion was heard after about 8 minutes. No depth charges were dropped following this attack. (4) 24 Dec 1943 ended her 6th war patrol at Lerwick. 25 Dec 1943,Lerwick for Holy Loch. She was escorted

by HM S Sardonyx,27 Dec 1943arrived at Holy Loch.12 Jan 1944 docked at Holy Loch.

14 Jan 1944 Holy Loch for Lerwick. She made the passage North through the M inches together with HM S Vox that was en-route to Scapa Flow. They were escorted by HM S La Capricieuse.16 Jan 1944.arrived at Lerwick. After a few hours she departed Lerwick for her 7th war patrol. She was ordered to p atrol off central Norway off Ky a.

7th Patrol 26 Jan 1944 attacked but missed the Norwegian merchant (in German service) Kong Dag link) with torpedoes off the Follafjord, west of Namsos, Norway.

1055 hours - In position 64°36'N, 10°42'E sighted a merchant vessel of 2000-3000 tons escorted by a whaler bearing 070° at a range of 4 nautical miles. Started attack.1115 hours - Fired 4 torpedoes from 4500 yards. Went to 20 feet upon firing and took avoiding action. Thought to have obtained 2 hits but this was not the case. The whaler searched the area but dropped no depth charges.30 Jan 1944, ended her 7th war patrol at Lerwick 8TH Patrol 6 Feb 1944, departed Lerwick for her 8th war patrol. Again she was ordered to patrol off central Norway off Ky a.11 Feb 1944, torpedoed and sank the German merchant Makki Faulbaums and torp edoed and damaged the Norwegian merchant (in German control) Felix some 25 miles north-west of Namsos, Norway.1058 hours - In position 64°36'N, 10°36'E sighted a convoy of 7 ships with 5 escorts and an aircraft overhead bearing 084 degrees, range 6 to 7 nautical miles. The Merchants were between 2000 to 4000 tons and were all laden. Started attack. During the setup of the attack an M-class minesweeper approached from the South-West, she was using Asdics.

1149 hours - In position 64°35'N, 10°36'E fired 6 torpedoes from a range of 2500 to 3000 yards. 4 Torpedoes were fired at a 3000tons merchant ship and 2 torpedoes at 2 merchant ships of 3000 and 4000 tons that were just beginning to overlap. It is thought this resulted in 4 hits on 3 ships. On firing Stubbons went to 150 feet and took avoiding action.1153 hours - A counter attack commenced. 34 Depth charges in all were dropped.

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1315 hours - Returned to periscope depth. Two escorts were still hunting and the aircraft was also patrolling overhead and was very near Stubborn. Went deep again and decided to retire from the area.

The convoy attacked was made up of the above mentioned merchant ships as well as the German merchants Cambronne , Dalbek , the Norwegian merchants (in German service) Saturnus ), Grana And the German tankers Liselotte Essberger and Feiestein . They were escorted by the German patrol vessels V5715, ND-10, ND-12, ND-33, ND-34 and AF-17.

13 Feb 1944 HM S Stubborn (Lt. A.A. Duff, DSC, RN) unsuccessfully attacked a German convoy of 5 ships off the Folda Fjord, Norway. Stubborn fired 6 torpedoes but none found their target. Stubborn is heavily damaged by the German escort ships but eventually manages to escape.

(All times are zone -1) 1045 hours - In position 64°35'N, 10°37'E sighted a convoy bearing 068°. Started attack.

The convoy was made up of 5 merchant vessels, all laden, of 2000 to 4500 tons. They were escorted by 4 trawlers. A minesweepers and a whaler were also patrolling the area as were 2 aircraft.

1148 hours - In position 64°34'N, 10°38'E fired 6 torpedoes from 3000 yards, 4 at a merchant ship of 4500 tons and 2 at a merchant ship of 3000 tons. It is thought that 2 hits were obtained on the 4500 tons merchant vessel and 1 hit on the 3000 tons merchant vessel. (but this was not the case). The results could not be observed as Stubborn had gone deep (150 feet) on firing and took avoiding action.

The convoy attacked was made up of the following ships: Norwegian merchant (in German service) Svolder , German Merchants Putzig , Ludolf Oldendorf), Eisblink and German tankers Blexen and Hansa I. 1155 hours - A counter attack was commenced. The hunt was carried out by the M-class minesweeper and 3 of the trawlers. The first 15 depth charges were dropped in the next 20 minutes. These were not close.

1220 hours - The M-class minesweeper obtained a good contact and in the next 15 minutes 36 depth charges were dropped. These were very close. This resulted in the after hydroplanes being jammed hard to dive. Q tank flooded through the outboard vent. The starboard screw was fouled. The main motor was stopped at once as smoke was seen coming from it. Stubborn sank to 390 feet before being stopped by blowing main ballast. There followed an interval spent between 200 and 300 feet trying to catch a trim on main ballast and by moving the hands about.

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1310 hours - Broke surface. It appeared that Stubborn was not sighted. The nearest vessel was about 2 nautical miles away. On diving again Stubborn went rapidly down and stopped only at 500 feet. No close attack followed.

1410 hours - 10 Depth charges were dropped but they were not close. Stubborn was kept between 350 and 400 feet.

1445 hours - The rate of rise got out of control and Stubborn again broke surface. The nearest vessel was the M-class minesweeper about 1,5 miles away. Stubborn immediately dived again.

1455 hours - Again she went very rapidly down and at 500 feet main ballast was blown but she kept going down. Shortly afterwards she hit the bottom. She bumped 4 times.

1500 tons - A pattern of 10 depth charges was dropped, very close.

1503 hours - 3 Depth charges were dropped, again very close.

1510 hours - 3 More depth charges were dropped, again they were very close. No more depth charges followed after this attack.

1930 hours - As it was now dark, began trying to surface. There was not enough high pressure air but as pressure inside the submarine was high the compressors were run to top up the H.P. air. The first attempt to surface failed.

2225 hours - After manoeuvring a bit on the motors blew all main ballast, this time with succes.

2230 hours - Surfaced in position 64°38'N, 10°20'E, just clear of the minefield. Set course to seaward.

14 Feb 1944 The situation on board HM S Stubborn was now as follows: Both engines were running but were vibrating rather a lot. The port shaft was only giving about half power so it appeared that half of the screw was missing. Stubborn could make about 7 knots. Vibration of the whole submarine however indicated that the hull was p robably distorted. It was found that a number of hull plates were bulging in between the frames of the pressure hull. The steering gear was labouring and was used as carefully as possible. Z tank was leaking but the remainder of the internal tanks appeared to be watertight on the surface. The main ballast appeared to be leaking slightly and the blower was run every hour.The starboard motor was out of action.

Lt. Duff decided not to dive. Not even in the event of being attacked by aircraft for the following reasons: We had no idea how much of the keel was missing and therefore what the trim would be like.

The port screw was giving very little propelling power.

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Drastic blowing of the main ballast tanks might well make them far worse.The vibration of the submarine would be aggravating the various small leaks that had developed while we were on the bottom.3 German aircraft were seen during the day but fortunately Stubborn was not sighted.At 1720 hours Stubborn refused to answer the helm.At 1945 hours Stubborn commenced trying to pass a signal about the situation to F.O.S. (Flag Officer Submarines). This was succesful at 0047 hours the next morning.

15 Feb 1944 On board HM S Stubborn it was found out that going ahead with one main ballast tank flooded the submarine steered a mean course out to sea.around 2100 hours course could not be held and Stubborn was stopped. A signal was then sent to F.O.S. to pass her estimated position and estimated rate of drift. A signal had been received that 4 destroyers had been sent out to search for her and to tow her to safety .

16 Feb 1944At 0400 hours, HM S Stubborn started to sent out D/F bearings in order to home in HM S M usketeer and HM S Scourge .1200 hours - Started prepartions on deck to establish a tow line.

1455 hours - In position 64°24'N, 06°36'E sighted HM S M usketeer and HM S Scourse bearing 270°. HM S Scourge was ordered to take Stubborn in tow when the weather became suitable.

17 Feb 1944 At 0335 hours HM S Scourge finally was succesful in the attempt to take HM S Stubborn (Lt. A.A. Duff, DSC, RN) in tow.

At 1102 hours hours the tow parted and it was decided that Stubborn would proceed under her own power.

See 18 February 1944 for the continuation of the events. (4) 18 Feb 1944 At 0400 hours, HM S Stubborn (Lt. A.A. Duff, DSC, RN), HM S M usketeer and HM S Scourge were joined

by HM S M eteor(Lt.Cdr. D.J.B. Jewitt, RN) and HM S Swift (Lt.Cdr. J.R. Gower, RN).

At dawn Beaufighters appeared and remained throughout the day.

HNoM S Narvik was sighted to the westward and joined the 'convoy'.

1600 hours - HM S M eteor and HM S Swift parted company.

See 19 February 1944 for the continuation of the events. (4) 19 Feb 1944 At 1127 hours, HM S M usketeer (Cdr. R.L. Fisher, OBE, RN), took HM S Stubborn (Lt. A.A. Duff, DSC, RN) in tow. However the tow parted after 16 minutes. Stubborn then again proceeded under her own p ower.

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1648 hours - HM S Scourge (Lt.Cdr. G.I.M . Balfour, RN) now took HM S Stubborn in tow. The tow now held and Stubborn was towed succesfully throughout the night.

See 20 February 1944 for the continuation of the events. (4) 20 Feb 1944 At 0830 hours HM S Stubborn (Lt. A.A. Duff, DSC, RN) in tow of HM S Scourge arrived off Lerwick. Tow was then parted and HNoM S M olde then took HM S Stubborn alongside and into Lerwick harbour. (4) 9 Mar 1945 HM S Stubborn (Lt. A.G. Davies, RN) departed Lerwick for her 9th war patrol. She is ordered to patrol off South-West Norway. This was a work-up patrol and the 1st war patrol of her 2nd commission.

HM S Stubborn 9th war patrol click here for bigger map (4) 18 Mar 1945 HM S Stubborn (Lt. A.G. Davies, RN) ended her 9th war patrol at Lerwick. (4) 12 Apr 1945 HM S Stubborn (Lt. A.G. Davies, RN) departed the Clyde for Gibaltar. She joined convoy OS 122 / KM S 96.

13 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) is put back in the water.

She departed for her 10th war patrol (1st in the South-West Pacific area) later the same day. She was ordered to patrol in the South-East part of the Java Sea. HM S Stubborn 10th war patrol 16 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) arrived at Onslow for fuel and provisions. (4) 17 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) departed Onslow for her patrol area. (4) 21 Jul 1945 During the night of 21/22 July 1945 HM S Stubborn (Lt. A.G. Davies, RN) passed Lombok Strait northbound. (4) 25 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) torpedoed and sank the Japanese patrol vessel Patrol Boat No.2 (1350 tons, former destroyer Nadakaze, built 1920,) in the Java Sea in position 07°07'S, 115°40'E. 117

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One survivor was shot in the water after he made 'susp icious gesture'. Lt. Davies now ordered all the survivors to be shot and a machine gun was brought up. However before the order could be carried out an aircraft appeared on the scene forcing Stubborn to dive. When she returned to the scene later no Japanese survivors were found. ) 1750 hours - Heard HE bearing 300째.

1800 hours - Started attack on what was thought to be a Minekaze-class destroyer.

1823 hours - Fired 4 torpedoes from 3000 yards. 2 Hits were obtained and the enemy was seen to sink quickly.

1829 hours - Surfaced and closed the wreckage. About 60 survivors were seen in the water but none could be persuaded to come aboard.

1903 hours - Dived to 60 feet for an unidentified aircraft.

2005 hours - Surfaced to try to pick up an officer survivor but no survivors or wreckage could be seen anymore.

27 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) sank a small sailing vessel with gunfire inside Saleh Bay. The cargo of another sailing vessel was thrown overboard.

Later she lost one of her officers while investigating a junk. It is not known what happened to him.

(All times are zone -9) 1333 hours - Sighted 2 sailing boats bearing 270째. Altered course to close.

1410 hours - In position 08째35'S, 117째48'E fired 2 rounds over the nearest vessel which was a cutter of about 12 tons named Kota Pi. The crew abandoned ship.

1525 hours - Picked up the crew of 6. The head man spoke a little English. He informed us that the cargo was rice and was destined for the Japanese garrison on Rakeit Island. They were ordered to jettison the cargo. In all 176 bags of rice were thrown overboard.

The head man informed us that the other ship was also had rice on board for the same destination. As the other vessel was now in very shallow water we opened fire with the deck gun and destroyed the target with 4 direct hits.

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1907 hours - Sighted a medium seized junk bearing 109°, range 8 to 9 nautical miles. Gave chase.

1950 hours - Secured the junk alongside in position 08°05'S, 118°03'E. 1955 hours - Lt. P.D.V. Jones, RN and Leading Seaman J. Kennedy boarded to investigate the cargo.

1958 hours - Whilst manouvering to obtain a position to get out as soon as possible if needed, the junk broke adrift. It was not possible to close it again in the shallow water. Leading Seaman Kennedy was able to swim to Stubborn but Lt. Jones was not able to do so as the distance became to great. We informed Lt. Joned by megaphone that we would wait for him to return. Stubborn searched during the night and the following day but Lt. Jones was never seen again. The wrecked hull of the junk was found the next day but there was no sign of Lt. Jones. He is listed as 'missing presumed killed'. (4) 30 Jul 1945 HM S Stubborn (Lt. A.G. Davies, RN) engaged and damaged a Japanese landing craft with gunfire off Buleleng, Bali.

1450 hours - Observed a large number of native craft at anchor in Buleleng roads and also 7 landing craft.

These were heavily camouflaged with green foilage. A modern looking bridge was also seen across the river Buleleng. Together with the landing craft this bridge made a good target for gun action.

1510 hours - Surfaced and engaged one of the landing craft from a range of 3000 yards. 1 hit was observed as well as many near misses. A total of 18 rounds was fired before a shore battery opened fire.

1517 hours - Broke off the action and dived heading out to sea. (4)

9 Aug 1945 HM S Stubborn (Lt. A.G. Davies, RN) ended her 10th war patrol (1st in the South-West Pacific) at Fremantle. Stubborn remained in Australia until 1 October 1945 when she left for Colombo. Stubborn eventually ended up at M alta on 13 January 1946 and was to be sold locally for scrap.

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APPENDIX 3 UNSUNG HEROS THE CABLE LAYERS OF GALIPOLI

The Diary Cable Work at Gallipoli 1915 – 1916 By A.L. Spalding Pr e f ace

A.L. Spalding (le ft) on board Levant II. Photograph title d: “P ick ing up the Suvla Ba y Cable afte r the e va cuation” and date d 1 Jan uary 1916

The following pa ges are simply a record of things seen , heard or exper ienced while on board Ca ble Ship LEVANT II, together with the occasional rem arks expr essing m y own feelin gs and im pr essions at the time. At the request of Ca ptain Wightman, Messrs Black and Birkbeck, I have m ade t hese extracts from my Dia ry, well knowing that oth er records kept on board are far more worth reading. As my own Diary however, was the only one on the ship em bracing the whole period of the Ga llipoli Campaign, I have thought that these unliterary writings m ay in future be of interest to the few of us who, w orking together u nder trying and often dangerous condit ions, passed m any anxious m oments in each oth er s company. Mom ents which I know are not fully or well described.

Wh en reading through this Dia ry myself I have enjoyed going over again in my mind, the times we passed together. I have noticed that som e ev ents that m eant a great deal to us in the way of anxiety are often described with a few short sentences. We, however who took part in these events ca n m entally fill in the blanks to complete a picture from the rough outline.

I have added after ea ch m onth’s Dia ry, som e n otes correcting or en larging u pon first im pr essions or information. I should m ention that occasionally the diary w as not fully writt en up at night . The reason for this was often pr essure of work and som etimes the fear of putting on paper information of importance. For instance, no m ention of the Evacuation was written down until the ev ent had taken place.

(SGD).

A.L. SPALDING SEPTEMBER, 1 917

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1915 Apr il 25th 1915 At Tenedos. Witnessed general bom bardment of the Dardanelles and Asiatic Coast as far south as Besika. Just after dawn m any transports passed Tenedos on their w ay to the Dardanelles. Battleships, Cr uisers, Destroyers and armed Merchantmen were also in pr earranged posit ions, many of them having come up from Mudros. These all took part in the gener al bom bardment. The noise was terrific. The ships oper ating against the European side of the Straits were too far off to be seen by us bu t in cessant gun flashes could be seen and r eports of big guns heard. The ships bombarding the Asiatic side w ere t he ones that cam e immediately under our notice. It w as a stirring and awesome sight in the half light of dawn, especially to us whose only knowledge of warfare had been culled fr om books.

The firing continued but with less in tensity during the day. In the evening, a large Hospital Sh ip passed us steam ing South showing the landing of troops had not been effected wit hout loss.

We afterwards heard m ore details of the landing. After the first terrific bombardment the troops wer e towed ashore in Lighters. The Steam Picqu ets boats and tugs were comm anded by y oung Midsh ipmen for the m ost part. These Middies in their teens cont rasted greatly with the grown men in their charge. The conduct of these young boys who had never seen Active Service before, was spoken of by Admiral Wemyss as more than exem plary.

One ship, the â&#x20AC;&#x2DC;RIVER CLYDEâ&#x20AC;&#x2122; ran purposely ashore in order to expedite the landing of her troops. These troops suffer ed terribly. The first 100 or so, who stepped on to the Lighters 121

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wer e shot down to a man by the su dden and terrible fire fr om Machine Gu ns and Rifles and about 50 men who did get ashore, were unable to either go forward or ba ck to the ship and h ad to remain under sh elter of the cliff for 36 hours before help could reach them, when the landing fr om the ‘RIVER CLYDE’ was successfully accomplished. Two men, Ca ptain Unwin and a Midshipman here obtained a V .C. for w ading up to their chests in water under a hail of Rifle fire, to rescue lighters of m en which had br oken loose.

Meanwhile troops w ere landed at other poin ts on the European side of the Straits under cov er of shell fire from the Men-of-Wa r but always fier cely resisted by the Turks who held their fire until troops were within a few yards of the beach.

The Australians had the m ost difficult place to land at bu t ev entually established themselves on shore after heavy losses.

The French Troops m ade a feint landing at Kum Kale on the Asia tic side and were after wards re-embarked.

An incident worth r ecording is that HMS ‘IMPLACA BLE’ a nchored 500 y ards from the shore and fired her 12” Sh rapnel from that short range into the Turks.

Apr il 28th 1915 Fin ish ed laying the cable today and are n ow anchored abut 140 yards fr om Ca pe Helles bea ch w here three days ago such fier ce a nd terrible slaughter took place.. Th e fire of Machine Gu ns can be heard from time to time showing that the firing line is not v ery far away. The camp on shore is being shelled with Sh rapnel from time to time and wounded are continually being brought in from the firing line, some on stretchers others hobbling wit h along with assistance.

The Straits a re a w onder ful sight. About 2 00 v essels of all descriptions a re a nchored bet ween Helles and Kum Kale. Battleships and Cruisers, Transports from huge Cunarders down to humble Tramps, Patrol v essels, trawlers and tug boats. The Wa rships are cont in ually firing ov er our heads towards the Turks.

Apr il 29th 1915 Wen t on shore to land the cable end. An office was fitted up this morning in a tent on the bea ch. Wa lked up the hill to have a look at som e of the old Turkish trenches. Could see the pr esent firing line about 2 m iles away. From time to time Sh rapnel would burst overhead m aking m e wonder if it was not bet ter to return to the ship. Obtained a few curios before returning on board.

A Ger man aeroplane flew over t he ship (boat !), dropping bombs wit hout damage. Our ships failed t o bring him down t hough t hey fired until he was out of t heir range.

May 1st 1915

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Fin ish ed repair to the Tenedos cable and returned to our anchorage close to Ca pe Helles.

The fighting, we hear is still vigorous. Our ships continue to bombard the Turkish positions and the Turks shell the bea ches from time to time. We saw one shrapnel shell bu rst quite close to our office on shore.

May 2 nd 1915 Laid cable today from Gaba Tepe (where t he Australian troops landed) to Cape Helles a distance of about 12 miles. Ga ba Tepe bea ch is almost continually swept by shrapnel. Our ship was hit several times by enemy’s shrapnel fire. After landing the cable end we paid out to Ca pe Helles.

May 5th 1915 Last nig ht about nine o’clock the Ga ba Tepe cable was r eported broken so I w ent ashore wit h Cottrell and took a rough test showing the break was at the far end. Steam down on ‘LEVANT’ so the ‘WHITBY ABBEY’ a patrol vessel was engaged and this m orning at daybr eak Cottrell, Jordan and I wit h boat load of cable and m en were taken to Ga ba Tepe or Anzac as it is now called. Arrived there a t 7.00am and finished repair by 9.30 am . The men working on the joint and splice in the boat were subjected t o rifle fire from the Turks. This ma y have been stray bullets coming over the cliffs or direct sniping. If t he latter, it was not very successful as no one was hurt.

Matters at Anzac seemed much worse than on May 2 nd when we were there last, that is as regards fire from the enemy’s guns May 7th 1915 A shell fired from the Turks today dropped wit hin five yards of our office on Helles bea ch. The ships are daily bom barding the Asiatic side of the Straits to prevent the Turkish guns being br ought up to shell our camps. Whenever a Turkish gun is seen to fire, im m ediately five or six shells from the Fr ench and our Men-of War are a t the spot. The distance of the Turkish guns on th e Asiatic side is about four miles from our camps.

May 8th 1915 This a fter noon we steamed to Ga ba Tepe again to buoy the cable (to prev ent anchors foulin g it .) Went ashore. Shrapnel storm w as just beginning as we r eturned to the ship.

Ca ptain Lear, Jordan, Cottrell and self. An Officer in formed u s that this sh elling of the bea ch was a daily occurrence at this time, (4-5p.m.) for half an hour or so, during which tim e, the beach is unsafe. Needless to say we were not sorry our work on shore was finished before this per formance got into full swing.

Wh en we arrived back on board we saw seven shells in succession with half a minute fired rig ht on our Red Cr oss Tents; thus seeing with our own ey es that we have many times read of in the papers with more or less in credulity.

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At Helles. Camp was shelled this morning from 8.0a.m. to 8-30 a.m., apparently from the Asia tic side. Saw many wounded of y esterday’s fight being brought off from the beach in trawlers.

Our ships renewed the bombardment of the Asiatic coast endeavouring to find the enemy’s guns. Aeroplane hovering above them to report on ships gunfire. Hav e n ot h eard how successful they were.

Australians today are said to have brought down one of the enemy’s aeroplanes. I have not seen a Germ an aeroplane for a week.

Yester day’s fight apparently was very sanguinary. We hear that our losses were very heavy and those of the Turks en ormous. Krit hia and Achi Baba n ot y et taken though night attacks took place last night.

May 10th 1915 At Helles. Have been working on board SS ‘A RCADIAN’, the G.H.Q. ship today. A Trawler was alongside ‘ARCADIAN’ with many wounded on board. The result of y esterday’s battle.

Three of the poor fellows had died in the n ig ht. Some h it ch her e. Appa rently all the Hospital Sh ips were away and there was no accommodation for those m en. Perhaps the is som e explanation bu t it m akes one in dignant to see the luxury and comfort on the ‘A RCADIAN’ in contrast to the suffering on the Trawler made fast alongside. One would thin k that the poor fellows could be lifted on board the big ship and m ade m ore comfortable pen ding the arrival of a Hospital Sh ip May 12th 1915 Laid another cable today from Tenedos to Ca pe Helles. During the paying out we received a w ir e fr om Tenedos reporting that a submarine had been sig hted off Doro channel at 9 .00a.m. Fin ished laying cable a t 6.00p.m. A few more shells from the Turks on Asiatic side, one of whi ch exploded 100-150 y ards astern of us.

May 13th 1915 This morning early, H.M.S. ‘GOLIATH’ was sunk by t orpedo. Only 150 saved.

We have seen her for the last t wo or t hree days at her station near Seddul Bahr about ¾ mile up t he St raits from us. Submarine having been report ed in the Aegean y esterday, it was at fi rst t hought t hat she had been sunk by her, but it appears t hat a Turkish Torpedo Boat crept down t he St raits unobserved and t orpedo the ‘GOLIATH’ and got away again. Being at such an hour of night t here was a t errible loss of life. We on boar d knew not hing of it t ill this morning. An explosion would attr act no not ice on account of t he continual noise of gunfire.

May 15th 1915

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Last night store ship ‘AJAX’ was hit by a shell while anchored off Helles and report say s t hat 22 casualties occurred among whom were 18 Turkish prisoners. 7 0 horses were killed y esterday on t he beach by shells from Asiatic side.

May 26t h 1915 We left Im br os y esterday a fternoon and anchored off Helles for the n ight to be r eady to repa ir the cable Anzac-Helles which was br oken.

During our attempt t o repair the shore end t he ship was subject to heavy shrapnel fire. We were about 150 yards from the beach with the cable at the bow when t he Turks from Gaba Tepe suddenly opened fire on us. Three shells in quick succession burst over the ship. Two men were slightly injured. We cut the cable and cleared out as quickly as possible. We t hen found the ship was holed above t he wat er line. Two shrapnel bullets entered t he t esting room, one passed t hrough t he inkstand and t he ot her struck t he wooden bulkh ead. Fortunately for me I was at the Morse Inst rument and not at the t able.

We were now spot t ed again by t he enemy who again opened fire just as ship got turned round. However we paid out quickly and got away with no more damage t han riddled decks and awnings.

After the repair we anchored off the bea ch and a general hunt for curios beg an on board.

The bin nacle top had been sm ashed and the saloon sky-light scored. The a wnings were pieced in m any places and som e of the bullets had bu ried in the deck.

June 22nd 1915 Left Im br os this morning proceeded to Anzac to remove fa ult close to beach. On passing the poin t of Gaba Tepe a Turkish bat tery opened fire on the ship. shots fell wide though pr etty close and we diverted our course seaward a bit to get out of range. Anchored about 3 ½ m iles from shore out of range and waited for night fall as it was impossible to work in day light owing to the enemy’s gun fire. After da rk we steamed closer in and did r epair wit hout mishap, removing fault du e to trawlers anchor.

After finishing our repair we left Anzac about m id-night a nd steamed t owards Helles.

Wh ile off Tekeh with lights out we collided with a trawler. Sma shed up our Cutter and Boat Dav its and som e damage was done to plates on port side. Anchored off Helles about 1.00 a.m .

July 21st 1915 This m orning we had to leave Mudros to repa ir Im bros - C. Tekeh I cable.. While trying t o get the cable into the boat near the pier, three shells came whizzing over from t he Asiatic Coast and exploded along t he bea ch. The t hird one bei ng wit hin 40 y ards of us I t hought it t ime t o clear out. We dropped t he cable and bega n rowing back to the ship. Only just in time. The fourth shell came with 125

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it s hideous shriek and fel l five yards from where we had been working and the pieces splashed around our boat .

July 2 2nd 1915 Fin ish ed t he r epair off Helles today. While m aking the final splice on board, the enemy fired on us from another battery and all but hit us. Two shells fell into the water right under our bow. We fully ex pected to get struck this time but beyond the two shots, they did not fire a nd w e finished the repair as qu ickly as possible. Anchored for the n ight close by.

Troops are pouring in from Mudros. Arriving here in sm all ships by dark.

July 2 6th 1915 Workin g all night the new end was laid at Anzac by 4.00 am . there was no shell fire on the bea ch du ring the night though we were informed by the R.E.’s that the last two nights had seen the beach heavily shelled. We had the usual rifle bullets from the cliffs, the ship was hit by several. Paid out cable to Im br os and finished the work by 11.00 a.m. and left for Mudros where we arrived at 6.30 p.m. very tired.

August 13th 1915 During the night we laid the Anzac-Suvla cable getting to Su vla in the early m orning. the Turks again commenced shelling the ships in Suvla Bay after and during breakfast. Several Store ships changed their posit ion to avoid being hit while the Turkish ba tteries scorched the Bay . ‘LEVANT II’ followed t heir example but being t wice n early hit , decided it were wiser to clear out, having finished our cable work. Proceeded to Tenedos where we rem ained for the night.

August 3 0th 1915 Bu llet proof scr eens long sanctioned by Hea d Office had been fitted round the wheel and win dlass to pr otect m en when ship would again be in the firing zone.

Septem ber 6 th 1915 Sh ip returned to Su vla this m orning and anchored in side the nets. Had to shift our anchorage as Turks commenced to shell us. After anchoring again we began breakfast but the m eal was disturbed. A shell fell within 40 or 5o y ards of us, so we hove up anchor and left for Tenedos for the men to replenish their food supply.

October 3 rd 1915 Proceeded t o Suvla Bay a nd arrived at 2 .30 p.m. Tested cable (Anzac-Suvla) and placed fault near A nzac. Just as we had finished t esting, shells commenced falling on t he bea ch near. One explosion laid out t wo men. Ship m oved and anchored further out. Towards du sk w e proceeded towards Anzac. Made repair close to Anzac shore under t he usual rain of bullets whi ch however were not as bad as usual.

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October 4 th 1915 Rem ained at anchor during the day at a distance of about 1½ miles from shore. Com pleted our cable w ork about ž m ile off the shore. Two stray bu llets hit the ship, one digging a hole in t he deck. Fin ished at 1.00a.m. and anchored.

October 9 th 1915 This m orning we w er e a dvised fr om G.H.Q. that all cables to Helles w er e interrupted.

Com m unication completely cut off. Ship left hurriedly about 2 .30 p.m. and arrived at 9.00 p.m . On going ashore we found that four cables were interrupted and one faulty. A Lighter washed ashore had done the damage.

October 12th 1915 Steamed down to Tenedos to test and returned to Helles in the ev ening. While proceeding to suit able anchorage off C. Helles, the Turks commenced shelling the newly made piers ther e. Sh ip stood off. Thought it better to wait awhile. Sh elling cont inued till after sun set so w e anchored off Tekeh for the night. All ships had to clear out in a hurry from that pier, on account of the shell fire. One small ship in her haste nearly rammed us. We forgave her, knowing her distress. r 5th 1915 Set on for Su vla this morning to effect a repair in Anzac-Suvla cable. Ship anchored and boats put ashore. Bullets were flying plentiful. One struck t he car buoy in our boat and we were t hankful to rea ch t he shore. Bullets fr om ov er the r idge were cont in ually fa lling around the boat m aking the work more than unpleasant. Luckily there was no m ish ap and the work finished by 4 .30 a.m. when the ship moved out to anchor at a safe distance from the shore. We have still another repair to do off this bea ch but cannot comm ence it until darkness fall again.

Nov ember 6 th 1915 One of our aeroplanes was br ought down by the Turks. the pilot however managed to bring the m achine down softly into the water. A Pinnace from the Hospital Sh ip was soon on the scene and took off the two m en. Another Navel picquet boat then arrived and tried to save the m achine a nd the Turks open ed fir e on them and the shells w ere soon splashing all around them. The men had to rush ashore for cover. The aeroplane was pr etty well wrecked though the parts were salved later. The Picquet boat got ashore in her efforts to salve the m achine.

This ev ening at dusk we got underway and steamed in and anchored again off Anzac beach and the boats pushed off and soon finished the work on the cables. Rifle bullets as usual but luckily no accidents. After the work the ship anchored outside the range of bu llets.

Nov ember 10th 1915

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This m orning we finished off the work at Suvla, diverting both cables. We then set off and picked up a good length of the old Anzac abandoned piece, being careful not to get to close to Anzac before du sk. At nightfall the ship anchored off Anzac beach and the boats went in to examine the cable ends further South. Birkbeck followed in the Cu tter. We intended to coast up to the cable ends when we arrived near the shore where we expected less rifle fire.

But we got t oo far Nort h and for some time were in almost a hail of bu llets whi ch were coming down from t he gullies. We had som e distance to row to get out of this and were never so glad as when we landed at the pier. It seems to m e a miracle that no one was hit in either of the boat s. Anywhere off this beach there can be heard the constant ‘plomp’ of bu llets in the water bu t tonight it was as if a m achine gun was constantly trained on th e boats.

Nov ember 13th 1915 Wea ther improved. Left Tenedos about 10.00 a.m. for C. Tekeh to test the A nzac-Tekeh cable which had ju st been br oken, arriving at Tekeh at 11.30 and anchoring. Testing lead was paid out from the ship but with difficulty owing to the rough weather. During the delay the Turks opened fire on us from the Asiatic side of Dardanelles. The first shell exploded ahead of the ship a nd splinters struck the bu lwarks. No one w as hurt though one of the Gr eek firemen fishing ov er the side n early had h is a rm taken off. Ca pt. at once hove up anchor. Most of the ship’s crew being away in the boat s every one eagerly assisted. A second shell cam e along and fell short in the water. By this t ime we were under way. A telegram from Cottrell arrived after we had dropped anchor in Kephale Bay in forming us that the two Anzac cables were down. Of this we were quite aware seeing that we h ad just been almost blown to pieces in our endeavours to repair one of them. The Skipper acknowledged the telegram and if the tone of the reply was som ewhat curt it must be rem embered that we h ave been at cable w ork for eighteen day s continuously save for short rests during bad weather and this without any one being aware of the amount of work done by u s or the trying a nd fr equently dangerous conditions u nder w hich it has been accomplished.

Decem ber 2 nd 1915 Left C. Tekeh at 7.20 a.m. for Im bros to test the Im bros-Suv la cable w hich w as reported br oken last night. After da rk we began grappling w ith the ship about half a m ile off the cable end, our position bein g dangerously near Gaba Tepe (the point in possession of Turks). Continued grappling a mongst the bullets till 10.30 p.m. It then became too dark. Lost our bea rings so pr oceeded seaward and anchored. Wh ile grappling we did utm ost to conceal our lights. The slightest beam of light anywhere brought a volley of bullets from the shore. We must have been less than a quarter of a mile from t he Turks on Gaba Tepe.

Decem ber 4 th 1915 After grappling som e time in the dark we eventually hooked our cable off Ga ba Tepe where the Destroyer was bu sy shelling Turkish trenches. We were very careful again to show no lig ht but the glare from the Destroyer’s guns must have revealed our ship from time to time and Black especially had a most uncomfortable time sitting on the grappling rope forwar d unprot ected from t he bullets whi ch from t ime t o t ime whizzed 128

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by . We repa ired the cable after som e difficulty owing to the darkness and then anchored for the nig ht out of bu llet range.

Decem ber 15th 1915 Now this evening we hear that ‘ELECTRA’ has had a collision at Salonica while working on the n ew cable there a nd that she is proceeding to Mudros under escort. We a re n ow to hasten to Sa lonica and finish her work. At pr esent our boilers are being scaled.

Decem ber 17th 1915 Got u p steam and left Mu dros at 4 .00 p.m. fine and calm. ‘ELECTRA’ we hear is to go to Malta for repairs. Sh e has a V shaped hole in her side 9 ft deep.

January 18th 1916 Left Aliki Bay at 7.00 a.m. for cable work.. At 11.45 a.m. we had ju st commenced making the joint to Im bros cable w hen a sudden loud r eport followed by the u sual scr eam of appr oaching shell made us all start. It was evidently fired from Helles vicinity and fell short of us. Another one came a few seconds later and fell closer. We had now hurriedly begun to pick up seaward when a third shell whizzed by and passed over t he ship but fell much closer. The enemy were evidently aiming a target of us and it was clear that if we did not g et away at greater speed t han we w ere, the Turks would soon score a hit. The Ca ptain gave the order to cut the cable and Black nipped up on the forecastle head with an axe which he had learnt by experience to always have ready. One stroke severed the cable if I am not mistaken and the Skipper rang ‘Full Ahead’ from the br idge. bu t our full ahead speed was very slow owing to the steam being down ( as is customary when joint and splice being m ade). The Turks cont inued firing, four shells dropping within 50 yards of t he ship, pieces even striking t he ships side. Skipper altered course after each shell fell, turning to St arboard w hen a projectile fell to port and v ice-versa. This r use do doubt put the Turks off their aim considerably. They did not cease firing till 12.15 p.m. when we m ust have been 4 ½ m iles from them. The last one or two shells fell astern of us.

Ther e wer e evidently at least two guns and one a large one ju dging by the sound.

Alt ogether t here were 14 shells fired at t he ship and good shootin g it was consider ing the moving target we were. The Skipper sent a signal to the Admiral in Kephalo asking him to sin k our bu oy in the w ay. As Capt. Wightman w ittily puts it, ‘The Troops have evacuated Gallipoli and it is time the ‘LEVANT II’ did’.

The text of the diary of A.L. Spalding are courtesy of and copyright © 2007 by Peter Spalding.

Thanks to the Porthcurno Telegraph Museum, Cable & W ire less Archive, fo r the copies of A.L. Spald ing's staff records

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A.L. Spalding's commendations from the Admiralty

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APENDIX 4 OHIO- THE SHIP THAT WOULDN’T DIE S S OHIO arrived Malta ,being attacked enroute total loss o arrival The battle to save the Ohio

The damaged tanker OHIO, “sup ported by Royal Navy destroyers HM S PENN (left) and HM S LEDBURY (right)”, approaches M alta after an epic voyage across the M editerranean as part of convoy WS21S (Op eration Pedestal) to deliver fuel and other vital sup plies to the besieged island. OHIO’s back was broken and her engines failed during earlier German and Italian attacks. Because of the vital importance of her cargo (10,000 tons of fuel which would enable the aircraft and submarines based at M alta to return to the offensive), she could not be abandoned. In a highly unusual manoeuvre, the two destroyers sup ported her to provide buoyancy and power for the remainder of the voyage.

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This was the original War Office caption but, see comments below from eye witness and participant, it is actually HM S Penn and HM S Bramham sup porting the Ohio.

Probably the most important ship in the Pedestal convoy was the oil tanker Ohio, an American ship with a British crew. Its cargo was essential for the continuation of the fight from M alta, every effort had to be made to get her into port. She was twice abandoned during the course of the convoy â&#x20AC;&#x201C; but then re-boarded. Finally, still some 40 miles from Malta, with her engine room destroyed, she had to be lashed between two destroyers and sup ported for the last part of the journey. Fortunately, fighter cover from M alta itself meant that the air attacks were much diminished on the final day of her journey.

The damaged tanker OHIO finally enters Valletta on the morning of the 15th sup ported by Royal Navy destroyers, after an epic voyage across the Mediterranean as part of convoy WS21S.

Captain of the Ohio, Dudley M ason, awarded the George Cross for bringing the tanker into M alta.

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Her captain, Dudley M ason was awarded the George Cross for his efforts in saving the ship: The KING has been graciously pleased to award the GEORGE CROSS to Captain Dudley William M ason, M aster, SS Ohio. During the passage to M alta of an important convoy Captain M ason’s ship suffered most violent onslaught. She was a focus of attack throughout and was torpedoed early one night. Although gravely damaged, her engines were kept going and the M aster made a magnificent passage by hand-steering and without a compass.

The ship’s gunners helped to bring down one of the attacking aircraft. The vessel was hit again before morning, but though she did not sink, her engine room was wrecked. She was then towed. The unwieldy condition of the vessel and persistent enemy attacks made progress slow, and it was uncertain whether she would remain afloat.

All next day progress somehow continued and the ship reached M alta after a further night at sea. The violence of the enemy could not deter the Master from his purpose. Throughout he showed skill and courage of the highest order and it was due to his determination that, in sp ite of the most persistent enemy opposition, the vessel, with her valuable cargo, eventually reached M alta and was safely berthed.

Also recognised were two American sailors who were awarded the Merchant M arine Distinguished Service M edal – Frederick August Larsen, Jr., Junior Third Officer and Francis A. Dales, Deck Cadet-M idshipman on SS Santa Elisa/SS Ohio. They had been rescued from the SS Santa Elisa when it was sunk but volunteered to man the guns on the Ohio: SS 08/11 to 08/15/42

Santa

Elisa/SS

Ohio

For heroism above and beyond the call of duty.

His ship was a freighter carrying drums of high-octane gasoline, one of two American ships, in a small British convoy to M alta. Orders were to “get through at all costs.” Heavily escorted, the convoy moved into the M editerranean, and before noon of that day the enemy’s attack began. From then on the entire convoy was under constant attack from Axis planes and submarines. Assigned the command of an anti-aircraft gun mounted on the bridge, Dales contributed to the successful defence of his ship for three days.

At 4:00 A.M . on the morning of the fourth day, torpedo boats succeeded in breaking through and two attacked from opposite sides. Sneaking in close under cover of the darkness one opened point-blank fire on Dales’s position with four .50 calibre machine guns, sweeping the bridge and killing three of his gun crew in the first bursts. The other sent its deadly torpedo into the opposite side of the freighter. Neither the heavy fire from the first torpedo boat nor the torpedo from the second drove Dales and his crew from their gun. With only flashes to fire at in the darkness, he found the target and the first boat burst into flames and sank. But the torpedo launched by the other had done its deadly work. The high-test gasoline cargo ignited and the American ship was engulfed in flames. Reluctantly, orders were given to abandon her.

Two hours later, the survivors were picked up by a British destroyer, which then proceeded to take in tow a tanker [SS Ohio] that had been bombed and could not manoeuvre. After five hours constant dive-bombing, the tanker was hit again–her crew abandoned her–and the destroyer was forced to cut her loose. But the cargo she carried was most important to the defence of M alta, and it had to get through. The rescue destroyer and 134

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another destroyer steamed inâ&#x20AC;&#x201C; lashed themselves on either side of the stricken tankerâ&#x20AC;&#x201C;and dragged her along in a determined attempt to get her to port.

Dales and four others volunteered to go aboard the tanker and man her guns in order to bring more fire power to their defence. The shackled ships, inching along and making a perfect target, were assailed by concentrated enemy airpower. All that day wave after wave of German and Italian bombers dived at them and were beaten off by a heavy barrage. Bombs straddled them, scoring near misses, but no direct hits were made until noon the next day, when the tanker finally received a bomb down her stack which blew out the bottom of her engine room. Though she continued to settle until her decks were awash, they fought her through until dusk that day brought them under the protection of the hard fighting air force out of M alta.

The magnificent courage of this young cadet constitutes a degree of heroism which will be an enduring inspiration to seamen of the United States M erchant M arine everywhere.

RECOMMENDED DIVE CENTRES One of the objectives of these guides is to stimulate and promote diving tourism. In every location all those with an interest are invited to contribute to the project and be an important part of it. M y thanks to the following for their assistance in the making of this guide : DIVE WISE TECHWISE WRECK HUNTER!

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The E book concept The idea of the E BOOK series came about after seeing so many incorrect publications quoting the wrong identity of the Tile Wreck at Abu Nuhas in the Red Sea. Despite a plethora of undeniable facts presented by myself and members of the Red Sea Wreck Academy, self procla iming experts still, for reasons known only to themselves, continued to quote the MARCUS as the CHRISOULA K. It was archive photographs from Howard Rosenstien and the location of the ships bell, which added weight to Stephan Jablonski’s accounts of the sinkings’. This new material gave us enough to produce the first E book in 2008.

Being free from restrictions it soon found its way around the world and was passed on from diver to diver. It had the desired effect-Now more and more reports carry the correct identity.

It was also an opportunity to give something back to diving –and promote the forthcoming “EGYPTIAN SHIPWRECKS. ”The release of these books also marks 30 years in publication Of cours e there was also controversy over the identity and purpos e of the RUSSIAN WRECK at Zabagad, and this lead to the second title. THISTLEGORM REVEALED is a leader for the new publication “SUNDERLAND TO SUEZ THE STORY OF THE THISTLEGORM”, out now. “SUEZ WRECKS” highlights the achievements of our regular wreck hunting trips up into the Gulf, and Tourist authorities have noticed the importance of their assets-wrecks are living underwater mus eums , and commissions have flooded in from Leros, Egypt, Truk, Pala u and Busuanga, to name but a few “promoting tourism through shipwrecks” has become our mission statement, and by the end of 2017 we will have completed 30 titles in the series. We intend to update the guides annually-all free in readable format (72dpi) and in hi res, printable versions from the deeplens website for a small fee.

So now we have a total of 25 titles available, (and several more on the way), yours to enjoy and pass on-to anyone who may be interested- with my compliments and don’t forget we run regular expeditions and safaris to all these featured Wrecks…The project has only just begun….

PETER COLLINGS SSI PRO 5000

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PETER COLLINGS BIBLIOGRAPHY-PUBLICATIONS 1986- 2015

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OUT NOW

PETER COLLINGS.

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Peter began diving in 1970. In 1983 he wrote the first of 12 diving related books and has won several international awards for his publications and underwater photography. His articles and photographs have appeared consistently thought the international diving press, Including SCUBA WORLD, DIVER , DIVE , SPORT DIVER, SCOTTISH DIVER , H20, TAUCHEN DYKE & OCTOPUS. He was editor of SPORT EXTREME(1999-2001) A BSAC Advance d instructor, ( Red Sea Wreck Academy) SSI PRO 5000 DIVER and TDI Advance Trim ix diver, Pete r has lead over 600 w reck and photo safaris around the world, logging over 7700 dives, and along w ith his regular team of experts has locate d and identified m any of the shipw recks in Egyptian w aters. To date Pete r has w ritten and published 30+ diving related guide book s.

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OTHER FREE EBOOKS TO DOWN LOAD THE TILE WRECK HER TRUE STORY SUEZ SHIPWRECKS

THE RUSSIAN SPY SHIP

SHIPWRECKS OF THE MALDIVES

SHIPWRECKS OF TRUK LAGOON

PACIFIC SHIPWRECKS

SAFAGA SHIPWRECKS

SHIPWRECKS OF TIRAN

LEROS SHIPWRECKS

THEY NEVER CAME BACK

EGYPTS TOP 20 SHIPWRECKS

SHIPWRECKS OF SOUTHERN EGYPT.

SCAPA WRECKS

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